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nextstepelectric · 4 years

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electrician s near me Espanola Ontario

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returned calls quickly – flexible around my schedule – showed up on time – did the work. “Mark is one of the recommended electricians on the Tesla web site.

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africasiaeuro · 5 years

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What gets me up in the morning? + Electric Trucks = Ask JerryRig

Italy Padua and Venice

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Its time for a JerryRigEverything Question and Answer. My last Q&A video was… almost 8 months ago? Its high time for another. This time around we discuss important topics like Pizza toppings, what gets me up in the morning, and what cell phones my parents use. To learn more about where my channel name…

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robertkstone · 5 years

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Tesla Model Y First Look: The Model 3 of SUVs Is Here

The electric Tesla compact crossover we’ve been waiting for was finally revealed Thursday evening at an exclusive event in the company’s design center in Hawthorne, California. The Tesla Model Y will seat up to five or seven passengers, depending on the configuration, and according to CEO Elon Musk, it will have the functionality of an SUV but ride like a sports car. The crossover will arrive in the fall of 2020.

Musk unveiled the new Model Y in front of hundreds of Tesla owners and employees, noting that the electric crossover’s driving range will max out at 300 miles. Top range will be available on the Long Range model priced from $48,200, including $1,200 destination charge. Also in the fall of 2020, Tesla will offer a Dual Motor AWD model ($52,200) and Performance model ($61,200), both with 280 miles of range. The Standard Range model will arrive in the spring of 2021 with a $40,200 price tag and a 230-mile range (up slightly from the Standard Range Model 3). All Model Ys will support third-generation Supercharging, which means you can get 75 miles of range in just five minutes.

Read about our First Ride in the Tesla Model Y electric crossover HERE.

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Here it is #Tesla #ModelY ????

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Tesla claims the Model Y Performance model will accelerate to 60 mph in as little as 3.5 seconds. In our exclusive First Test of a long-range Tesla Model 3, we clocked the sedan hitting 60 in 4.8 seconds. A Dual Motor Performance version of the Model 3—equipped with AWD—reached 60 in a MotorTrend-tested 3.2 seconds.

Aesthetically, Tesla followed the same design language we saw on the Model 3, but with lines inspired by the Model X to give the compact crossover a polished look. Like Model 3, the smooth, grille-less front end still has a blunted look. The Model Y will get a panoramic glass roof, and to keep costs down, no fancy Falcon-wing doors here; the Y retains the elegant, mechanically engaged door handles from the Model 3. The large greenhouse, raised beltline, and elevated rear hatch give the Model Y a crossover appearance very reminiscent of a small Model X.

Featuring a “frunk” (front trunk) and split-folding second-row seats, the Model Y offers a total of 66 cubic feet of storage space. Tesla claims a seven-seat configuration that adds a third, forward-facing bench with seats for two, is on the way, as well. Inside, the Model Y sports a simple and tidy design thanks to the free-floating 15-inch touchscreen, which is pretty much the only thing you’ll see when you sit inside. Like in the Model 3, there’s no gauge cluster, and the shifter is in the form of a lever located behind the steering wheel. Other features like the A/C, audio system, and side-view mirrors can be adjusted through the touchscreen or steering wheel controls.

The center console has designated spaces to put your phone, key card, or other small objects. Wood trim and leather can be seen throughout the dash and door panels, adding a touch of luxury.

Like the Model 3, you can unlock and start the Model Y with your phone or designated key card. Autopilot and Full Self-Driving Capability packages will be available for an extra cost (as with the Model 3).

There’s no doubt the EV game has drastically changed over the last two years. Hyundai’s Kona Electric, which starts at $37,495 and has a range of 258 miles, is causing a lot of buzz in the market, and Kia will have the Niro EV and Soul EV with 239 and 243 miles of range, respectively. The Chevrolet Bolt EV, our 2017 Car of the Year, has a range of 238 miles and a starting price of $37,495. On the luxury side, the Jaguar I-Pace has a range of 234 miles, and we expect Audi’s upcoming E-Tron to have a range between 210 and 225 miles. The biggest difference, however, is that Tesla is running out of the $7,500 federal tax credits, which are gradually being phased out for new Tesla models because the company hit the 200,000 vehicle limit in July. Currently, all Teslas can get a $3,750 federal tax credit, but that will drop to $1,875 on July 1, and by the end of this year, new Tesla buyers won’t receive any federal tax credits at all.

