All Jeep Wranglers Now Have A/C. Wait, They Didn’t Before?

Stellantis, the new brand formed after the merger of Fiat Chrysler Automobiles and PSA Group, is on the verge of transforming itself into a technology and mobility company. And the message is coming through loud and clear. Carlos Tavares, CEO of the company, opened his 2022 CES press conference by saying, "We are reimagining the future of mobility for generations to come as we quickly shift to a tech company, providing our customers with safe, sustainable and affordable mobility solutions."While the transformation will take years, the company has already started outlining its plan. Stellantis' global chief technology officer, Ned Curic, told MotorTrend in an interview the work starts by simplifying. Currently, the big automaker has many different platforms it supports, and focusing on a couple will help lead this new transformation."If you look at traditional tech companies, or new technology companies, they don't have many platforms—maybe one, two, or three—but then there's software to differentiate," he said. "What we have to do is to simplify our technology dramatically."Simplifying the hardware and using the software to differentiate its components will be the starting point in the transformation. Along with creating an immersive cabin experience, Stellantis plans to gain customer satisfaction as it starts to roll out the new technology.Partnering with the right people to help a transformation is key in any industry, but particularly in the automotive sector. Stellantis announced a partnership with tech giant Amazon to use its software to bring over the air updates and use Amazon Web Services (AWS) as its cloud-based technology in Stellantis' future vehicles. Curic, who was vice president of Alexa Automotive at Amazon before moving to Stellantis, said both companies have a similar culture, where the customer comes first."My focus is on the simplification and software and Amazon knows really well how to do that, so we learn from them, they learn from us and it's a good marriage," he said. "We learn from them on the software side of the vehicle, because that's where they do exceptionally well."While it's still unclear what kind of product the customer will be seeing from Amazon in Stellantis' cars, Curic said the Uconnect infotainment system will probably evolve into something else, but customers can expect a more diverse experience. One change where Stellantis will focus on is reducing the digital noise in the cabin, meaning smaller cars will not see screens all over the place."We're trying to be digitally quiet but precise in what customers want to do and remove friction. If you want to subscribe to an application in the vehicle, you should be able to acknowledge it with one tap or voice controls," Curic said.The Chrysler brand will see a turnaround in the next few years as it enters a new era to become Stellantis' first technology brand, but that will quickly replicate to the rest of the group. The new cabin experience with Amazon, dubbed STLA SmartCockpit, will arrive in 2024, and will bring artificial intelligence and cloud solutions to the interior.Transforming into a technology mobility company will not be an easy task, but a future roadmap of the products that it will use in the next eight years will be presented by Tavares on March 1, when the company will announce its plan for 2030.

Ford revealed the Mustang Mach-E in both form and, most important, name on a chilly California evening at an event held at the Hawthorne Municipal Airport in November 2019. The announcement was met, as one might expect, with mixed reaction. How could the Mustang—a gasoline-fired, V-8-packin', two-door pony car icon—suddenly be a four-door electric crossover SUV? Not only was that happening, but it would, Ford said, target Tesla's Model Y, which was designed literally next door.Although details were scarce at the time, Ford promised the Mach-E lineup would include a performance-oriented GT model to take the fight to the Model Y Performance. Which leads us directly to now and the execution of MotorTrend's first-ever comparison test of performance-oriented electric SUVs.Earlier this year we paired the Tesla Model Y against the Ford Mustang Mach-E, evaluating their driving characteristics, interior space, technology, charging times, infrastructure, and more. The Model Y took home the gold, but we acknowledged the Mach-E has much to recommend