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dipulb3 · 4 years

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2021 Nissan Rogue review: Playing it down the middle

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2021 Nissan Rogue review: Playing it down the middle

The Rogue is currently Nissan’s best-selling vehicle by a long shot, and consumer demand for compact crossovers shows no sign of slowing down. Needless to say, the “don’t screw it up” factor is pretty high with the redesigned 2021 Rogue, which rolls into dealerships later this year.

Quiet, comfortable cabin

Decent fuel economy

Available digital gauge cluster

Enhanced ProPilot driver-assistance tech

Don’t Like

Weak engine performance

Styling isn’t for everyone

Best tech features are only available on the most expensive trim

Smartly, Nissan opted to take a conservative approach to the Rogue’s redux, though you might not think so upon first glance. The boldly styled front end certainly isn’t for everyone — I’m not a fan, personally — but it’s at least expressive, which isn’t something I could say about prior Rogues. The rest of the crossover’s appearance is unsurprisingly conventional, although new two-tone color options are available to give that upright, two-box shape added visual interest. All told, the 2021 Rogue is about an inch shorter in both length and height than its predecessor.

Inside, 2021 Rogue loses half an inch of headroom and 1.5 inches of legroom up front. Rear-seat occupants, on the other hand, enjoy slightly more headroom and legroom than before — 0.7 and 0.6 inches, respectively. A third row of seats isn’t available, and while that might seem like a given considering the Rogue’s small size, keep in mind that Nissan offered a holy-crap-that’s-cramped option from 2014 to 2017. Trust me, the Rogue is better off without it.

The SUV’s back doors now open to a full 90-degree aperture, which makes getting in and out easier and gives you more space when finagling car seats or other bulky items. A similar bit of helpfulness is found in the cargo area, where there’s an adjustable divider in the two-tier load floor. Only available on SL and Platinum grades, this two-piece partition gives you a maximum of 36.5 cubic feet of storage space behind the second-row seats, while the Rogue S and SV make do with 31.6. Regardless of model, folding the back seats flat results in 74.1 cubic feet of room, which puts the Rogue ahead of the Toyota RAV4 (69.8) but behind the Honda CR-V (75.8).

Generally speaking, the Rogue’s interior is perfectly nice. Nissan’s comfy and supportive Zero Gravity seats are standard for both front and rear passengers, came wrapped in leather on my SL tester and is available with quilted, semi-aniline hides on the bougie Platinum. All of the plastics and wood appliqués are nicely grained and none of the vehicle controls feel cheap or flimsy. Well, mostly.

The new electronic gear selector is a particularly lousy part of an otherwise well-built cabin. It looks cheap and feels cheaper. On the other hand, no mechanical linkage to the transmission frees up space beneath the console for added storage, but considering how cavernous the compartment aft of the cup holders is, I don’t imagine needing that extra space all that often.

Most Rogues will roll out with an 8-inch color touchscreen display in the center of the dash, running the newest version of the NissanConnect infotainment system. A larger 9-inch high-definition screen is optional on the SL and standard on the Platinum, with the same NissanConnect software inside. This system isn’t my favorite, with its occasionally laggy response times, but the graphics are nevertheless colorful and crisp — on the HD display, at least — and it’s a step up from the Display Audio and Entune systems offered in the Honda CR-V and Toyota RAV4, respectively.

If you want the mega-tech experience, go for a Rogue Platinum, which comes with a 12.3-inch digital instrument cluster and 10.8-inch head-up display, as well as a wireless charging pad. It kind of sucks that you have to spring for the most expensive Rogue — $36,525, including $1,095 for destination — to get these niceties, but so it goes. At least Apple CarPlay and Android Auto are standard across the board. What’s more, wireless CarPlay is optional on the SL and standard on the Platinum, and every Rogue save for the most basic S has an onboard Wi-Fi hotspot as well as four USB outlets (two A, two C).

The Rogue’s interior is clean and modern.

Steven Ewing/Roadshow

A whole bunch of driver-assistance technologies come standard on every Rogue, including blind-spot monitoring, rear cross-traffic alert, a driver alertness monitor, forward-collision warning, lane-departure warning and automatic emergency braking. Nissan’s excellent ProPilot Assist joins the standard roster on SV trims and higher, combining adaptive cruise control and lane-keeping assist for easy-breezy highway commuting. A newly enhanced version of this tech, ProPilot Assist with Navi-Link, is optional on the SL and standard on the Platinum. It uses navigation data to adjust the Rogue’s speed for things like tight highway curves and busy intersections, and it can even keep the steering assist active on freeway exit ramps. The uplevel ProPilot software also includes speed-limit adaptation, which is something normally reserved for higher-end luxury cars.

Unfortunately, the rest of the Rogue’s driving experience isn’t so techy; you won’t find turbochargers or electric assistance under the hood. Buyers looking for more punch should check out a Mazda CX-5 with the 2.5-liter turbo, and if you’re all about fuel-sippin’, the Ford Escape, Honda CR-V and Toyota RAV4 can be had with hybrid powertrains. The Escape and RAV4 even offer plugin options.

The Rogue, meanwhile, uses a reworked version of Nissan’s long-standing 2.5-liter I4, making 181 horsepower and 181 pound-feet of torque, increases of 11 hp and 6 lb-ft over the 2020 model. A continuously variable transmission is mandatory across the board, and buyers can choose between front- and all-wheel drive on every trim level.

The more upright shape results in increased rear-seat headroom.

Steven Ewing/Roadshow

Nissan’s CVT is one of the better transmissions of this type, largely fading into the background without roughness or loud droning during acceleration. But the Rogue definitely isn’t quick, and it occasionally suffers on steep grades. Climbing California’s notorious Grapevine on the I-5 freeway at 75 mph requires a heavy right foot, especially since the 2.5 has a dearth of low-end torque. The experience would be worse with passengers and/or more cargo onboard, too. This is where the low-end torque from a turbocharger or added electrification can really help, but competitors generally also make you pay extra for their more-powerful engines. Nissan offered a Rogue Hybrid previously, so perhaps a more powerful engine option will come along in the future.

