How Are All Those New Jeeps Doing, and What Comes Next?
Jeep is in the middle of one of its greatest product expansions, adding larger three-row models to the lineup, and there are more electrified vehicles to come. So, we sat down with Jeep brand chief Jim Morrison to see how the brand is doing.
The rollout of the fifth-generation of the venerable Jeep Grand Cherokee started last year with the unusual step of launching with the new three-row 2021 Jeep Grand Cherokee L. It marks the first time a product with the venerable Jeep Cherokee name comes with seven-passenger seating. The larger L is in full sales swing and doing what it was intended to do: keep loyal buyers from leaving the brand when they need a third row, while attracting new customers who could not find a Jeep that met their needs before, Morrison says.
Jeep is in its second month of sales of the fifth-gen of the traditional five-passenger, two-row 2022 Jeep Grand Cherokee and the SUV is turning quickly, within days on the lot.
It is still early, but Morrison thinks the mix of two-row and three-row Grand Cherokees could end up being about half and half. The segment skews 70 percent three-row, but the smaller Grand Cherokee has a loyal following with more than 7 million on the road. It comes down to the customer's stage of life; how much do they need tow and how much room do they need. "I like the fact we have an option for them," Morrison says. The SUV is attracting buyers new to the Jeep brand, customers the automaker hopes to keep in subsequent purchases.
2022 Jeep Grand Cherokee 4xe Close to Launch
Jeep is preparing to launch another new variant, the 2022 Grand Cherokee 4xe plug-in hybrid, which will reach dealerships this spring. It follows the formula Jeep used for the Wrangler 4xe that has been well received. The Grand Cherokee 4xe, which gets 25 miles of all-electric range and 56 MPGe, has an even more sophisticated 4WD system than the Wrangler, with faster torque transfer.
With its capability, Morrison thinks the take rate of the 4xe could be 30 percent or more of total Grand Cherokee sales. Press reports have highlighting the high price tag—it costs about $10,000 more for the 4xe than an equivalent model with the entry-level V-6. But Morrison says the figures need some context. Not only does the 4xe provide greater performance and tech, but the high residuals and government rebates for electrified vehicles could result in monthly leases or payments being less for the 4xe than the gas-powered model. Orders are strong so far, but the brand chief will not say how many there are.
Is there more to come? Morrison won't say if there is a Grand Cherokee Trackhawk in the works. He points out that the 4xe provides superior performance to a V-8. And then there is the timing: performance versions traditionally come online a few model years after launch to keep the lineup fresh.
What Gets 4xe Treatment Next?
With plans to electrify all Jeeps by 2025, we want to know which model gets 4xe treatment next and when we will see it. "The engineers are working on a lot of Jeeps," is all the tight-lipped Morrison will say.
It is not necessarily easier to add a plug-in hybrid to a new model like the Wagoneer family as opposed to an older model like the Jeep Gladiator pickup truck, he says. Jeep is working on dedicated platforms which will make the rollout the smoothest.
Once again the automaker will use the annual Easter Jeep Safari event to showcase electrified Jeep concepts and gather customer feedback.
Response to New Wagoneer Family
Meanwhile, the new 2022 Jeep Wagoneer three-row SUV and the more upscale 2022 Jeep Grand Wagoneer play in white space for Jeep as full-size premium SUVs. The automaker is happy to have the storied nameplate back in the lineup. "We just like saying Grand Wagoneer again," Morrison says.
When the Grand Wagoneer left the marketplace it had a reputation as the most luxurious and technically advanced and capable vehicle, Morrison says. "It's getting that reputation again with the best 4WD system and advanced safety and tech and capability. People buying them love them."
The fullsize SUV segment runs about two-thirds mainstream models, one-third premium. So far, the Grand Wagoneer is selling above expectations, Morrison said. Some of it is early adopters but some of it is the strength of the nameplate.
There is a bit of cross-shopping between the Grand Cherokee L and the Wagoneer but when customers see them in the showroom and see the difference in size and towing capacity, they are able to easily make the choice right for them.
