Thursday, 1 December 2016
Toyota Says Turbo and Hybrid C-HR Won’t Come to U.S., Admits Faster Version Is Possible
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The new Toyota C-HR is one of the most radical things the Toyota brand has done in years. But although the Euro-focused crossover will be making it to the United States next year, we won’t be getting its 1.2-liter turbocharged four-cylinder or hybrid powertrains. We initially reported this news in our first-drive review of the Europe-spec version, but there’s more background on the decision.
Chief engineer Hiroyuki Koba told us at the launch that the only engine for the U.S. will be a 144-hp naturally aspirated 2.0-liter four-cylinder that will work solely in conjunction with a continuously variable automatic transmission (CVT). That’s a higher output than the new 114-hp 1.2-liter unit can muster, but the older 2.0-liter engine’s relative lack of torque—its peak of 139 lb-ft arrives at a high 3800 rpm, while the turbo’s 137 lb-ft is available from just 1500 rpm—means that Toyota claims near identical zero-to-62-mph times for both cars (11.1 seconds for the front-drive turbo, 11.0 seconds for the front-drive 2.0-liter).
The lack of a gasoline-electric model for the U.S. is acknowledgment of how tough it is to sell hybrids at the moment. The C-HR sits on the same global TNGA-C platform as the new Prius, and Koba confirmed there is no engineering reason to prevent the hybrid from being sold in the States; Toyota simply thinks that demand isn’t there. The hybrid uses the familiar Atkinson-cycle 1.8-liter four-cylinder engine in conjunction with a 70-hp electric motor, with Toyota claiming an 11.0-second zero-to-62-mph time. This could well be the first time a car has been sold with three different engines offering nearly identical acceleration numbers.
The hybrid’s role isn’t to offer a sexier alternative to the Prius but rather to help sell cars in emissions-conscious Europe. Toyota says it will never build a diesel-powered C-HR, meaning the hybrid is aimed squarely at those who get taxed on CO2 emissions, as in most European countries. The company is predicting that three-quarters of the C-HRs sold across Europe will be hybrids.
Koba also admitted that a faster version is a possibility, although he stressed that there are no plans for one yet. He raced a prototype C-HR with a more powerful 160-hp version of the turbocharged engine at the Nürburgring earlier this year, so there’s certainly the potential, if not necessarily the will, to make a performance derivative.
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2017 Chrysler Pacifica Hybrid Goes 33 Battery-Powered Miles, Stymies Control Freaks
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It’s about the simplest interface possible for a plug-in hybrid—so simple that greenies looking to gamify the driving experience might feel a bit disappointed (although they do get some great trip-computer screens). You charge the battery, which takes just two hours with a 240-volt charger. The system runs exclusively on electricity, provided you don’t dip too deeply into the accelerator pedal. Then, when the portion of battery capacity that’s reserved for EV operation is exhausted, the vehicle turns into a hybrid. There are no special selections you can make for locking in electric operation or for saving battery charge for later. The odd irony is that if you want to save your all-electric operation for later, the way to do it is to drive more aggressively.
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In addition to being the first ever hybrid minivan, the Chrysler Pacifica hybrid also packs a charge port—as well as a battery pack large enough to be expected to qualify for the federal government’s full $7500 federal Plug-In Electric Drive Vehicle Credit (a tax credit). Furthermore, the Pacifica hybrid can travel an EPA-rated 33 miles on battery power alone, according to Chrysler—results not yet posted or detailed yet by the EPA, by the way. That’s farther, for instance, than the 25 all-electric miles Toyota’s Prius Prime can cover.
Drivers, however, may have a hard time testing that claim. While some other plug-in-hybrid models—especially those that will go this far on a charge, like the Prius Prime or the Chevrolet Volt—have a way to lock out the gasoline engine as long as there’s significant charge in the battery pack, the Pacifica hybrid doesn’t. Its single mode runs as a hybrid—a hybrid that, provided you don’t take off too quickly, drive too fast, or head up a hill that’s too steep, keeps the gasoline V-6 off and uses the battery’s charge instead.
It’s about the simplest interface possible for a plug-in hybrid—so simple that greenies looking to gamify the driving experience might feel a bit disappointed (although they do get some great trip-computer screens). You charge the battery, which takes just two hours with a 240-volt charger. The system runs exclusively on electricity, provided you don’t dip too deeply into the accelerator pedal. Then, when the portion of battery capacity that’s reserved for EV operation is exhausted, the vehicle turns into a hybrid. There are no special selections you can make for locking in electric operation or for saving battery charge for later. The odd irony is that if you want to save your all-electric operation for later, the way to do it is to drive more aggressively.
Chrysler also boasts that the Pacifica is the most fuel-efficient minivan ever, with a fuel-economy rating of 84 MPGe, yet that’s another figure that isn’t at all straightforward and warrants some explanation. Not to be confused with miles per gallon (mpg), MPGe is, as the EPA puts it, a metric based on energy content that can be used to compare across different vehicle technologies and fuels. To get to MPGe, the EPA uses a conversion factor: a gallon of pump gasoline has 115,000 BTUs of energy (or 33.7 kWh, in plug-in terms). The E10 fuel (10 percent ethanol) that’s most widely offered in the United States is lower in energy content, as 100 percent ethanol has just 76,000 BTU, or 22.3 kWh.