Fuel economy ratings of 27 miles per gallon city, 35 mpg highway and 30 mpg combined are on the better side of average for the compact crossover class. Opting for all-wheel drive reduces those figures by one to two mpg depending on trim level, but again, that’s not uncommon for small SUVs. After several days of testing in mixed conditions, my Rogue’s onboard computer shows 28.5 mpg.

The engine itself may be pretty mediocre, but overall, the Rogue drives with confidence and composure. The redesigned rack-mounted electronic power steering is a lot better than in old Rogues, with improved weight and more natural turn-in that doesn’t feel overboosted. Even so, as far as steering feel is concerned, the Rogue, like most other small SUVs, is as dead as your childhood dreams.

Of all the compact crossovers on sale today, the Nissan Rogue is definitely one of them.

Steven Ewing/Roadshow

A new, stiffer frame gives the Rogue a solid on-road demeanor, and the suspension is nicely tuned to soak up the sort of rough pavement and occasional pothole you’ll experience in everyday driving. The base Rogue S rides on 17-inch wheels, but 18s and 19s, like the ones on my tester, are available. Brake feel is solid and easy to modulate, and if you hustle the Rogue through a corner you’ll find predictable amounts of body roll. But for the key missions of a Nissan Rogue — running errands, commuting to work, taking the kids to the lake — this vehicle is appropriately tuned.

Pricing for the 2021 Nissan Rogue starts at $26,745 including destination and all-wheel drive is a $1,400 upcharge on every trim. Like every other aspect of the Rogue, this puts Nissan’s CUV squarely in the middle of the compact crossover class.

It’s hard to fault Nissan for playing it straight with the 2021 Rogue. The current model is doing really well for the automaker, and it’s the segment’s third best-selling model behind the Toyota and Honda. Frankly, considering Nissan’s big-picture troubles, it’s probably not a good idea to shake up a winning formula. Is the Rogue the most attractive, most fun-to-drive small SUV? No. But it’s comfortable, spacious, economical and priced right, and those are pretty strong laurels on which to rest.

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tepcars · 3 years

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2023 Toyota Rav4 Hybrid Redesign, Release Date, Cost

2023 Toyota Rav4 Hybrid Redesign, Release Date, Cost – The typical RAV4 Hybrid obtained a new mid-range XLE High-quality trim for 2023, but the large news this year introduces the plug-in hybrid RAV4 Excellent model. The RAV4 Prime is the most effective RAV4 available with an overall of 302 horsepower among its vapour engine plus electric power; it also delivers 42 mls of stated electric-powered…

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#2023 Toyota Rav4 Hybrid #2023 Toyota Rav4 Hybrid Plugin #2023 Toyota Rav4 Prime #2023 Toyota Rav4 Redesign #2023 Toyota Rav4 Refresh #2023 Toyota Rav4 Release Date #does 2023 Toyota Rav4 Hybrid Qualify For Tax Credit #how Much Will The 2023 Rav4 Prime Cost #is Toyota Discontinuing The Rav4 #is Toyota Rav4 Hybrid Eligible For Tax Credit #new Toyota Rav4 2023 #toyota Hybrid Rv4 #Toyota Rav4 2023 #toyota Rav4 Facelift 2023 #toyota Rav4 Hybrid Hawaii #where Will The 2023 Toyota Rav4 Prime Be Built

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lotustechnews · 4 years

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2021 Toyota RAV4 Prime plug-in hybrid EPA electric range comes as a surprise

We were expecting good things from the 2021 Toyota RAV4 Prime plug-in hybrid, but new official economy figures released confirmed by the EPA suggest there’s another surprise in store. Announced back in November 2019, the new RAV4 PHEV was billed not only as Toyota’s most fuel-efficient version of its compact crossover SUV, but its most powerful too.

That comes via standard…

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#electric #EPA #hybrid #plugin #Prime #range #RAV4 #surprise #Toyota

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otomobilkolik · 5 years

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Toyota'nın yeni B-SUV'u Cenevre'de tanıtılacak

#Toyota'nın yeni B-SUV'u #Cenevre'de tanıtılacak

Toyota, 2020 Cenevre Otomobil Fuarı’nda önemli yeniliklerle ses getirmeye hazırlanıyor. Tüm dünyanın yakından takip ettiği fuarda Toyota, gerçekleştireceği dünya prömiyeri ile tamamen yeni B-SUV modelinin örtüsünü kaldıracak. Sınıfına yeni bir soluk getirecek B-SUV modeli, Toyota’nın eşsiz SUV mirasıyla B segmentindeki deneyimini bir araya getirecek.

Yeni B-SUV modeli, yerden yüksek yapısıyla…

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#b-suv #cenevre #mirai #rav4 plugin hybrid #toyota b-suv #yeni yaris

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savetopnow · 7 years

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2018-03-28 18 TECH now

TECH

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SF Motors Unveils Advanced Intelligent Electric Vehicle Technology to Accelerate Global Access to EVs

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Facebook reportedly pauses smart speaker plans for obvious reasons

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jobsearchtips02 · 4 years

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Is Elon Musk Wrong About An Under-250-Mile Range Model Y?

Batteries

Published on July 25th, 2020 | by Loren McDonald

July 25th, 2020 by Loren McDonald

Elon Musk was recently at it again on Twitter sharing upcoming plans about the Tesla Model Y as well as Supercharging speeds for the Model S and X. But it was his comment that a range of less than 250 miles would be unacceptably low that got the attention of the EV and business press.

Below is the full Twitter exchange with someone using the Twitter handle of Jason.