We hope Tesla has learned from its “production hell” mistakes and doesn’t run into as many issues as it did with the production of the Model 3. Tesla said the Model Y is designed to be the safest midsize SUV.

My next car is ordered. Thanks @Tesla #modely pic.twitter.com/qMOwroMe78

— J. Lewis Bean (@lewisbean) March 15, 2019

With the Model Y now in the bag, Tesla will start to focus on future models. In the past, Musk said a pickup truck was in the plans, and last year Telsa showed the new Roadster and Semi. With competition from Rivian with its upcoming electric R1T truck, it seems likely that Tesla’s next new model could be a pickup. The Model S and Model X could also get a refresh soon, especially inside, where they could adopt a cleaner look similar to the Model 3 and Model Y.

Check out our First Ride in the new Tesla Model Y and the Model Y configurator.

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jonathanbelloblog · 6 years

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First Drive: 2019 Audi A6 and A7

SAN FRANCISCO, California — Apple CarPlay connects wirelessly in the 2019 Audi A6 and A7, though Android for Auto still requires a hard wire. That’s roughing it in a luxury sedan these days, and when my drive partner has trouble fiddling with his phone to work even with the wire, we try my iPhone.

Still no luck. But we’re idling curbside halfway out the parking lane in heavy morning traffic in front of our hotel on Market Street. Hit it, Henry. Let’s just drive.

I confess I’m one of those luddites who is underwhelmed by all the connectivity in modern cars, especially the luxury models, and Audi is perhaps most responsible, after Tesla at least, in turning cars and SUVs into rolling workstations. Audi’s venerated MMI—man/machine interface—infotainment touchscreen central controls are much better now, with this new generation of A6es and 7s, just because the touchscreen buttons are no longer simply dots on a touchscreen. They have indents, and make satisfying little clicking sounds when you try to engage the radio or heating/air con, or any of the other functions.

The point is, the latest Audi MMI as found in the new A6 and A7 is as good (or badly a distraction) as anything you’ll find in a luxury brand. The new MMI comes with a head-up display and 12.3-inch virtual cockpit, and the screen is 8.6-inches lower on the pleasingly mid-century look dashboard. It’s better because of the tactile/haptic clickety-click feedback, even if you still find yourself scrolling through several pages to find a function that once had its own dashboard knob or button.

Take this feature that my driving partner found almost by accident, while searching for another function: in the 2019 Audi A6 Prestige, a touchscreen button gives the driver control over the front passenger seat. He/she presses the button and uses the eight-way power seat controls on the driver’s side to move the passenger seat. This allows chauffeurs to move that seat as far forward as possible to give the right side rear passenger maximum legroom. We searched in vein for the same function on the new, 2019 Audi A7, which by its sleek “four-door coupe” sheetmetal is explicitly a driver’s car.

Under the new sheetmetal, the Audis A6 and A7 are essentially identical, powered by a new 3.0-liter turbocharged V-6 replacing the old supercharged 3.0, with a new 48-volt electrical system, all coupled to the Volkswagen Group’s familiar seven-speed dual-clutch automatic (except this transmission didn’t feel quite so familiar, because it is far smoother than when used in other applications). Thanks to the A7’s four-door hatchback body’s slight weight gain over the conventional A6 sedan, Audi claims a 0.1-second deficit in the 0-60 sprint for the driver’s version.

We drove the Audi A6 first, out of San Francisco up through the Mayamaca and Vaca mountain ranges to Napa Valley. The next day, we drove the Audi A7, circulating through the wineries and vineyards of Napa Valley. As it turns out, the A6 got a more spirited drive because of slightly lighter traffic. The upshot is that you can’t tell the difference between the two cars in a blindfold test, until you ram into a redwood.

The Audi A6 retains its conservative, more upright bodystyle with its conventional sedan trunk, but with the latest Audi grille, reworked sheetmetal and new trick lighting with LEDs and laser-enhanced headlamps. The A7 has those headlamps and LEDs, too. While the A6’s taillamps are visually connected by a chrome strip under the rear deck’s four-ring badge, the A7 foregoes the horizontal chrome strip in favor of a one-piece taillamp bar covering the width of the deck. There’s a tricky-to-stamp cove between the taillamps and with the spoiler lip, the rear deck will surely make you think “four-door Lamborghini Huracan” from the rear three-quarter view.