it. For this performance-oriented showdown, we focused on the same items but paid additional attention to the vehicles' handling and how fun to drive they are. As performance SUVs, the Model Y and Mach-E were built to deliver thrills and to be more emphatic and enthusiastic behind the wheel.As you can expect, our Model Y and Mach-E test cars are closely aligned in terms of performance and price. Both share the same basic setup of a single front and a single rear electric motor, single-speed automatic transmission, and all-wheel drive. The Model Y Performance pumps out 456 horsepower and 497 lb-ft of torque from its dual-motor setup, while our Ford Mustang Mach-E GT makes 480 horsepower and 634 lb-ft, the latter number making it the torquiest Mustang of all. The Mustang's 260-mile range is shorter than the Tesla's 303 miles, but both should be enough for most buyers.At $69,800, the Ford is not inexpensive. Its starting price is just over $60K, but our vehicle came equipped with a plethora of options, including a $5,000 GT Performance Edition package that adds magnetic dampers, a torque increase from 600 lb-ft, 20-inch wheels with summer tires, and a few other bits. Our Model Y Performance checked out at $66,190, with the only option being its $1,000 Deep Blue Metallic paint.Mach-E GT vs. Model Y Performance: Behind the WheelAlthough the Mach-E has more muscle, the Model Y is faster in a straight line. It was close, though: The Ford hit 60 mph in 3.6 seconds, while the Tesla did it in 3.5 seconds. The delta was a bit more in the quarter mile, where the Mach-E crossed the line in 12.6 seconds at 100.6 mph and the Model Y in 12 seconds flat at 114.7 mph.The differences between the two were more evident on public roads. Using our Of The Year Loop that covers mountain roads, city streets, and highways, the Model Y felt considerably more eager. Smash its accelerator, and the Model Y Performance absolutely rockets away without any hesitation, never letting up until you do. And its quick, talkative steering means placing it precisely where you want in corners is a snap, with its responsive accelerator pedal making it similarly easy to rotate the nose. And the pinpoint primary controls and the way it piles on speed make highway passes more fun than they have a right to be.The Mach-E doesn't quite have the lightswitch acceleration of the Tesla; it doesn't deliver full power right off the bat, but it's no turtle, either. Indeed, once on the roll, the Ford feels fairly tireless until about 80 mph, when power delivery is significantly reduced. Alan Lau, MotorTrend road test analyst, also noticed the power bar in the instrument cluster drops noticeably when reaching this speed and that the Mach-E struggled to reach 120 mph at the test track. Even given how impressive the Tesla is, the Mach-E takes the lead when it comes to handling—with a caveat. The Ford is extremely well balanced, but occasionally it responds differently to driving into the exact same corner the exact same way, with either under- or oversteer, lacking the predictability we prefer in something we're going to drive hard. And the fact that a performance SUV that has 480 hp and 630 lb-ft fails to deliver consistent rip-snorting acceleration is disappointing.Between the two, the Mach-E GT rides with more refinement, offering a cushier experience and passing less of a given impact to occupants over broken pavement or, say, railroad crossings. Even when driving hard on twisty roads, the Ford is more settled and composed, with better control of its wheel and body motions. The Tesla is by no means unrefined or a poor handler—quite the opposite—it's just that the Ford is slightly ahead in these areas.Both SUVs come with drive modes that tailor the driving experience. But the Mach-E only allows the driver to shift between full modes—Whisper (eco), Engage (normal), and Unbridled (sport)—whereas the Tesla driver can individually alter its acceleration, steering, and braking settings. Acceleration choices are limited to Chill and Sport, but drivers can choose between Comfort, Standard, and Sport for the steering, and Creep, Roll, and Hold for the brakes in the Model Y. Since the Tesla allows the driver to mix and match as desired, there's likely a just-right setting for everyone.As with its suspension, the Mach-E's brakes feel stronger and more tuned for serious driving. Our Mach-E stopped from 0 to 60 mph in 105 feet compared to 113 feet