Image Source: Twitter

Tesla had originally planned to launch a Standard Range Model Y — as it has done with most of the Tesla models over the years. But in this case, Musk argues that the “range would be unacceptably low (

Musk didn’t share what the EPA range of a Standard Range Model Y would come in at, but I’m going to pick an arbitrary 235 miles as my assumption for this article. If the Short Range version was actually rated at literally just under 250 — let’s say 245 or 247 miles — I would assume that with software adjustments, battery improvements, and tire combinations, Tesla could easily bump that range up to the magic number of 250 within 3–6 months. And everyone would forget the initial range, just like no one cares about the initial range of the Model S.

So, assuming a range of about 235 miles, why does Musk believe that is unacceptable? And to whom is it unacceptable — himself, company leadership, the brand promise, or customers?

After I drafted and submitted this article, Musk stated on the Q2 earnings call: “The thing that bugs me the most is that our cars are not affordable enough. We need to fix that. We want to be slightly positive and maximize growth, and make the cars as affordable as possible.” On the same call he also stated: “With regard to passenger vehicles, I think the new normal for range is going to be, just in U.S. EPA terms, approximately 300 miles. So I think people will really come to expect that as some number close to 300 miles as normal.”

But is Musk simply wrong? I believe he is both right and wrong, as there are multiple compelling arguments both for and against an under-250 mile Model Y.

Keys To Tesla’s EV Leadership Through the Minds of Consumers

Tesla and Elon Musk have done many things to generate excitement and interest in electric vehicles that have led to the company being the dominant automaker in terms of sales volume of EVs. Three of those keys are:

Aspirational: Prior to the Model S, EVs were often thought of as ugly, overpriced, glorified golf carts. The performance and style of the Model S (and subsequent models) made the company’s EVs aspirational for many buyers.

Range: Anxiety over the battery’s driving range was an issue for many of the early EVs that only had +/- 100 miles of range, and still is. The first versions of the Model S launched in 2012 had an EPA range for the 60 kWh battery pack model of 208 mi, and the 85 kWh battery was rated at 265 miles. Now the Model S Long Range Plus has a range of 402 miles, and most models have a range near or above 300 miles. The exception is the Model 3 Standard Range Plus at 250 miles (more on the off-menu Standard Range version later).

Superchargers and Destination Charging: Tesla is the only automaker that invested in building out its own DC fast charging (Supercharging) and Level 2 charging (Destination Charging) network. (Other OEMs have of course invested in charging networks, just not their own.) While Tesla’s connectors in the US are currently proprietary to Tesla vehicles — similar to the closed model of Apple — owners of Tesla EVs in the US generally have little to no concern (with a few exceptions in some remote or less populous areas) about not having enough range for getting to the next charging station. With the growth in popularity of the Model 3 in markets like California, however, the concern has now switched to “charging anxiety” — wait times and charging speed.

The importance and catch-22 of the above is that the Tesla brand has set the bar on EV range. The Tesla brand in essence is all about more range being better and its lead over competitors in this area continues to be a key bragging right. The 300 miles of range available on variants of all 4 models, combined with its charging networks, means never having range anxiety.

But, does every potential driver of an EV want or need 300–400 miles of range? For many households and use cases, a Tesla may in fact provide more range than actually needed. Of course, buying a car or truck that has more than you need (horsepower, top speed, interior luxury features, range, seating capacity, size, 4-wheel drive, etc.) is nothing new, especially in car- and truck-loving America. Elon Musk understands this and has always focused Tesla on the “wants” rather than “needs” of auto-buying consumers.

But with DC fast chargers getting faster, charging stations getting more available, and many EV-interested consumers becoming more comfortable with the concept of “refueling with electricity,” is Tesla potentially giving up a segment of the market to competitors by not offering a lower-range, lower-priced Model Y?

The Case For A Less Than 250-Mile Range Tesla Model Y

Why does Musk think less than 250 miles of range is unacceptable? The following are several reasons why a Model Y Standard Range would make sense for Tesla:

300–400 miles of range is what most Americans want — but they don’t actually need it: While the average range of fully electric vehicles (BEVs) has increased significantly in the last 10 years, range anxiety remains a concern of mass consumers who have yet to drive an EV or understand how to manage range and charge your vehicle. Of the current 13 BEVs available in the US (note that some, like the Fiat 500e, are only available in 2 states), the average battery range is now 253 miles, while the median range is 254 miles. If weighted by sales volume, the average range would approach 300 miles due to Tesla accounting for about 60% of EV sales in the US.

Many studies, such as the Volvo/Harris Poll below, confirm that range anxiety and fear of not finding a place to charge are top concerns for potential buyers of EVs. And several studies have pegged 300 miles as the magic threshold that a majority of US consumers want before considering an EV.

Image Source: Volvo/The Harris Poll

Price competitiveness without the federal EV tax credit: Tesla and GM are the only OEMs that no longer qualify for the federal EV tax credit, which is $7,500 for BEVs and plugin hybrids (PHEVs) with a battery pack of 16 kWh or more ($6,843 for the Ford Escape PHEV). Since the federal EV tax credit doesn’t actually reduce the price of an EV (unless you lease and it is incorporated into the lease with lower monthly payments), I’ve always been annoyed at the use of EV prices that subtract the federal tax credit. But it is common practice to incorporate the incentive, so I’ve included it in the table below.

As you can see, there are several BEVs and PHEVs that are either available currently or are scheduled to be available by the end of 2021. And all of these electric CUVs/SUVs will have an effective cost lower than the various Model Y variants, except for the Volvo XC40 Recharge and Ford Mustang Mach-E GT. Many of these models will be $5,000 to $10,000 less than the two variants of the Tesla Model Y Long Range.