The Audi A7’s profile is expressive with character lines, and the rear deck now is 33mm higher than the Mark I A7 it replaces, solving the “droopy decklid” look many of us criticized in that car. It’s very handsome, with a subtly upswept beltline that visually speeds up the fastback roofline, while maintaining a semblance of rear-seat headroom. There’s noticeably less headroom than in the A6, with the hair atop my five-foot 11-inch tall body tickling the headliner.

I cycled through the “comfort” and “dynamic” modes on the haptic-buttoned driver’s settings and found I really like either the A6 or A7 in “comfort”, because there’s a slight bit of compliance in the corners. It adds to the feedback, nicely enhancing the communicative steering, although it is slightly less willing to rotate, and the throttle response is less touchy, so there no more than a single heartbeat of lag when tipping into the throttle out of tight corners. The 48-volt system is not designed to compensate—it’s only for smooth stop/start and the ever-growing list of electronic functions, and it shuts down the engine from 15 mph when you lift off the throttle.

Dynamic mode stiffens up the cars to the point of no detectable yaw around such corners, and no detectable lag or hesitation from the throttle, except in the slowest, tightest of corners. Manumatic control of the seven-speed helps a bit, and clicking the paddles of a DCT is much more satisfying than self-shifting an automatic.

The adjective that applies most to the ’19 Audi A6 and A7 is “smooth.” Despite taut handling for cars their size, the A6 and A7 are firm but comfortable, with their optional adaptive suspension systems. You’ll feel cruddy surfaces and the jounce of road dips. Both our A6 Prestige and A7 S-Line were on optional 21-inch wheels, after all. They’re also available with 19s or 20s. Both cars are very quiet, although the A7 has a slight bit of wind and road noise attributable to its hatchback and frameless doors.

Using Audi’s new Quattro Ultra all-wheel-drive system, the A6 and A7 nominally are powered by the front wheels, with AWD kicking in at some imperceptibly short time when sensors detect it’s needed, or when the car is in Dynamic mode. It’s possible to kick out the tail in Dynamic mode, though stability control always catches the slide before you can say “oversteer!”

If you get tired of all this by the time you reach the straight and boring Interstate, a Level II driver assistance (autonomy) system includes steering assist and full-stop adaptive cruise control.

Audi’s unusual aluminum and steel MEB platform is upgraded to “MEB Evo” for the ’19 A6 and A7, says Anthony Foulk, senior project manager for all the models on the architecture, which includes the Q7, the new A8 and the upcoming Q8 SUV “coupe.” While the A6/A7’s primary competitors, the Mercedes-Benz E- and CLS-Class and the BMW 5 and 6 Series have reverted to all-new turbocharged inline six-cylinder engines driving the rear or all wheels, the Audis stick with the longitudinal V-6 placed well over the front axle, with a long front overhang and a front-wheel-drive dash-to-axle proportion to accommodate the transmission behind the engine of this FWD-based AWD car.

Some luxury car consumers will find the Audi brand’s stylishness, high-design interiors and leading edge electronics compelling enough to overlook the unusual layout. On the rare occasions when they find themselves trying to handle the Audi A6 or A7 as if it was an R8, or at least a TT, they won’t be too disappointed they’re not driving one of those RWD-based competitors.

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eddiejpoplar · 6 years

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First Drive: 2019 Audi A6 and A7

Still no luck. But we’re idling curbside halfway out the parking lane in heavy morning traffic in front of our hotel on Market Street. Hit it, Henry. Let’s just drive.

If you get tired of all this by the time you reach the straight and boring Interstate, a Level II driver assistance (autonomy) system includes steering assist and full-stop adaptive cruise control.

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robertkstone · 6 years

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2019 Motor Trend Awards: Here are the Podium Finalists

On November 26, Motor Trend will announce the winners of its annual Of The Year competition. But for today, we’re letting slip the list of the top three podium finishers in each category.

For the 2019 awards, 20 cars, 26 SUVs, and four trucks competed for the Golden Calipers. Including variants, we rigorously tested 36 cars, 36 SUVs, and 11 trucks over a period of two months spent at testing facilities in the sun-blasted California and Arizona deserts.

In sorting contenders from pretenders, we arrived at the following top finalists:

2019 Car of the Year

Genesis G70

Surprisingly sporty, strong value

The Genesis brand is only three years old, and it’s already producing cars that can compete with the best premium models from Germany and Japan.

