All-New Dodge Charger, Challenger Coming With V-8s

ram 1500-trx Full OverviewWe beat up our long-term RAM 1500 TRX good. I mean real good. How, you ask? Well, you might remember that little Rivian R1T on the Trans-America Trail story we did? You know, the one that took over 40 days because we covered 7,700 miles off-road? Well, our support vehicle for the trip was our 2021 Ram 1500 TRX. Did we beat it like a rented mule? Yes. But for various reasons now lost to the winds of time (or is that an archived Slack channel?) we decided that a not-so-quick, totally hardcore cross-country off-road journey was the proper way to welcome the mighty TRX—our 2021 Truck of the Year—into MotorTrend's long-term fleet. Little did we know that due to the supply chain crisis, fixing our TRX meant it was out of commission for about four months. Please read on.The first ouchie that occurred was a flat tire on the first wave of the Trans-America Trail, somewhere in Virginia. Hey, those things happen. We'd brought several spares along, so that wasn't too much of an issue. In a separate incident, now in North Carolina, the driver's side running board got dented just behind the front wheel. Expected when you travel off-road.The second wave, running from Georgia to Oklahoma was the only wave where the TRX didn't suffer any tire drama (nice driving, Renz), but the Ram did sustain a few injuries. We wound up putting a nice dent in the passenger side rear fender while trying our damndest to maneuver through some dense trees. Eventually we had to break out the chain saw. We also obliterated the windshield.We had a list of numerous pieces of content we wanted to produce based on the various adventures we got up to on the trip. And on that sheet was a bullet point that said, "Rivian R1T vs. TRX Drag Race. " One thing we really liked about the Ram when we named it our Truck of the Year was how it put its massive power down, hitting 60 mph in 4.0 seconds flat, making it the quickest truck MotorTrend had ever tested up until that point. At that point in time, we had yet to test the Rivian R1T, our eventual 2022 Truck of the Year, with a 0-60-mph time of 3.1 seconds. But again, we didn't know. A drag between the two super trucks seemed like a natural, brilliant idea.Full disclosure time: The white R1T we drove on the TAT was a pre-production truck that had some software in it that was never intended for production. We were shown an Engineering Mode that featured something called "Max Power mode". What did Max Power do exactly? Dunno, other than it played a 30-second Simpsons clip where Homer changes his name to Max Power, and it makes the Rivian even quicker. Did the driver of the Rivian surreptitiously sneak it into Max Power mode? Who's to say (hi, Mom!)? The trucks were lined up on a gravel road (this whole thing really wasn't well thought out), someone yelled "go" over a walkie-talkie, and the Rivian humiliated the poor Ram in a straight line, literally leaving it in a cloud of dust and cracking its windshield in three places. Should probably wait a while before telling the folks back in the office what happened, yeah?Wave 3 took possession of the TRX in Bartlesville, Oklahoma, (eat at Murphy Burger!), and tech editor Frank Markus (weirdly) decided to wash the truck to photograph it next to a Frank Lloyd Wright skyscraper. Why was that weird? Well, if you spend five minutes on the TAT, you're well aware of the Sisyphean nature of trying to keep a vehicle clean. It's just not going to happen. Wave 3 admitted to one flat tire but actually got two flats; poor Wave 4, which snaked through Utah, had to change a flat as soon as they saw the Ram parked in an airport parking lot. Then, once underway, a wheel nearly fell off the TRX. I'll let Scott Evans explain."We changed the left rear tire at the airport on arrival as it was flat. There were bad vibrations while driving, which we chalked up to the bucketloads of mud caked in all the wheels. Roughly an hour later, at 80 mph, I noticed the left rear wheel wobbling like crazy in my door mirror. I pulled off the road quickly and safely before it came off. Three of the wheel studs had sheared off, and the other three's lug nuts were very loose. It was moments