So, while Elon and lots of EV and Tesla fanatics believe that Tesla vehicles are superior to EVs from other brands (software updates, battery efficiency, performance, Autopilot/FSD, etc.), with as many as 10 EVs available in roughly the same category, many buyers may opt for a brand other than Tesla with a lower price.

Now, Tesla fans love to argue that the company’s BEVs are light years ahead of EVs from the legacy OEMs and that their offerings simply aren’t competitive. For me, access to the Supercharger and Destination Charging network are Tesla’s biggest competitive advantage and likely has a brand value to potential buyers of several thousand dollars. But, for someone who isn’t a Tesla fanatic and is considering, say, the Nissan Ariya, VW ID.4, Ford Mustang Mach-E, Toyota RAV4 Prime, or Ford Escape PHEV, many of Tesla’s advantages simply aren’t that important.

Consumers consider many factors when buying a car, including quality, service, comfort, brand loyalty, and price. If the car with the best specifications was the top consideration, then there would eventually be only one car in each segment, as no one would buy any car without the best specs.

Weak economy/Job insecurity: The COVID-19 pandemic is wreaking havoc on the economy (a recession was likely even before COVID) and millions of Americans are now either unemployed, underemployed, or nervous about their job stability and future paycheck. Under these circumstances, someone considering a new car purchase may look for ways to lower their monthly payments through leasing or opting for a cheaper model, one without all of the extra features. A Model Y Standard Range could potentially be much more attractive to consumers on a tighter budget.

Monthly payments: Tesla just launched a leasing option for the Model Y Long Range for $499 a month, and the Model 3 Standard Range Plus lease option starts at $371 per month. Tesla could potentially offer a $399 per month lease, which would generate lots of publicity and drive a lot of test drive traffic into Tesla galleries and showrooms, all resulting in increased sales volumes of all Model Y variants.

Volume rankings: The Model 3, which is in a category rapidly losing popularity, sedans, was the 26th best selling vehicle in the US in 2019, according to GoodCarBadCar. A Model Y priced at or near $40,000 could be a huge seller in the US, and could likely crack both the top 20 sales chart and possibly rank #1 in a category such as “midsized luxury SUV” — giving Tesla some bragging rights and great press coverage. There is safety in numbers, and the better the Model Y sells, the more people will be comfortable buying it, spurring even more sales. And many people may opt for one of the more expensive variations of the Model Y.

Competitiveness of similar range EVs: Of the non-Tesla BEV small/midsized crossovers/hatchbacks currently available in the US, only the Nissan LEAF offers different range options — 149 or 226 miles of range. But in the coming 12 to 18 months, the Mustang Mach-E and Nissan Ariya — two BEVs expected to go head to head against the Model Y — will be available in two or more battery pack options. There will also be 6 BEVs available with expected EPA ranges of from 210 to 250 miles.

For consumers who place a higher priority on some combination of price, build quality, existing brand preference, or service over longer range, Tesla would be giving up this market segment to competitors.

Shortsighted thinking: Tesla continues to improve energy efficiency of its batteries, and just in the last 12 months or so, the company increased the range on the Model S Long Range from 335 to 370 to now 402 miles. So, I would assume that within 3 to 6 months of launch, Tesla could increase the range of a Model Y Standard Range to 250 miles from ~235, as it has done with every other model recently.

This approach provides more proof of Tesla‘s leadership in batteries, and then also positions its cheapest and shortest range Model Y ahead of the others in the crossover category.

200–225 miles of range meets 99% of most households’ driving needs: For most American households, a range of 225 to 250 miles meets their needs for daily commutes and errands and weekend trips to the beach, the mountains, or to visit relatives and friends. What that range isn’t ideal for are the 2–3 long road trips (1% of trips for most) that they might take each year. (I will cover solutions for the “1% challenge” in an upcoming multi-part series.)

As of 2017, 58% of US households had two or more vehicles. So, roughly 6 out of 10 households potentially have a second vehicle they can use for these few long trips per year if they don’t want to use their shorter-range EV.

Europeans need less range: A lower range Model Y could be a massive hit in European countries where trains and regional flights provide a convenient alternative to long road trips in a car. With access to great train systems, most Europeans clearly can get by with a shorter range BEV. Although, surprisingly, they expect more range than North Americans, according to a recent CleanTechnica survey.

[Editor’s note: Having lived in Europe for more than 10 years, and having listened to many Europeans on this matter, I think there is a bit of a misconception about this. Europeans, on average, drive a lot less than Americans. However, that is mostly because they tend to have shorter commutes, commute more frequently via urban transit systems, and do not have to do so much driving across sprawling suburban areas for shopping and routine activities. When it comes to road trips, Europeans with cars do tend to go on far away road trips in their cars — if they don’t fly or, less commonly, take a train. Those further north like to vacation in the south, for example, which means a very long drive/trip. Additionally, since they have longer vacations — much more vacation time — it is not uncommon to want to have your car with you on vacation, stimulating a drive instead of a flight. So, all in all, I think it is a little bit of a myth that Europeans care less about range. Maybe for daily commutes and errands, yes, but not for those occasional road trips. Lastly, Europe is typically colder than the US, so they also have to think more about the hit the range will take for several months in winter, fall, and even spring.]

Why Is Musk Saying No To A Model Y With Under 250 Miles Of Range Model Y?

The case for a less than 250-mile range Model Y is very compelling in my opinion, but if I wear my brand hat from being in marketing for 36 years, I can also make the case against it. The following are several reasons to not offer a Model Y Standard Range:

Additional production complexity: Producing another variant of the Model Y adds additional complexity to the manufacturing process and has the potential to impact production of other Model Y variants. Musk has often talked of the need to simplify vehicle manufacturing and reduce the number of model variants. A Model Y Standard Range, however, would presumably use the same 50 kWh battery pack as the Model 3 Standard Range Plus, so that would eliminate the need for a different battery pack or the need to limit range via software. And recent rumors are that the Model Y and Model 3 will soon share the same universal battery pack.