“As a first attempt at a BMW 3 Series fighter, the G70 hits all the right notes,” international bureau chief Angus MacKenzie said. “Punchy powertrains with an agile chassis, sporty exterior styling with strong graphics, and a well-appointed interior.”

We were impressed with the G70’s mix of refinement and sport, especially when paired with the 3.3-liter twin-turbo V-6. “Find a straight road, and stomp on the gas,” associate online editor Michael Cantu urged.

An upscale leather interior with diamond stitching compares well against Mercedes and other rivals. Add a bargain price tag into the equation, and it’s clear the compact G70 holds a unique position in the luxury sport sedan category.

Honda Insight

Comeback hybrid

The Honda Insight has come a long way from its roots. The quirky two-door hatch was the first hybrid to reach the U.S., but it was soon outdone by the Toyota Prius. Not anymore.

The Insight is now an upscale and reasonably spacious sedan. Opt for the new Insight, and you’ll enjoy superior handling and acceleration to the Prius. Although fuel economy is a touch less than its Toyota rival, the Insight still tops out at an impressive 55/49 mpg city/highway, according to the EPA.

Our judges also praised the Insight’s smooth Civic-derived chassis, crisp interior, and predictable brake feel. Acceleration is quick for a hybrid, with a 0–60 time of 7.7 seconds. Should you bore of driving on a long highway, its lane keeping assist technology is some of the industry’s best.

“It’s nice that there’s a mainstream hybrid out there that’s rewarding to drive,” features editor Christian Seabaugh noted. MacKenzie summed it up as “the best of the affordable hybrid field.”

Volvo S60 and V60

Beautiful inside and out

The S60 sedan and V60 wagon exhibit some of the Volvo’s best traits, including elegant design. The judges weren’t shy about their admiration for the interiors, from its clean styling to the thunderous Bowers & Wilkins audio system. And the exterior lines of the V60 could prompt a resurrection of the wagon among American shoppers.

The models “set the benchmark for exterior and interior design in the compact luxury car segment,” MacKenzie declared. Added executive editor Mark Rechtin: “Nobody makes better seats than Volvo. It’s where you spend all your time. It’s where you should be the most comfortable, and Volvo nails it.”

Of course, to take a spot on the podium, the good qualities have to be more than skin deep. The models sit on the excellent Scalable Product Architecture. Further proving their well-rounded nature, the 60s feature a powerful base turbocharged four-cylinder, with upper trims adding a supercharger and hybrid power.

2019 SUV of the Year

Jaguar I-Pace

Electric and eclectic

Vehicles that are ahead of their time tend to perform very well in our Of The Year evaluations. The Jaguar I-Pace is one such SUV, and not just because it’s electric. The model blends stunning exterior design, sports car handling and straight-line performance, and capable semi-autonomous driving aids.

Although the I-Pace is a rocket on the road, its adjustable air suspension gives it strong off-road capability. In addition to its surprising capabilities off the beaten path, we also praised the I-Pace’s quiet cabin and body control around corners. Powered by batteries alone, the Jaguar can claim a range of up to 234 miles on a single charge.

And although nobody needs an electric vehicle that can drift in a sand pit, we’re sure glad the I-Pace can. “This is the best Jaguar I’ve ever driven,” Seabaugh said. “Tesla, you’d better wake up—the Europeans are coming.”

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jonathanbelloblog · 6 years

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One Week With: 2018 Chevrolet Bolt EV Premier

Living as I do in Los Angeles, I spend an ungodly amount of time in cars. Yet whenever I look at the trip odometer, I realize I haven’t actually piled on that many miles at all. In L.A., you see, a lot of your “driving” is actually performed at 0 mph. So when a new 2018 Chevrolet Bolt electric vehicle showed up at my doorstep boasting an impressive 238-mile EPA-certified range from its 60 kilowatt-hour battery, immediately I wondered: Could I drive this car for an entire week of routine Angeleno travel without ever visiting a charger?

While I’ve logged a good amount of wheel time in the Chevy Volt EREV, this was my first experience with the all-electric Bolt. As I climbed aboard, right away I found things to like. The cabin is spacious, airy, and modern. Ahead of the driver sits a simple display of range, speedo, and power status (consuming or regen). A generous 10.2-inch color touchscreen (included with the Premier edition) is compatible with Apple CarPlay and Android Auto, while simple climate-system controls underneath make adjusting the interior atmosphere easy.