in the Tesla. Those numbers might be close, but in real life they can make a big difference. During our road loop, the Ford felt like it had more grip and allowed us to brake later when approaching a corner.But it was the stronger, relentless acceleration of the Model Y, as well as the Tesla's consistency and predictability in its handling characteristics that made it our choice to drive on this day. We'd never turn down more miles in a Mach-E GT, of course, and further fine-tuning of its software and chassis hardware ought to make it truly special in the future.Mach-E GT vs. Model Y Performance: Charging TimesAlthough most EV buyers will have access to their own charger at home, how long it takes for a vehicle to refill its battery pack is an important consideration when owning an electric car. During our own experience at public charging stations, the Tesla charged faster than the Mach-E.The Ford allows a peak rate of 150 kW—pretty good considering you can add about 150 miles of range in 30 minutes. Using a 350 kW Electrify America fast charger, we went from 15 to 80 percent charge in 41 minutes. However, once the battery got to 80 percent, the charge rate dropped to just 13 kW, or about the rate of a Level 2 charger, meaning it dramatically increased the time needed to fill up.The Model Y, on the other hand, can charge at a peak rate of 250 kW, but we had mixed experiences at Supercharger stations. On the way home, we stopped at a busy Mojave Supercharger, with our Model Y taking 50 minutes to charge from 30 to 80 percent; we were only getting a 48-kW rate. At a less busy Supercharger station, however, the Model Y needed just 15 minutes to go from 28 to 65 percent, charging at a steady 190 kW. Like the Mach-E, the Tesla's charge rate dropped once the battery reached an 80 percent charge, but it stayed around 60 kW.Mach-E GT vs. Model Y Performance: ValueAlthough Tesla seems to increase the Model Y's price every other week, a short list of options helps keep the SUV's price down slightly compared to the Mach-E, especially when the Ford is loaded up. While $66,190 isn't exactly attainable, there is good value in terms of performance, overall excellence, and technology. In the ICE realm, the closest competitor, a comparably equipped Porsche Macan GTS, costs more and is slower than the Model Y Performance.The Mach-E GT is a bit more expensive than the Tesla, but the premium only gets you slight edges in ride, handling, and braking, so those might need to be your priorities if choosing the Ford. Its interior design is handsome enough but isn't as modern or as crisp as the Tesla's, although it does come with technologies like Apple CarPlay and Android Auto that are simple and easy to use. The Ford's build quality also feels superior to the Model Y's, and its sports seats are supportive and appropriate for a performance-oriented SUV.Given that the as-tested costs, being just $3,610 apart, might as well be identical in this price range, and that both are stellar performers overall, the Tesla feels ever so much more worth the money thanks to an interior experience that feels more modern.Mach-E GT vs. Model Y Performance: The VerdictWe expected this comparison test to be a close call—and it was. Both the Mach-E GT and Model Y Performance offer joyful, satisfying driving experiences. These versions of their makers' entry (or only) electric SUVs were developed to please enthusiasts, and more than anything they show how fun EVs can be.But as in our comparison test of the mainstream models, the Tesla comes out on top here. Yes, the Mach-E rides and handles better, and its braking is superb, but the Tesla is the better all-around choice. It gets going incredibly quickly, has no qualms about reaching speed, charges at a faster rate, feels more premium, and it drives very nearly as well on a twisty road.The Mach-E GT is Ford's first attempt at making a performance-oriented electric SUV, and it's hugely impressive. There are some rough edges to sand down, but it updates an icon for a new age and certainly puts Tesla on notice. But for now, the newer brand on the block remains on top.2nd Place: Ford Mustang Mach-E GTPros:Handsome stylingSuperb ride and handlingGrabby brakesCons:High-speed limitationsElevated PriceLonger charging time1st Place: Tesla Model Y PerformancePros:Quick accelerationsFast chargingFuturistic interiorCons:Ride is a bit harshInterior quality could improveRange is