Competition/Bragging rights: More range is better. Lots of range is even better. 400 miles is awesome. Tesla has not only led the auto industry in delivering BEVs with more range than competitors, but in so doing, the company and Musk have also promoted the idea that whatever their models achieved at the time (250, 300, and now 400 miles) was the EV range that consumers needed (or wanted).

A Model Y with 235 or so miles of range suddenly becomes ho hum, and would be surpassed by several CUVs, including the Mustang Mach-E, Chevrolet Bolt, Hyundai Kona EV, Nissan Ariya, and Volkswagen ID.4. (My counter, however, is that Tesla would still have Long Range models that would surpass anything the competition offered in the category.)

Undermines the Tesla range advantage: If Tesla now in 2020 released a Model Y with ~235 miles of range, the company by default is validating as acceptable the EV range of competitors in the 200–250 EPA mile range.

By making available a ~235-mile range Model Y, consumers may now start placing less emphasis on the importance of range and place a higher priority on quality, service, comfort, interior luxury, and other factors where Tesla tends to not have either a real or a perceived advantage.

Price competitiveness/Vehicle margins: While I’m not going to delve into estimating margins of the Model Y (I’ll leave that to other CleanTechnica writers), the higher the sales price of a vehicle, the greater opportunity there is for higher margins. So, a lower-street price of a Model Y would likely cut into the margins of the portfolio of Model Y battery pack variations.

And that is okay if there is unlimited demand for the higher end Model Ys, but there is clearly a cap. And the fact that Tesla just added a lease option for both the Long Range and Performance versions of the Model Y suggests that demand could be waning, especially as the economy struggles. [Editor’s note: Musk said on this conference call this week demand is definitely not an issue — they have far more demand than they can supply.] Musk is known to not be a fan of offering the lease option, and holds off on leasing until market demand necessitates it. In 2019, Elon Musk said, “We’ve been reluctant to introduce leasing on Model 3 because of its effect on GAAP Financials… Obviously, leasing is a way to improve demand, but it makes our financials looks worse.”

That said, according to this Forbes article “While Tesla’s leasing program is hurting the company’s revenue growth to an extent, it is helping the company’s margins as its leases appear to be more lucrative to the company.” [Editor’s note: Tesla may be less concerned about how their financials look now that Tesla has shown 4 consecutive quarters of GAAP profit. Perhaps that is one reason it recently started offering Model Y leasing rather than waiting longer.]

Tesla does not want to compete on price: Nordstrom doesn’t want to compete with Walmart on price, and nor does Tesla does want to compete with other automakers on price. It hurts its brand reputation, but also opens the door to brands like Hyundai, Kia, Chevrolet, Nissan, and Ford to aggressively compete with and undercut Tesla. And if potential Tesla buyers begin to place price as a much higher factor in their purchase decision, then Tesla’s real or perceived advantages in range, performance, software, etc. are diminished.

But the counter is that we are in a tough economic period and Tesla also needs to support its growth story and scale volume in the US. A lower price Model Y in the hot CUV segment could put it at the top of the sales charts. Higher production volume should also lead to better margins overall with increased scale.

SUV/CUV perception versus sedans: Musk seems to be okay with a sedan, the Model 3 Standard Range Plus, having just 250 miles of range. And while it isn’t listed on the Tesla website, you can special order from Tesla showrooms the Tesla Standard Range, which has only 220 miles of range.

Perhaps this gives us the most insight into Musk’s thinking. It seems he believes that 300 miles is the standard to be measured by for BEVs, but anything less than 250 miles is an embarrassment, or in his words, “unacceptably low.”

Because the sedan segment is rapidly declining in popularity and primarily being left to Toyota and Honda to compete over, Musk knows that the SUV/CUV segments (and pickup segment) are where automakers will win or lose in the US in the coming years.

And because SUVs/CUVs are thought of as perfect vehicles to take the family on long trips, Musk clearly believes that a range less than 250 miles will not win over customers.

In the end, the right answer is likely a battle between those at Tesla who believe the brand is everything and those in sales and finance who see how many more Model Ys the company might be able to sell.

What do you think — should maintaining the brand superiority outweigh the opportunity to potentially reach a new and much larger market? Let us know in the comments.

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Tags: EV Range, Tesla, Tesla Model Y, Tesla Model Y range

About the Author

Loren McDonald writes about the factors driving adoption of electric vehicles and the opportunities and challenges the transition to EVs presents companies and entrepreneurs in the auto, utility, energy, retail and other industries. His research and content are published on CleanTechnica, his own blog/site, www.EVAdoption.com, and in his upcoming book “Gas Station Zero” about the huge shifts and changes in multiple industries driven by the transition to battery electric, autonomous and shared vehicles.

from Job Search Tips https://jobsearchtips.net/is-elon-musk-wrong-about-an-under-250-mile-range-model-y/

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nikjmiles · 4 years

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Nik Miles Toyota RAV-4 Plugin Hybrid KSWB Fox 5 from Our Auto Expert on Vimeo.

Nik Miles introduces Toyota's new plugin hybrid of one of their most popular vehicles, the Rav4 Prime.

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automediamk · 5 years

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Toyota со премиера на СУВ врз база на Yaris во Женева

Урбаниот крузер се враќа во понудата на Toyota. Тоа што Јапонците го претставија со Urban Cruiser во 2008 година беше премногу пред времето. За салонот во Женева во март се подготвува премиера на СУВ-модел врз база на новиот Yaris. Toyota подготвува една светска премиера и неколку европски премиери на салонот во Женева (од 5-ти до…

#Toyota #toyota rav4 plugin hybrid #toyota yaris #toyota yaris suv #женева #салон #салон Женева #Салон Женева 2020

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car-loanz · 5 years

Text

These vehicles are best-in-class, (auto) science tells us

The art of making a great car purchase actually lies with a little science. Or a lot, according to the Automotive Science Group, which aims to help consumers make informed car-buying decisions through its objective, data-driven analysis.