The Bolt Premier is well-trimmed: included are leather seats (heated front and rear), keyless entry and start, 17-inch aluminum wheels, a surround-vision camera, and such active-safety features as rear cross-traffic and blind-spot alerts. My test car also included optional DC fast charging ($750), a driver-confidence package ($495)—which adds additional safety tech such as a forward-collision alert and low-speed automatic braking—and an infotainment package ($495) with a Bose premium audio system and wireless device charging. Total sticker: $43,905—but that doesn’t include the $7,500 federal tax credit to which Bolt buyers are entitled.

While it shines in the technology-per-dollar ratio, the Bolt drives even better. Acceleration is brisk—even on the highway—yet all but silent. Steering feel is quite good, albeit nothing you’d mistake for a Porsche’s. Ride and handling, aided by the heavy, low-mounted battery, is taut and controlled, with minimal roll yet little harshness over broken pavement. The Bolt is a pleasure to spur around town—nimble, responsive, with a lean physique that makes parking even in tight spaces effortless.

The Bolt’s brakes deserve special mention. Chevy has got the feel nearly perfect. There’s plenty of sensitivity in terms of the amount of pressure needed for smooth stops, yet controlling the regen action is easy, too. Slip the transmission into “L” mode, though, and the motor’s regen kicks in hard—so much so that coasting can bring the car to a complete stop on its own, no foot-braking required. Actually, it becomes something of an enjoyable challenge, lifting off at an approaching stop sign at just the right moment to have the Bolt roll to a stop without getting your foot involved. There’s also a small lever to the left of the wheel that allows you to add regen with your fingertips. Between that lever and the L-mode regen, the Bolt’s brake pedal could easily become the least-used input in the vehicle.

After three days of fairly conventional errands and around-town driving—roughly about two hours at the wheel each day—I’d barely eaten into the Bolt’s “fuel tank.” There was easily two-thirds of a charge remaining. To make things a little harder on the Chevy, I took to the highway and put on 40 miles or so at 75 mph. Wind drag is clearly a big enemy, as I saw a noticeable drop in battery charge after that jaunt. Still, I was well above a half-charge left.

With the optional DC fast-charger—and when connected to a Combined Charging System (CCS) fast-charging port—the Bolt can add about 90 miles of range to the battery in 30 minutes. Tesla’s 120-kilowatt Superchargers are faster (most CCS chargers operate at 50 kilowatts), but for urban driving the Bolt’s recharge speed should easily satisfy most drivers. Things become more problematic outside of major cities, though, where CCS stations are currently far more difficult to find. Stuck with a standard 110-volt outlet, the Bolt could easily take more than 30 hours to recharge from empty. Which is to say, for cross-country travel, the Bolt isn’t the EV you want to be piloting.

As a city runabout, though, the Bolt is nearly perfect. There’s no range anxiety when nearby CCS chargers are plentiful and the battery shows plenty of range remaining anyway. (Besides, simply hooking-up to a 240-volt Level 2 charger overnight could easily have your Bolt fully charged every morning.) In my case, at the end of my week’s test drive, the battery still showed one-third of a charge remaining. I notched six full days running around Los Angeles and still didn’t deplete the Bolt’s battery. That’s impressive. What’s more, the Bolt proved to be thoroughly enjoyable driving companion—roomy, ergonomically friendly, and loaded with helpful and convenient technology. As good as the Volt is, I enjoyed the Bolt even more.

At about $35,000 after the federal tax credit, the 2018 Chevrolet Bolt Premium is even something of a bargain—especially compared with anything available from Tesla. If I were in the market for a versatile and affordable urban runabout, this cheeky, entertaining, and impressively capable EV would definitely be on my short list.

2018 Chevrolet Bolt EV Premier Specifications

ON SALE Now PRICE $41,780/$43,905 (base/as tested) MOTOR permanent-magnet synchronous AC, 200 hp, 266 lb-ft; 60kWh lithium-ion battery pack TRANSMISSION 1-speed direct drive LAYOUT 4-door, 5-passenger, front-motor, FWD hatchback EPA MILEAGE 128/110 MPGe (city/highway) L x W x H 164.0 x 69.5 x 62.8 in WHEELBASE 102.4 in WEIGHT 3,600 lb 0-60 MPH 6.5 sec TOP SPEED 93 mph (governor limited)

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eddiejpoplar · 6 years

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One Week With: 2018 Chevrolet Bolt EV Premier

2018 Chevrolet Bolt EV Premier Specifications

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robertkstone · 6 years

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2018 Range Rover Velar R-Dynamic SE Long-Term Arrival: Dream of England

It used to be that Land Rovers were rare, exotic beasts, worthy of gawking by even the most jaded car enthusiast. But a move downmarket (Discovery, Evoque) and wider consumer acceptance due to successful branding has made Rovers downright commonplace in our trendy Southern California beachfront community. Hermosa Hondas, as it were.