away from breaking off the truck entirely. We had it towed into town, where a local shop recommended by Nina Barlow replaced all six wheel studs and lug nuts that night and got us back on the road. We junked the rim as the lug holes were no longer round. Other than that, two more flat tires. But no further damage."You've seen Rashômon, right? Because that was Scott's version of the Wave 4 damage report. William Walker's is quite different, "Lots of rock strikes on Leg 4. By the end, the windshield was more cracked than not, and you could feel the cracks on the inside of the windshield. I also "squared off" the exhaust pipes in Moab." This poor truck. William continues, "By Wave 5 [from Utah to Oregon], the brake rotors were warped badly and the vibration under braking was disturbing. There was a leak into the passenger compartment, and it tends to be damp underneath the rubber floormats. And we noticed the sunroof got damaged because of mud and dust." Man, that's pretty bad.We almost forgot there was a third driver on Wave 4, Alexander Stoklosa, who had his own damage report, "By Leg 4, with the fan speed set to 'high' or max, the airflow through the interior vents was akin to me opening my mouth and talking (no hot air jokes, please). Wouldn't blow cold air, just lukewarm air. Air velocity was similar with the heat on. My guess is that the system had either lost some refrigerant, suffered debilitating blockage, possibly damage to the blower, or all three. I believe someone had shaken out the cabin filters around that time, and it made no difference."No one owned up to it, and the damage no doubt occurred while rock crawling in Moab, but the front bumper had to be replaced. It was that repair, more than any others, that really held up the truck. A few months after the truck came back, Walker noticed that at low speeds he could hear a noise coming from the rear driver's side wheel if he had the window down. We investigated, and it was a failed bearing that was attached to the rear axle shaft, and the entire thing was replaced as a unit. We think this repair is related to the busted lugs way back on Wave 4, but we have no way to prove it. Moral of this story? Sometimes it's more than consumables you need to worry about if you plan on overlanding across a continent.Looks good! More details?For more on our long-term Ram 1500 TRX:The Ram 1500 TRX joins the MT GarageWhich is quicker—a Charger SRT 392 Scat Pack or the TRX that towed it to the track?…And what about a Ram 1500 TRX or a Rivian R1T?The TRX isn't a great forest service truckBut it is a good mudderHuge power saves this ship

hyundai tucson-plug-in-hybrid Full OverviewWe're slinking silently down a stretch of Southern California's traffic strangled I-405 freeway in the plug-in hybrid version of the 2022 Hyundai Tucson, and for a minute, it's as if we're in an all-electric crossover. But then we hit the go pedal hard to fill a gap in traffic, its turbo-four wakes up, the six-speed automatic downshifts, and we're suddenly back in the world of the internal combustion engine.Such are the trade-offs you'll experience in plug-in hybrids like the Tucson. It's not a bad thing, mind you, just different, though as with all vehicles of this type, it's how you drive them that determines how efficient they'll ultimately be.When you drive the Tucson plug-in hybrid in its all-electric mode (there are three drive modes in all: Automatic, Electric, and Hybrid) and have its 13.8-kWh battery pack topped off, Hyundai says you can eke out as much as 33 miles of electric-only range. Of course, that number will vary, as we found out during our time behind the wheel. But thanks in part to its 7.2-kilowatt onboard charger, if you have a 240-volt Level 2 wall box installed in your garage, Hyundai says you can charge the battery in as little as two hours, so filling it up with electrons at home is relatively quick. Regenerative braking also helps put power back into the battery.As far as the powertrain goes, the company's 1.6-liter turbocharged inline-four with 180 hp and 195 lb-ft of torque is the 2022 Hyundai Tucson plug-in hybrid's gas-powered heart. Add in the power from its 66.9-kW permanent-magnet synchronous motor mounted at the rear