To that end, it has created the Automotive Performance Index, enabling shoppers to find the best new models across a range of categories. “You define the size and class of automobile that meets your needs, and we’ll differentiate the best-performing model in the segment,” says the group.

For 2019, the index has identified 33 best-in-class vehicles in 11 categories based on economic, environmental and all-around performance assessments. Nine overall winners are highlighted, too.

The leading 2019-year models, from 1,640 variants of car, crossover and SUV, are below. Two-seaters, convertibles and vehicles exceeding $100,000 were excluded from the study.

The 2019 Kia Sorento is the leading full-size SUV for all-round and economic performance, according to the Automotive Performance Index.

Best cars of 2019

Mini compact

Toyota Yaris – all-around performance

BMW i3 – environmental performance

Chevrolet Spark – economic performance

Compact

Mitsubishi Mirage – all-around performance

Toyota Prius C – environmental performance

Mitsubishi Mirage – economic performance

Midsize

Toyota Prius Prime – all-around performance

Toyota Prius Prime – environmental performance

Honda Fit – economic performance

Full-size

Hyundai Ioniq Plugin – all-around performance

Hyundai Ioniq Plugin – environmental performance

Hyundai Ioniq Hybrid – economic performance

Wagon

Subaru Outback – all-around performance

Subaru Outback – environmental performance

Fiat 500 L – economic performance

Best cars overall

Toyota Prius Prime – all-around performance

Hyundai Ioniq Plugin – environmental performance

Mitsubishi Mirage – economic performance

Best crossovers of 2019

Mini crossover

Mazda CX-3 – all-around performance

Lexus UX 250h – environmental performance

Hyundai Kona – economic performance

Compact crossover

Kia Niro Plugin – all-around performance

Kia Niro Plugin – environmental performance

Nissan Kicks – economic performance

Crossover

Toyota RAV4 Hybrid – all-around performance

Toyota RAV4 – environmental performance

Jeep Compass – economic performance

Best crossovers overall

Kia Niro Plugin – all-around performance

Kia Niro Plugin – environmental performance

Nissan Kicks – economic performance

Best SUVs and minivans of 2019

Midsize SUV

Mitsubishi Outlander – all-around performance

Tesla Model X – environmental performance

Nissan Rogue – economic performance

Full-size SUV

Kia Sorento – all-around performance

Toyota Highlander Hybrid – environmental performance

Kia Sorento – economic performance

Minivan

Chrysler Pacifica Hybrid – all-around performance

Chrysler Pacifica Hybrid – environmental performance

Ford Transit Connect – economic performance

Best SUVs and minivans overall

Mitsubishi Outlander – all-around performance

Tesla Model X – environmental performance

Nissan Rogue – economic performance

Many car buyers shop by brand, and Automotive Science Group analyzed 32 automakers in five categories. Besides all-around, environmental and economic performance, there were awards for most-distinguished brand and social performance, which takes into account factors such as labor policies and practices.

Best brands of 2019

Mitsubishi – all-around performance

Tesla – environmental performance

Mitsubishi – economic performance

Mini – social performance

Toyota – most-distinguished brand

The post These vehicles are best-in-class, (auto) science tells us appeared first on RoadLoans.

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jonathanbelloblog · 6 years

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2020 Toyota Corolla Sedan: It’s Much Better!

SAVANNAH, Georgia—One argument for replacing the long-in-the-tooth Toyota Corolla with an all-new model is that this compact sedan is such an icon for the brand. More than 46 million have been sold globally since production began at Japan’s Takaoka plant in 1966, easily topping the Ford Model T and the original Volkswagen Beetle. Then there are the years and millions of dollars spent developing the new, 53-city-mpg hybrid model that would have helped the model glide through the Obama administration’s now-cancelled Corporate Average Fuel Economy standard of 2025. And of course there’s the hope that the 2020 Toyota Corolla will scoop up those first-car purchases left on the table by the departures of the Chevrolet Cruze and Ford Focus.

Arguments against? The production capacity at the plants that build the hybrid (Takaoka) and the vast majority of North American models (Blue Springs, Mississippi) would be better utilized assembling more RAV4s, which has become the bestselling non-pickup in America. At least Toyota plans to shift Corolla production from Blue Springs to a new Alabama joint-venture factory with Mazda in 2021, freeing up capacity for more RAV4s in Mississippi.

In case first-time buyers about to enter the new-car market are ready to turn this SUV trend around, though, Toyota is ready with a compact sedan that’s once again competitive in its rapidly shrinking segment.

The Basics

Indeed, the 2020 Toyota Corolla is a vast improvement, though it remains a conservative counterattack against its biggest rival, the Honda Civic, and the ambitious new Mazda 3. The new lineup is split into “sporty” and mainstream trim levels, with the SE and XSE covering the former and the L, LE, and XLE making up the latter. There’s also the LE hybrid. The new car rides on Toyota’s TNGA platform and is claimed to be 60 percent stiffer in torsional rigidity.

For ’20, the Corolla switches from a torsion-beam rear axle to a multilink setup, and the chassis also takes advantage of Active Cornering Assist, Toyota’s marketing name for brake-based torque-vectoring that will slow an inside wheel to mitigate understeer. The non-sporty versions are powered by the familiar 1.8-liter 2ZR-FAE inline four-cylinder engine, upgraded by 7 horses to 139. It makes 126 lb-ft of torque. The SE and XSE scorch the pavement with the 169-hp, 151-lb-ft 2.0-liter M20A-FKS four. The hybrid combines a 1.8-liter 2ZR-FXE with an electric motor for a total of 121 total horsepower and 105 lb-ft.