Yet the styling of the new Range Rover Velar has taken the brand’s design in such a dramatic new direction that even the most cynical car audience in the world takes notice. Upright has given way to sleek.

When testing director Kim Reynolds took the Velar home to Newport Beach for a weekend, he found himself approached in parking lots by denizens transformed from blasé to besotted. As I drove through Palos Verdes, several members of the gentry pulled alongside to compliment the car. It ain’t the Lamborghini Urus, but judging by reactions, it might as well be. And much more affordable, relatively speaking.

For the base price of $70,595, the Velar R-Dynamic SE comes with a 380-hp, 332-lb-ft 3.0-liter supercharged V-6 mated to an eight-speed automatic; an electronic air suspension; permanent AWD with Eco, Dynamic, Mud/Ruts, Grass/Gravel/Snow, and Sand modes; torque vectoring by braking; dynamic stability control; and 20-inch wheels.

In addition to the usual luxury accoutrements, standard features on this trim level include a powered gesture tailgate, LED headlights, and comfy 10-way perforated leather/suedecloth seats (which for some reason don’t have lumbar support). The 360-degree parking aid with a rear camera is sharp but lacks the visual clarity and proximity precision of the BMW 530i long-termer that I just exited.

Velar options included heated/cooled front seats and heated rear seats ($1,330), Sirius satellite radio ($625), a power-adjustable steering column ($510), black roof rails ($410), a heated windshield ($385), a heated steering wheel ($255), plus two additional USB ports and a 12-volt power port ($205) and. With those goodies and a couple others, our Velar tester came to $76,041. That is some pretty rarefied air—approximately double the average new-vehicle transaction price these days.

What already stands out? The flush door handles that deploy out as you approach (way cooler than those on the Tesla Model S), as well as the thumping 825-watt Meridian sound system, which makes tinny SiriusXM programming sound theatrical and uncompressed digital audio tracks thunder and shimmer like God’s own boombox.

The new two-screen infotainment system is a huge leap forward for the brand; the user interface is far more intuitive, although the capacitive touchscreens readily smudge from fingerprints. Alas, it doesn’t connect to Apple CarPlay or Android Auto. Land Rover has said that feature will come in the future—no word as to an over-the-air update for early buyers, though.

Standard safety features include autonomous emergency braking, a rearview camera, lane departure warning, a driver condition monitor, reverse traffic detection, traffic-sign recognition, and an adaptive speed limiter.

Then there were the two pricey options that were not explained on Land Rover’s consumer or media sites: the Interior Protection and Storage package and the Basic Rear Seat Convenience package. I contacted Land Rover PR to find out what these were. The IPSP is, essentially, rubber cargo mats, a spring-loaded cargo carrier, a sunshade, and a cargo net. The BRSCP is a futuristic coat-hook and hanger setup. But if I were a Velar buyer and found $928 in unexplained charges as part of shelling out 75 large, I might have a bit of a snit.

How does the Velar drive? The elite crossover has just crossed its 2,000-mile break-in period and is on its way to track testing, so you’ll have to wait for the next installment for our first impressions.

2018 Land Rover Range Rover Velar P380 SE R-Dynamic BASE PRICE $70,595 PRICE AS TESTED $76,041 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 3.0L/375-hp/332-lb-ft supercharged DOHC 24-valve V-6 TRANSMISSION 8-speed automatic WHEELBASE 113.1 in LENGTH x WIDTH x HEIGHT 189.1 x 76.0 x 65.6 in EPA CITY/HWY/COMB FUEL ECON 18/24/20 mpg ENERGY CONS, CITY/HWY 187/140 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.96 lb/mile

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robertkstone · 6 years

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2018 Jeep Grand Cherokee Trackhawk First Test Review: Power Mad

There’s a line from Moby-Dick, “In a whaler wonders soon wane.” Cetaceans are awesome creatures, magnificent mammalian consequences of evolution. Awesome, in the older, proper sense of the word. And in a life spent in their pursuit, so filled was it with wonder, the whaler soon grew immune to unsubduable excitement. As much as I try and not let myself get numb to the routine of driving fantastic dream machinery, it happens.