misleadingPOWERTRAIN/CHASSIS 2021 Ford Mustang Mach-E4x (GT Performance) SPECIFICATIONS 2021 Tesla Model Y Dual Motor Performance SPECIFICATIONS DRIVETRAIN LAYOUT Front and rear-motor, AWD Front and rear-motor, AWD MOTOR TYPE Permanent-magnet electric Induction electric (front), permanent-magnet electric (rear) POWER (SAE NET) 480 hp 456 hp TORQUE (SAE NET) 634 lb-ft 497 lb-ft WEIGHT TO POWER 10.4 lb/hp 9.7 lb/hp TRANSMISSION 1-speed automatic 1-speed automatic AXLE RATIO 9.05:1 9.0:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Control arms, coil springs, anti-roll bar; multilink, coil springs STEERING RATIO 14.6:1 10.3:1 TURNS LOCK-TO-LOCK 2.6 2.0 BRAKES, F; R 14.3-in vented disc; 12.4-in disc 14.0-in vented disc; 13.2-in vented disc WHEELS 8.0 x 20-in cast aluminum 9.5 x 21-in; 10.5 x 21-in, cast aluminum TIRES 245/45R20 103Y Pirelli P Zero Elect 255/35R21 98W; 275/35R21 103W Pirelli P Zero Elect T1 DIMENSIONS WHEELBASE 117.5 in 113.8 TRACK, F/R 63.5/63.4 in 64.8/64.2 in LENGTH x WIDTH x HEIGHT 186.7 x 74.1 x 63.5 in 187.0 x 75.6 x 64.0 in TURNING CIRCLE 39.7 ft 39.8 ft CURB WEIGHT (DIST F/R) 4,980 lb (50/50%) 4,408 lb (49/51%) SEATING CAPACITY 5 5 HEADROOM, F/R 40.4/39.3 in 41.0/39.4 in LEGROOM, F/R 43.3/38.1in 41.8/40.5 in SHOULDER ROOM, F/R 57.6/55.9 in 56.4/54.0 in CARGO VOLUME, BEH F/R 59.5/26.6 cu ft (4.7 cu ft frunk) 72.1/30.2 (4.1 cu ft frunk) TEST DATA ACCELERATION TO MPH 0-30 1.4 sec 1.6 sec 0-40 2.0 2.2 0-50 2.7 2.8 0-60 3.6 3.5 0-70 4.7 4.5 0-80 6.1 5.6 0-90 8.5 7.0 0-100 12.3 8.7 PASSING, 45-65 MPH 1.8 1.5 QUARTER MILE 12.6 sec @ 100.6 mph 12.0 sec @ 114.7 mph BRAKING, 60-0 MPH 105 ft 113 ft LATERAL ACCELERATION 0.96 g (avg) 0.91 g (avg) MT FIGURE EIGHT 24.9 sec @ 0.78 g (avg) 24.8 sec @ 0.79 g (avg) CONSUMER INFO BASE PRICE $61,000 $65,190 PRICE AS TESTED $69,800 $66,190 AIRBAGS 9: Dual front, f/r side, f/r curtain, driver knee 8:Dual front, front side, f/r curtain, front knee BASIC WARRANTY 3 yrs/36,000 miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles, 8 yrs/100,000 miles EV/Battery 8 yrs/Unlimited miles ROADSIDE ASSISTANCE 5 yrs/60,000 miles 4 yrs/50,000 miles BATTERY CAPACITY 88 kWh 82.0 kWh EPA CITY/HWY/COMB ECON 88/75/82 mpg-e 115/106/111 mpg-e ENERGY CONS, CITY/HWY 38/45 kWh/100 miles 29/32 kWh/100 miles EPA RANGE 260 miles 303 miles RECOMMENDED FUEL 240-volt electricity, 480-volt electricity 240-volt electricity, 480-volt electricity ON SALE Now No Show All

volkswagen jetta Full OverviewIt might be hard to believe today, but the Volkswagen Jetta used to be the aspirational choice in the compact sedan segment. Travel back in time to the first decade of the 2000s, and amid the Civics, Corollas, Imprezas, Lancers, and Sentras of the world, the Jetta stood out for both its European styling and driving dynamics, as well as its premium, almost Audi-like cabin. Volkswagen of the era was focused on the "democratization of luxury," and the Jetta was at the forefront. Perhaps that's why the updated-for-2022 Volkswagen Jetta SEL is so disappointing.What's New With the 2022 Jetta?To be fair, maybe whatever the millennial equivalent of rose-colored glasses is (atomic purple Gameboys?) may have colored our expectations some. The 2022 Volkswagen Jetta is at its heart a midcycle update of a car one anonymous VW engineer called "boring" after we first drove the prototype back in 2017. When we tested the production model at the 2019 Car of the Year program, we thought the engineer undersold it some. "Cynical," and "forgettable," we called it.The changes to the 2022 Jetta are minor, but VW hopes they're enough to right the ship. The biggest change is under the hood. Gone is the 147-hp, 184-lb-ft 1.4-liter turbocharged I-4, and in its place is a new 1.5-liter turbocharged I-4 borrowed from the Volkswagen Taos crossover. The new four-pot makes 157 hp and the same 184 lb-ft of torque, albeit with that torque available at lower revs than in the outgoing engine. The Jetta's two transmissions, a six-speed manual and optional eight-speed automatic (tested here) carry over unchanged.You'll need to look closely for the 2022 Jetta's other changes. The sedan's nose and tail are subtly revised, and inside there is a digital instrument cluster, contrast stitching, and padded leatherette door armrests. Jetta prices start at $21,190, but our loaded Jetta SEL test car stickers for $29,185.How Quick Is the 2022 Jetta?With 10 new ponies under the hood, the 2022 Jetta is unsurprisingly quicker