The mainstreamers and the hybrid get a standard continuously variable transmission tuned for, well, mainstream driving, while the SE and XSE’s CVT incorporates a physical first gear that upshifts to the transmission’s belt to offer improved off-the-line response. The SE is the only Corolla to offer a manual, in this case a six-speed unit with rev-matching and hill-hold features. While the take rate for the six-speed manual transmission is about 10 percent on the Corolla SE and XSE hatchbacks, which launched for the 2019 model year, Toyota expects just five percent of buyers to shift for themselves in the Corolla sedan.

The Equipment

SE and XSE also add smoked LED taillamps, dual chrome-tipped exhaust, color-key sideview mirrors with turn-signal repeaters, sport mesh gray metallic grille and 18-inch machined alloy wheels with P225/40R-18 tires, which were Yokohama Avids, in the case of our test car. Toyota’s spec sheet notes that SE, XSE and XLE also add variable intermittent windshield wipers, which seems like something that should be standard across the Corolla board. But Toyota clearly has been counting pennies on the sedan’s development, with the popular LE model starting at just $20,880 and the LE Hybrid at $23,880.

There’s Apple Car Play and Amazon Alexa capability, but no Android for Auto. Safety Sense 2.0 includes a pre-collision system with pedestrian detection, bicycle detection in daylight, full-speed range dynamic radar and lane-departure alert with steering assist.

The Driving

We started out in an XSE. The roads leading out of charming, historic Savannah aren’t conducive to wringing out anything, even a small car with little power, though we were able to determine on the few curves that the XSE is taut and nimble, with decent compliance at turn-in and fairly minimal understeer (which may or may not have become moderate had we been on a more challenging road). The steering, despite the fact that the electronic power assist remains on the column and not the rack, is excellent. It transmits all kinds of road feel, although there’s also a lot of road noise coming in through the Yokohama Avid 225/40R-18s.

The XSE’s two-tone, faux-leather sport seats are handsome and more comfortable, with more bolstering, than those in the “L” models. (The SE gets the same basic seats with cloth upholstery.) The XSE comes with paddle shifters, with nine steps in the CVT-plus-first-gear transmission, though we mostly saved self-shifting for the SE manual. Sport mode affects the throttle response and turns the digital speedometer graphic from blue to red, though there was minimal seat-of-the-pants difference. The CVT doesn’t hold a “gear” and “upshifts” automatically at the redline even when using the paddles.

The XSE’s 2.0-liter is the standard engine in the hatchback and provides the same smooth power here, although the shift from first gear to the CVT’s belt was fairly noticeable under heavy throttle. In truth, this 169-horse engine should be the entry-level powerplant in this car from Toyota, a company which continues to eschew the turbocharging that is now ubiquitous.

A Corolla XLE with Dunlop Enasave 205/55R-16s that we drove next was much quieter, and the road feel still was good, though the low-rolling-resistance tires added a bit of twichiness, requiring regular steering corrections that we didn’t need to make in the XSE. The 139-hp 1.8-liter doesn’t feel that much down on the 2.0-liter four until you try full-throttle acceleration. While up front the seats are heated and feature eight-way power on the driver’s side, if you’re thinking of it as an analog to, say, the Civic’s semi-premium Touring model, you’ll come away disappointed. In reality, the XLE is slightly less expensive than the top-trim sporty model.

All the Corollas we drove had cheery, pleasant interiors, although there’s a bit of inconsistency shown in stuff like the dashboard stitching on the XSE, which is blue on the black upper portion of the two-tone dash and cream-colored on the cream-colored portion of the dash. The rear seat is capacious enough for a compact, with good outward visibility, although the bottom cushion is situated high to afford better legroom at the expense of headroom.

The driver’s version is the 2020 Toyota Corolla SE. It’s available with the CVT, though only the six-speed-manual version comes with a standard moonroof and proximity entry and ignition; it’s priced $700 higher as a result. And in a nod to purists, the SE manual has real gauges with actual needles, not the digital readouts of other models we drove.

The manual is a bit notchy, but it’s easy to use and has a nice, progressive clutch; it’s perfectly fine if you’re not spoiled by Miata or Honda stick-shifts. The iMT—for “intelligent manual transmission”—button turns on the rev-matching downshift function.

We also were able to sample the gas/electric Corolla, which the automaker positions as an affordable conventional hybrid that offers exceptional fuel mileage and a sticker price south of $25,000. It’s a Toyota hybrid, so the transitions between full battery power and the ignition of the 121-hp 1.8-liter four are fairly smooth. It’s still the sort of car you won’t feel compelled to drive quickly or fast, and sitting as it will in showrooms with hybrid versions of the Camry, Avalon, RAV4, and Highlander—to say nothing of the Prius, which also has a Prime plug-in variant—continues the normalization of the powertrain type that the automaker helped popularize.

The Takeaway

In fact, with so many hybrids, it’s probably time to make the Prius Prime the base version of that car. And we’ll repeat our opinion that the 2.0-liter engine ought to be the engine across the conventional Corolla lineup. When each is equipped with the CVT, it beats the 1.8-liter’s fuel economy both in the city and on the highway, which means the old 1.8 is just there to keep the price down. Does Toyota really need a base model that begins just above $20,000 at the sacrifice of fuel efficiency? Perhaps fleet buyers will be charmed by that one.

But the rest of the lineup should charm plenty of civilian buyers. The 2020 Corolla is a competent, good-looking compact that, should its reputation hold, will pay off with years of virtually trouble-free driving. The new sedan isn’t as expressive or as much fun to drive as the Honda Civic or the new Mazda 3, but in most every other way it’s in the hunt, and the hatchback model broadens the lineup and offers enough fun and style to interest enthusiasts. In any case, every vehicle that Toyota sells that’s a Corolla instead of an SUV is a net positive in our book.