So imagine my surprise when, leaving Motor Trend HQ one afternoon, I floored the Jeep Grand Cherokee Trackhawk and found myself laughing like a fool for 30 seconds straight. Mind you, I only floored the big, red Jeep for about three seconds, but that was enough to make me giggle and guffaw for 10 times as long. I wasn’t in Sport mode or Track mode, and I wasn’t using launch control.

As Jimi Hendrix would term it, I am experienced. Experienced with both powerful and crazy. The AMG 6×6 jumps to mind, as does the Lamborghini Urus, the Lamborghini LM002, the BMW X6 M, and even a good old Unimog. I’ve also driven a number of cars with 700-plus horsepower; heck, I had a Dodge Charger Hellcat for a year. Until recently, however, I’d never driven an SUV with 700-plus horsepower.

Well, live long enough, and you’ll see everything. Including the new Jeep Grand Cherokee Trackhawk, the family SUV with a 707-horsepower 6.2-liter supercharged V-8 under the hood. Crazy? By design. It’s refreshing, both personally and professionally, to get whomped over the head by something as utterly ridiculous as the Trackhawk. But is it any good?

I had been in the Trackhawk’s driver’s seat for maybe a minute and just buried my right foot. To brag a little, I’ve hit 171 mph on the front straight of Big Willow in a Porsche 918 and hit 193 mph on the Bonneville salt in an AMG GT S. I’m used to big machines doing big things. But none of them tickled my funny bone like this $100,960 Jeep. I haven’t laughed about a car like that since … I don’t remember.

What’s it feel like? Well, some of the giggles come from how it launches the opposite of a Hellcat. Perhaps not what you’d expect because the two vehicles sport the same engines, same power, and nearly the same torque (645 versus 650 lb-ft). The thing is, although the Hellcat is both a Pirelli shareholder’s best friend and a smoke machine, the Trackhawk—by virtue of all-wheel drive—puts all that screaming supercharged fury down to the pavement. The big Jeep also lurches back on its haunches in a fun but startling way. For a brief moment, it feels as if the Trackhawk’s beak is pointed at the sun. The adaptive Bilsteins are actually fairly stiff (and would be stiffer still if I’d been in Track mode), but with 70 percent of the power hitting the rear wheels, thanks to a fixed torque split, this Jeep is going to lean back when launching.

How does this thing handle? Another reminiscence if I may. Since I’ve driven the Porsche 918, I inevitably get asked how it is to drive. “Fast,” I say. “It’s just fast.” Meaning, I know that I drove four laps around the big track at Willow Springs, but I literally remember nothing about the 889-hp hybrid hypercar, save for how fast it is. Nada. Same is true for the Trackhawk, only in terms of initial acceleration. I know I took some corners in it, but the bulk of my memory comes from that first launch. It’s just so brutally quick that I know I drove the Jeep aggressively on a curvy road, but I just can’t get past the fury of leaving from a dead stop. Speaking of which …

The Trackhawk hit 60 mph in 3.3 seconds in our testing, beating Jeep’s claimed time of 3.5 seconds. The quickest we’ve ever hit 60 mph in Hellcat testing is 3.7 seconds, for both the Challenger and the Charger (both were eight-speed autos—we’ve never tested a manual). For SUVs, the quickest to 60 mph we tested before the Trackhawk were Tesla Model X (3.2 seconds), the Bentley Bentayga (3.5 seconds), the BMW X6 M (3.7 seconds) and the Mercedes-AMG GLE 63 S Coupe 4Matic (3.9). Lamborghini is claiming 3.7 seconds to 60 mph for the 650-hp Urus, though I think we’ll see 3.4. Discounting the instant-on torque of the Tesla, so far, so good for the Trackhawk.

But right now is as good a time as any to mention one little caveat: We weighed the Trackhawk, and the results aren’t pretty—5,448 pounds. That’s a lot of SUV. That AMG, for instance—which coincidently shares the same underpinnings as the Trackhawk, the last remnants of DaimlerChrysler—weighs nearly 100 pounds less (5,359 pounds). The X6 M comes in at a relatively trim 5,187 pounds. All of which makes the Trackhawk’s acceleration that much more crazy.