than pre-refresh models at the test track, accelerating from 0 to 60 mph in 7.6 seconds and through the quarter mile in 15.9 seconds at 88.2 mph. That's about mid-pack among compact sedans, and it's two-tenths quicker to 60 mph and one-tenth quicker at the dragstrip than the last automatic Jetta we tested, a 2019 model.Although the new Jetta is quicker in a straight line than the pre-refresh model, the picture is murkier once we start looking at braking, handling, and fuel efficiency. The updated car needed 127 feet to complete our 60-0-mph panic stop test, 6 feet more than the 2019 Jetta; on the figure eight, it brought in a 27.7-second lap where it averaged 0.61 g, a tenth of a second slower and 0.01 g less than the previous model. The 2022 Jetta is less efficient, too. It's EPA-rated at 29/40/33 mpg city/highway/combined, whereas the old model scored 30/40/34 mpg.Is It Any Better on the Road?The new engine is the best thing about the Jetta on the road. It'll never be mistaken for muscular, but the small 1.5-liter engine has a broad torque curve, and the eight-speed auto never feels shy about keeping the four-pot in its powerband with your foot down. Its only demerit? Some editors complained of inconsistent power delivery, especially at city speeds where the Jetta is prone to both lag and surge—a trait this powertrain also exhibits in the Taos.The Jetta drives a bit like the Taos, too, which makes sense considering it shares its MQB A1 platform with the SUV (the Golf, which was traditionally the hatchback version of the Jetta, rides on the MQB Evo platform). The VW's steering is joyless and vague, which is just as well because the softly sprung ride quickly gets out of sorts when the Jetta is driven with any urgency. Those looking for a more engaging compact sedan could buy a Jetta GLI, but they'll likely be better served by a Golf GTI or one of the Jetta's Japanese or South Korean rivals.A Weak Inside GameWhereas the hot-selling fourth- and fifth-gen Jettas (1999-2005 and 2006-10, respectively) featured cabins that "were rich in materials and textures but also darned well conceived," the interior of today's Jetta SEL is fairly basic, especially compared to its rivals. Once the initial distraction of the Audi-esque digital instrument cluster and front and rear heated seats fades, disappointment is sure to follow. Poking around the interior reveals flimsy, sweaty plastics, "wood grain" trim designed by someone who might never have seen wood before, and button delete panels (on a loaded car, mind you) that hint at features the Jetta could have included but didn't. What are they? Who knows—this Jetta SEL allegedly packs all the goodies.The cost-cutting in the back seat is the biggest letdown. Hop into the spacious rear seat, and the materials go from bad to worse. The few touches of attention to detail from the front of the cabin—chiefly the contrast stitching on the door panels and "wood" trim—are gone. In its place are yet more hard, cut-rate, black plastics. To be fair, some competitors turn down the wick somewhat on their rear-seat materials at lower price points, but here the priciest Jetta's front seat represents a pretty bargain basement starting point.The VerdictIn a crowded field of compact sedans, the Jetta is no longer an aspirational choice. For an expertly balanced mix of a high-quality premium-feeling cabin with satisfying driving dynamics at an affordable price, visit a Honda, Mazda, or Hyundai store. In the shrinking yet ever improving compact sedan segment, the Jetta stands out for, well, not standing out. Sure, the Jetta is fairly big and spacious for its class, but whether you're shopping for a feature-rich commuting appliance or something to spark a little joy, your money goes further elsewhere.Looks good! More details?2022 Volkswagen Jetta SEL (Premium) Specifications BASE PRICE $28,790 PRICE AS TESTED $29,185 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door sedan ENGINE 1.5L Turbo direct-injected DOHC 16-valve I-4 POWER (SAE NET) 158 hp @ 5,500 rpm TORQUE (SAE NET) 184 lb-ft @ 1,750 rpm TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 3,121 lb (59/41%) WHEELBASE 105.7 in LENGTH x WIDTH x HEIGHT 186.5 x 70.8 x 57.7 in 0-60 MPH 7.6 sec QUARTER MILE 15.9 sec @ 88.2 mph BRAKING, 60-0 MPH 127 ft LATERAL ACCELERATION 0.82 g (avg) MT FIGURE EIGHT 27.7 sec @ 0.61 g (avg) EPA CITY/HWY/COMB FUEL ECON 29/40/33 mpg EPA RANGE, COMB 435 miles ON SALE Now Show All