2020 Toyota Corolla Sedan Specifications

ON SALE Now BASE PRICE $20,430–$26,380 ENGINES 1.8L DOHC 16-valve inline-4, 139 hp @ 6,100 rpm, 126 lb-ft @ 3,900 rpm; 2.0L DOHC 16-valve inline-4, 169 hp @ 6,600 rpm, 151 lb-ft @ 4,400 rpm; 1.8L DOHC 16-valve inline-4 with electric motor, 121 hp @ 5,200 rpm, 105 lb-ft @ 3,000 rpm TRANSMISSIONS 6-speed manual, continuously variable automatic LAYOUT 4-door, 5-passenger, front-engine, FWD sedan EPA MILEAGE 29–31/36–40 mpg (city/hwy, nonhybrid), 53/52 mpg (city/hwy, hybrid) L x W x H 182.3 x 70.1 x 56.5 in WHEELBASE 106.3 in WEIGHT 2,950–3,100 lb

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eddiejpoplar · 6 years

Text

2020 Toyota Corolla Sedan: It’s Much Better!

The Basics

The Equipment

The Driving

The Takeaway

2020 Toyota Corolla Sedan Specifications

IFTTT

#IFTTT #Performance Junk Blogger 6

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jesusvasser · 6 years

Text

2020 Toyota Corolla Sedan: It’s Much Better!

The Basics

The Equipment

The Driving

The Takeaway

2020 Toyota Corolla Sedan Specifications

IFTTT

#IFTTT #Performance Junk WP Feed 4

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savetopnow · 7 years

Text

2018-03-28 15 TECH now

TECH

Ars Techica

Uber stops AV testing “indefinitely” in California, Pennsylvania, and Toronto

Bring your own Linux to Windows with new open source tool

Analysis: New iPads will help Apple in education but probably not enough

Rare cancels planned Sea of Thieves “death cost” after player complaints

“Google’s use of the Java API packages was not fair,” appeals court rules

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A Friendly Reminder That Instagram Uses All Your Facebook Data

Apple Wants Its New $329 iPad To Lure Students Away From Chromebooks

Google's Waymo Just Unveiled An Electric, Completely Self-Driving Jaguar

The Cambridge Analytica Whistleblower Claimed Employees Of Peter Thiel's Surveillance Company Saw Their Data

Democrats Know Hackers Will Be Back In 2018. The Problem? Forcing Campaigns To Care.

CNet

World-first 5G hotspots come to Australia... with 4G speeds! - CNET

Google Doodle toasts England's first popular cook, Hannah Glasse - CNET

Lincoln Aviator brings twin-turbo, plug-in hybrid power to NY - Roadshow

2019 Toyota RAV4 is the NY Auto Show's biggest debut - Roadshow

Lincoln Aviator debuts at NY Auto Show as a twin-turbo plug-in hybrid video - Roadshow

Clean Technica

SF Motors Unveils Advanced Intelligent Electric Vehicle Technology to Accelerate Global Access to EVs

Tritium Opens New Headquarters In Europe, Bringing EV Fast-Charging Solutions To The Old Continent

London Pilot Explores How Fully Autonomous Electric Pods Could Move Residents Around

Did Polestar Range Confuse Kilometers & Miles?

Hyundai Union Chief: EVs Are “Evil” & Will Destroy Jobs

Hacker News

GiveCampus (YC S15) hiring engineers to advance educational fundraising

The need for tooling and the need for mastering your tools

Japanese Wine Meets Big Data

Thinking Machines: Art and Design in the Computer Age, 1959–1989

It's about what broke, not who broke it

Mashable

E-scooter company CEO wants to ‘Save Our Sidewalks’ from bike litter

Air New Zealand's Skycouch lets you sleep alongside your baby

Seal no longer allowed to take cat naps in the park

'Rise's companion web series continues to be a gem

Will Ferrell is also deleting Facebook

Motherboard

Facebook Is Being Sued for Discriminatory Ad Targeting

BREAKING: Apple Mouse, Keyboard Come in a Different Color Now

Why Does It Look Like the Elephant in This Video Is Vaping?

FBI Barely Tried to Hack San Bernardino iPhone Before Going To Court With Apple

Firefox’s New Plugin Blocks Facebook from Collecting Users’ Data When They’re Not on the Site

New York Times Technology

Dropbox Shares Leap in I.P.O., and Silicon Valley Smiles

Waymo, a Google Spinoff, Ramps Up Its Driverless-Car Effort

Facebook’s Zuckerberg Said to Agree to Testify Before Congress Over Data Privacy

Peter Thiel Employee Helped Cambridge Analytica Before It Harvested Data

Uber Won’t Renew Permit for Self-Driving Cars in California

Recode

Snapchat is building the same kind of data-sharing API that just got Facebook into trouble

Uber has agreed to settle a class action discrimination suit for $10 million

Uber will not reapply for its permit to test self-driving cars in California

Apple wants to sell more iPads to schools, but Google already owns the education market

The head of Twitter’s Niche talent service is leaving, and Twitter is already looking for a replacement

Reddit Technology

Cambridge Analytica Whistleblower: Facebook Able to Listen to You at Home and Work | Trending

Google users are finding that the search company may have more info on them than even Facebook

Google defeats lawsuit claiming YouTube censors conservatives

Snapchat is building the same kind of data-sharing API that just got Facebook into trouble.

Uber gives up its rights to test self-driving cars in California

Reuters Technology

Mideast ride-hailing app Careem resumes Ramallah services

New Zealand privacy commissioner joins criticism of Facebook data handling

Uber agrees to settle California discrimination lawsuit for $10 million

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Baidu Shows Off Its Instant Pocket Translator

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What Tesla knows about the fatal Model X crash

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The Verge

The Lincoln Aviator is a plug-in hybrid SUV with a smartphone as a key

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Raise Your Glasses

#tech

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