To continue that conversation, in the quarter-mile test, the Trackhawk runs 11.7 seconds at 116.2 mph. Did you ever think we’d see the day when a production SUV runs the quarter in the 11s? That’s just crazy! Or should I say ludicrous, as the Model X when in Ludicrous mode also runs an 11.7-second quarter mile. However, the Trackhawk’s trap speed is 0.2 mph higher than the Model X’s, so Jeep beats Tesla in a drag race. What a world. Speaking of 11s, the 600-horsepower Bentayga runs 11.9 seconds at 117.1 mph. Some other fast SUVs for you to consider: the X6 M, but that slowpoke took 12.1 seconds at 114.3 mph. The quickest we’ve ever seen a four-door Hellcat run is 11.8 seconds at 124.3 mph. Meaning the Jeep is quicker, but the extra 900 pounds of lard and AWD hardware slows it down in terms of velocity, hence the 8-mph gap at the end of 1,320 feet. The quickest two-door Hellcat ties the Trackhawk at 11.7 seconds, but its trap is higher still at 125.4 mph. The Challenger Hellcat just happens to weigh 999 pounds less than the Trackhawk. (That’s 666 if you invert—coincidence or conspiracy?) Just to further impress upon you how quick this Jeep is, the Corvette Grand Sport hits 60 mph in 3.9 seconds and runs the quarter mile in 12.2 at 116.1 mph. Moreover, the 650-hp Camaro ZL1 with the 10-speed auto hits 60 mph in 3.5 seconds and runs the quarter mile in 11.5 seconds at 125.0. This Jeep is straight-line legit.

The Trackhawk’s stopping power is neither great nor terrible—108 feet from 60 mph , not supercar distances but impressive given its ample heft. The figure eight is another story. The time itself is solid: 24.7 seconds, which happens to tie the single Challenger Hellcat. We’ve tested three different Charger Hellcats and have seen 24.4, 24.5, and 24.6 seconds. Meaning this big Jeep can hustle. The experience, however, is more of a mixed bag. “I just about put my foot through the floor on the first lap because the stopping power wasn’t what I was expecting from the Brembos and P Zeros,” road test editor Chris Walton said. “Granted, it’s a heavy mutha, and it goes across the middle of the course at 79 mph, but I really had to back up the brake zone by about three Jeep lengths to make the corner of the skidpad.

“Once there, it turns in rather slowly, offers only a little hint of the front tires’ punishment, and eventually settles into terminal understeer,” he continued. “The exit, however, is where the ‘Wheeeeee’ happens. You can literally stand on the loud pedal and do a four-wheel drift until it’s pointing straight. Then it simply goes like stink. Finally, all-wheel drive to make use of all that Hellcat horsepower and torque that can’t be fully utilized in either the Challenger or Charger.”

I completely agree with Chris on that last point. I got bored of having to change tires on our long-term Hellcat. Simply put, the 707-hp barcalounger couldn’t put its prodigious power to the ground. This supercharged super Jeep sure can.

Before the Trackhawk, if you would have told me that one day there will be a $100,000-plus Jeep, I would have assumed it would have been some sort of luxurious, reborn Grand Wagoneer—complete with the off-road chops the fabled brand is known for. I never would have seen a dragstrip bruiser in the cards. Yet here we are. I’m sure we can all agree that there’s no need for a vehicle like this. But boy, are we all happy Jeep gave it the green light. I got no problem with crazy, as long as it’s the good kind of crazy. You know, the kind that makes a supercar saturated car scribe giggle like a todder. Ain’t no wonder waning here.

2018 Jeep Grand Cherokee Trackhawk Supercharged BASE PRICE $86,995 PRICE AS TESTED $100,960 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 6.2L/707-hp/645-lb-ft supercharged OHV 16-valve V-8 TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 5,448 lb (56/44%) WHEELBASE 114.7 in LENGTH x WIDTH x HEIGHT 189.8 x 76.5 x 67.9 in 0-60 MPH 3.3 sec QUARTER MILE 11.7 sec @ 116.2 mph BRAKING, 60-0 MPH 108 ft LATERAL ACCELERATION 0.90 g (avg) MT FIGURE EIGHT 24.7 sec @ 0.79 g (avg) EPA CITY/HWY/COMB FUEL ECON 11/17/13 mpg ENERGY CONS, CITY/HWY 306/198 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.48 lb/mile

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