axle, and those numbers rise to an estimated 261 horses and 258 lb-ft all in, which is the most any version of the Tucson offers. Power is routed to a six-speed automatic transmission, and all Tucson plug-ins come with Hyundai's HTRAC on-demand (mechanical) all-wheel-drive system as standard equipment.How Well Does the Tucson Plug-In Perform?What does that mean for its overall performance? We took the 2022 Hyundai Tucson plug-in hybrid to the test track to find out. With the battery at 95 percent charge, it launched under EV power at first and then the engine kicked in later in the run, which we clocked at 7.1 seconds from 0 to 60 mph and 15.3 seconds at 92.2 mph through the quarter mile. That's far better than the 2022 Tucson HTRAC we tested with the 2.5-liter inline-four (9.3 seconds), though it was a fair bit off of one of its primary competitors, the 2021 Toyota RAV4 Prime plug-in, which we recorded at an impressive 5.5 seconds to 60 mph. But it did outperform its other main bogey, the 2021 Ford Escape plug-in, which reached the 60-mph mark in 7.7 seconds during our testing.Stopping power of the 2022 Hyundai Tucson PHEV is more than acceptable for a 4,179-pound crossover, with 124 feet required to haul down from 60 mph to 0. That distance essentially splits the difference between the lighter Ford (123 feet) and the heavier Toyota (127 feet). The brakes performed well despite a steeper than normal initial push before they began to bite.But the Tucson plug-in's dynamic performance really brought out the kudos from the MotorTrend test team. Road test director Chris Walton had this to say about the Hyundai midsize crossover after his time wringing it out at the track: "Wow, a much sportier experience than I had anticipated. I found it easy to trail brake into the skidpad, and lateral acceleration registered 0.83 g average. In Sport mode, the steering feels unnecessarily heavy; I prefer the feel of it in other modes. Very mild but predictable understeer on the skidpad, and good acceleration off the corner. It covered the figure-eight course in 27.3 seconds at 0.63 g average. Well done, Hyundai."How Efficient Is the Tucson Plug-In?Although we were surprised by its track performance, when you pit it against its plug-in hybrid crossover competitors in the EPA efficiency arena, the 2022 Hyundai Tucson PHEV brings up the rear. The lighter Ford Escape PHEV carries an EPA-rated 105 mpg-e combined figure, followed by the Toyota RAV4 Prime AWD at 94 mpg-e. The Tucson PHEV AWD checks in at just 80 mpg-e, largely because its six-speed transmission setup is less efficient than the e-CVT setups Ford and Toyota use.There are trade-offs to be sure, another being that today you can only get the Tucson plug-in in the most expensive trim levels like the Limited we tested, and only with all-wheel drive, which guarantees you'll pay more than $40,000 to get into one. On the plus side, you should be able to take advantage of government tax breaks to offset the upcharge.Lots of Good Stuff for the PriceThe good news is that the extra scratch you pay for the Tucson PHEV Limited nets you an impressive-looking package in the cabin with a highly functional 10.3-inch instrument panel featuring screens designed to help you better understand how well you're doing in terms of efficiency, complemented by a 10.3-inch infotainment screen and upscale leather seating. It's also loaded to the gills with safety technology, an advanced stop-and-go adaptive cruise control system, and Hyundai's Smart Park, to name a few.When underway, the Tucson plug-in pulls away from stoplights stealthily yet with authority when you desire a quick pace, and if you want to play a bit, there's a Sport mode with paddles to wind through the six gears. At freeway speeds it happily moves along, and when the road gets rough and rugged, the Tucson plug-in hybrid is more than adept at soaking up imperfections and keeping impact harshness at bay. In essence, it's what you'd expect a family-friendly crossover to deliver in the ride and handling departments.But this vehicle is at its best when you take it easy and use it for what it's meant to do, which is to maximize your opportunities to increase efficiency. Because in the end, plug-in