The Pacifica hybrid probably has the right idea for busy minivan-driving parents: Plug in as often as you can, and the system will do the rest, helping to make your gas-station visits far less frequent.
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(Better) Batteries Included: 2017 Ford Focus Electric Gets Longer Range and Fast Charging
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The most important components in electric cars—the batteries—are evolving faster than the vehicles themselves. Fortunately, that’s not as problematic as it sounds; automakers aren’t waiting out product cycles to swap in better power packs that enable greater driving range. The 2017 Ford Focus Electric is a great example. Even with a new generation of the Focus just a year or two away, Ford is giving the 2017 Focus Electric a significant upgrade that sees range increase by 50 percent.
The Focus Electric fits into the electric-car landscape as one of the elder statesmen among the competitive set of EVs that includes the Nissan Leaf, the BMW i3, and the Volkswagen e-Golf, as well as the Kia Soul EV. And its 2017 upgrade keeps the Focus Electric swimming in the rising tide. Last year, Nissan introduced a 30-kWh battery pack, boosting official EPA driving range from 84 to 107 miles. The 2017 BMW i3’s pack has been upgraded from 22 to 33 kWh, boosting its range from 81 miles to 114 miles; and the 2017 Volkswagen e-Golf will have its capacity increased from 24 to 36 kWh, yielding a range of 124 miles versus the previous 83 miles.
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The most important components in electric cars—the batteries—are evolving faster than the vehicles themselves. Fortunately, that’s not as problematic as it sounds; automakers aren’t waiting out product cycles to swap in better power packs that enable greater driving range. The 2017 Ford Focus Electric is a great example. Even with a new generation of the Focus just a year or two away, Ford is giving the 2017 Focus Electric a significant upgrade that sees range increase by 50 percent.
The Focus Electric’s liquid-cooled lithium-ion battery pack has been significantly upgraded for 2017, bringing its capacity up from 23 to 33.5 kWh. That yields an EPA-rated range of 115 miles, according to pictures of 2017 window stickers posted by several sources (although neither the EPA nor Ford have posted that number yet).
The other big piece of news for the Focus Electric is that it finally gets DC fast charging, compatible to the CCS/Combo standard, at up to 50 kW. It’s a feature that helps stretch the mileage limits for a few more errands or the occasional highway trip. Ford anticipates that fast charging will yield 75 miles of range in just 30 minutes.
The Focus Electric fits into the electric-car landscape as one of the elder statesmen among the competitive set of EVs that includes the Nissan Leaf, the BMW i3, and the Volkswagen e-Golf, as well as the Kia Soul EV. And its 2017 upgrade keeps the Focus Electric swimming in the rising tide. Last year, Nissan introduced a 30-kWh battery pack, boosting official EPA driving range from 84 to 107 miles. The 2017 BMW i3’s pack has been upgraded from 22 to 33 kWh, boosting its range from 81 miles to 114 miles; and the 2017 Volkswagen e-Golf will have its capacity increased from 24 to 36 kWh, yielding a range of 124 miles versus the previous 83 miles.
Part of a Major Commitment to Plug-Ins
The Focus’s major revisions—additional range and fast-charge capability—were called out in December 2015 as part of an announcement that Ford was investing $4.5 billion in electrified vehicle solutions. The initiative includes plans for the automaker to introduce 13 new electric vehicles to its global product portfolio by 2020.
Even with the improvement, however, the Focus won’t compete against the likes of the 238-mile Chevrolet Bolt EV and the upcoming Tesla Model 3. Therefore, Ford is wisely giving the Focus Electric more competitive pricing for 2017, too. The 2017 model costs $29,995, including an $875 destination charge. That’s actually down $50 versus 2016, and it’s before the $7500 federal tax credit and potential state and local incentives.
Ford lists the Focus Electric’s motor output at the same 107 kW as last year. Its top speed also is unchanged, at 84 mph. The design carries over, which means packaging won’t change significantly, if at all, and the Focus Electric will continue to compromise versatility with its large-suitcase-sized battery pack under an elevated area of the cargo floor. The seat fabric in the Focus Electric is made of 100 percent recycled materials, and the seats use a soy-based foam. For those who have no issue with cowhide, $1080 buys leather upholstery. In the realm of electronics, Sync 3 infotainment and navigation are standard, as is a Sony audio system with HD radio, SiriusXM satellite radio, and nine speakers. Front heated seats, heated side mirrors, and rear heater vents help make this model appropriate for climates beyond sunny California.
California remains the primary market for the Focus Electric, although it is available from EV-certified dealerships throughout the United States. It hasn’t passed the 2000 sales mark for any calendar year so far, but, with its newfound greater driving range, it may have its best chance yet.
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Double or Nothing? Some BMW Dealers Are Marking Up the M2 Big Time
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Everyone who drove the BMW M2 during our 10Best Cars competition became hostage to this little coupe’s many charms: the ease with which one could exploit its tremendous capabilities on public roads, its reserved yet racy appearance, and its fairly reasonable as-tested price of $54,495. The M2, with its balance of performance and practicality, knocked out the $100,585 Mercedes-AMG C63 S coupe during that evaluation. But what if the M2 had cost just as much?
Unfortunately for anyone trying to buy an M2, that’s not totally far-fetched. BMW dealers across the country are marking up M2 coupes, including lightly used examples, from a couple percent over MSRP to double the $52,695 base price. One dealer in the Los Angeles area, Century West BMW, advertises “UNOBTAINIUM!” in case anyone questions its $105,435 asking price (this car includes several BMW M Performance parts, like carbon fiber exterior trim, but even if you bought every factory accessory, the total wouldn’t be more than $12,000). A manual M2 on their lot is listed at $86,675. Browsing more listings on Autotrader and Cars.com—many of them on the West Coast—we found plenty of M2s listed in the $60,000 range, including those from private sellers. That’s M4 money.
All in, a fully loaded 2017 M2 is $60,601. That’s with the dual-clutch transmission ($2900); $2500 M Driver’s package (top speed raised to 168 mph, plus a day of track schooling); $1400 Executive package (backup camera, heated seats and steering wheel, plus other driver assists); premium paint ($700); Apple CarPlay ($300); and floor mats ($106). There are only four colors and no other options aside from scheduled maintenance plans. The 19-inch wheels, black interior, and everything else come only one way. That’s it. That’s the simple beauty of the M2.
We’ll admit to being at least partially responsible, since the automotive press has stoked this blue devil’s fire since BMW was first spotted testing the car two years ago. For BMW enthusiasts, the M2 is the hottest thing from Munich in a long time, a purist throwback that reminds them of M3s from decades ago. With BMW limiting worldwide production (it doesn’t disclose sales of individual M models), dealers have taken it upon themselves to find the outer limits of this car’s value.
As for BMW’s response to the price gouging, you can probably predict it: “BMW NA sets the manufacturer’s suggested retail price, but dealers are independent businesses and are free to set their own retail price,” said Kenn Sparks, a BMW spokesman, in an email. “We hope dealers would always consider the BMW brand image and the loyalty of their customers in making their pricing decisions.” Uh-huh.
Yes, the M2 is a great car, but it’s not extreme or luxurious enough to demand the sort of markup that places it at the M4’s level or even higher. We’d recommend finding a dealer committed to selling at MSRP, checking out the also excellent M240i, or waiting until next year for the M2’s fire to cool down.
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Discover a New Route to the Office
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Once you use a navigation system, it’s hard not to become obsessed with it. Having real-time traffic information is like having a virtual assistant to alleviate the stress and help you manage the chore of finding your way in everyday situations. Remember that side street you were eyeing on a Thomas Guide way back when? It’s a game changer. And the only way you discovered it was by letting go and allowing a computer program help you find a new route to travel.
But what if you used your navigation system for something other than finding the shortest or most efficient route? Sure, your navigation system can do A to B better than most humans, but its untapped potential is vast. By making quotidian journeys less about the destination and more about the drive, you can begin to appreciate your surroundings a bit more.
Here are three reasons to try out a new route:
- You’re Already Staring at Plenty of New Roads You’ve Never Tried
Navigation screens excel at showing you where you’re going and offer routing and guidance information that put to shame the best efforts from history’s most noted drivers and pilots. Map displays, like the Genesis G90’s 12.3-inch navigation screen, offer seemingly infinite detail about roads, points of interest, and diversions along the way. You can also use advanced voice commands or physical controls to input your destination and then choose from routes curated based on performance, environmental concerns, or the shortest distance.
Instead of settling in and punching in the address to the office, become enamored of the subtleties of the map display. Try a side road that could lead to a more interesting junction or even beat the traffic on the interstate. Freeways are boring. The roads that wend and undulate are worth seeking out, and they’re all right there—in plain sight!—on your navigation screen. If you must choose a destination, make good use of the G90’s head-up display and follow the directions that appear on the windshield.
2. Your Car Is a Mobile Workplace
When your car has the functionality of a mobile office, you can worry less about rushing to beat the traffic to get to a physical building. Relax as you “work” in the G90. Making phone calls is a breeze thanks to intuitive Bluetooth pairing and an exceptional in-car microphone. Heated and cooled leather seats let you feel that you’re occupying your kind of corner office.
3. It’s All about the Journey
It may not seem obvious, especially for lifelong commuters, but even the shortest and most mundane trips have the opportunity for a factor of adventure. Look beyond the A-to-B routing on your navigation screen for opportunities to make the trip more exciting. In the G90, use the Genesis Intelligent Assistant app to find stops along the way, from coffee shops to national parks. You might even find three or four ways to get where you’re going and enjoy the ride while getting there. Your new route to the office just got a lot more interesting.
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