hybrids like the 2022 Hyundai Tucson PHEV are all about using those precious electric-only miles to your advantage.Looks good! More details?2022 Hyundai Tucson Limited HTRAC Plug-In Specifications BASE PRICE $43,945 PRICE AS TESTED $44,140 VEHICLE LAYOUT Front-engine front-motor, AWD, 5-pass, 4-door SUV ENGINE 1.6L direct-injected DOHC 16-valve I-4 plus permanent-magnet electric motor POWER (SAE NET) 180 hp @ 5,500 rpm (gas), 90 hp (elec); 261 hp (est comb) TORQUE (SAE NET) 195 lb-ft @ 1,500 rpm (gas), 224 lb-ft (elec); 258 lb-ft (est comb) TRANSMISSION 6-speed automatic CURB WEIGHT (F/R DIST) 4,179 lb (59/41%) WHEELBASE 108.5 in LENGTH x WIDTH x HEIGHT 182.3 x 73.4 x 65.6 in 0-60 MPH 7.1 sec QUARTER MILE 15.3 sec @ 92.2 mph BRAKING, 60-0 MPH 124 ft LATERAL ACCELERATION 0.83 g (avg) MT FIGURE EIGHT 27.3 sec @ 0.63 g (avg) EPA CITY/HWY/COMB FUEL ECON 35/35/35 mpg (gas), 87/74/80 mpg-e* EPA RANGE, COMB 420 mi* ON SALE Now *EPA blended-PHEV (charge-depleting) mode testing, with vehicles set to their default drive and brake-regeneration modes. Show All

We already know "David," which is what Koneigsegg has named the its in-house EV inverter design featured on the Gemera. "David" can convert up to 750 kW of power from 850 volts of direct current flowing from the batteries into alternating current that can power the car's motors. The news today is that Koenigsegg has a name for the power unit that will feature this inverter, and plans sell its innovative in-house components in a new and incredibly powerful package.A single Koenigsegg Quark motor produces 250 kW, or 335 hp, and 443 lb-ft of torque at its peak output, and weighs just 63 pounds.The newly announced "Terrier" power unit features two of these Quark motors packaged around the fancy David inverter. The result is a plug-and-play EV power unit that puts out 670 hp and weighs less than 200 pounds, and also offers cross-axle torque vectoring performance. The output shafts are equipped with planetary gear sets, and the unit can be even mounted directly to a vehicle chassis—no subframe required. Koenigsegg believes there are extensive applications for the compact, high-power unit, including boats and aviation, where it could replace high-revving engines that normally require additional gearing, providing a lighter and less complex solution.On the hybrid Gemera, which features a battery pack powering three Quark motors linked up with a three-cylinder internal combustion engine, the goal was smooth and seamless acceleration with no power loss. Koenigsegg's name for the optimized power and torque map it has programmed into its Quark motors to achieve this is "Raxial Flux," which sounds fancy and has something to do with how the network of motor components in the motor interact.Today's electric motors are typically split between two different conceptual designs. Radial flux motors are power dense with a magnetic field radiating perpendicular to the axis of rotation, commonly packaged as a pancake or hub motor. Axial flux motors are currently more common, and barrel-shaped with a magnetic field radiating parallel to the axis of motion. Our E-motors 101 piece goes into more detail on how it works. Koenigsegg's new "Raxial Flux" have seemingly engineered a motor capable of both typical characteristics for optimized motor performance.While we wait for more details on the layout of the Quark motor, we posit it likely has its permanent magnets arrayed in a manner that can be energized either axially or radially, and that there are electric stator winding phases located both radially and axially, and energized independently under whatever conditions are optimal for each design's power and torque delivery. Essentially, Koenigsegg smashed both layouts together and designed programming to make it work.What you really need to know is that it means "optimal" power delivery from the motor, and doesn't need a transmission or step gears because "the RPM of the motor is right from the get-go," according to CEO Christian von Koenigsegg.Peak torque and power from the electric motors is reached 20 seconds into acceleration, and then the motors drop to nominal output. At this point, the 600-hp three-cylinder gas engine carries the car to top speed.