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lincoln navigator Full OverviewThe Lincoln Navigator is well established among ginormous three-row luxury SUVs, having initiated the full-size segment some 25 years ago. The latest iteration of the Navigator made its debut for the 2018 model year and has been refreshed for 2022 with updated styling and some new technology. We usually welcome changes like these, but in the case of the 2022 Navigator at least one addition isn't, er, particularly great.ActiveGuide Is New but Has FlawsLet's dive right into the trouble: The headline technology for the updated Navigator is Lincoln's ActiveGlide semi-autonomous driving technology, effectively an adaptive cruise control and lane centering system that allows drivers to take their hands off the steering wheel on certain pre-mapped roads, the ever-expanding database of which will be beamed to Lincolns through over-the-air updates. (ActiveGlide is effectively a rebadged version of the BlueCruise system used in the parent company's Ford-branded vehicles. Lincoln offers it free for the first three years before owners need to subscribe.)Like all hands-free systems, in order to let you take your hands off the wheel, ActiveGlide needs to be able to detect that you are watching the road. To do this, the Navigator employs cameras atop the steering column that detect head and eye movements. If the system senses that the driver's eyes are off the road, it sounds repeated aural warnings before canceling lane guidance.We are intimately familiar with this sequence of events because we experienced it repeatedly—not because we weren't watching where we were going, but because we forgot to bring sunglasses to the press preview. Turns out that if you squint, ActiveGlide loses track of your eyes and thinks you aren't looking at the road. It also turns out that if a short driver doesn't position the steering column low enough, the steering wheel hub partially blocks the camera, generating more false alarms."Watch the Road"? We Are Watching the Road!We experienced ActiveGlide's full automation on Phoenix's 202 loop freeway and found it worked beautifully—right up until the road curved west into the afternoon sun, when it started shouting warnings to our squinting selves. (Interestingly enough, when the Navigator came to a section where it couldn't steer itself and needed the driver to put hands back on the wheel, the warnings were silent.)Now, we'd normally dismiss this as not such a big deal if it only affected hands-free driving, but there is a major caveat here: The face-recognition camera is also required for the normal lane centering function. So even when we weren't letting the Lincoln do the driving—so, when we were on non-ActiveGlide-mapped roads and turned on cruise control and lane guidance, with our hands firmly on the wheel—the Navigator continued to yell at us to watch the road, even though we were.This annoyance is piled on top of another one: Like most vehicles, when lane centering is engaged, the Navigator sounds a warning if it believes you've taken your hands off the wheel. Instead of a capacitive touch sensor, Lincoln uses the cheaper torque sensor, which detects inputs on the steering wheel. The problem—which we've experienced on other vehicles as well—is that on long straightaways, which require no steering, the Navigator yells at you to put your hands on the wheel even when they are already there. This is the reason why the Cadillac Escalade, equipped with GM's competing Super Cruise system, invested in the pricier touch sensors. Lincoln could do better for its top-of-the-line vehicle—after all, it's not like it's selling these full-sizers at razor-thin profit margins.Were these isolated incidents or due to a malfunctioning vehicle? We don't think so. We drove two different Navigators, and both exhibited the same behavior. Furthermore, other staffers have experienced these issues with the BlueCruise-branded version of the system in Ford vehicles. However, aside from the bedeviled lane-centering system, we found lots to like in the face-lifted Navigator.The Actual Improvements to the 2022 Lincoln NavigatorThere are other changes to the '22 Navigator, and some are genuine improvements, like the styling. The 2022 model has thinner headlights, a bolder grille, and better taillights, i.e., ones that no longer look like they've been installed upside down. There's a new Central Park Edition available with a dark green interior that looks in person better than it sounds on paper, as well as the blue-upholstered Yacht Club version. (Is this a return to the 1970s, when you could get your car's interior done up in colors other than black and beige? Gosh, we hope so.)The newly expanded 13.2-inch center screen, which runs Ford's Sync 4 system, is intuitive and easy to use, and the optional premium sound system is nothing short of spectacular. We also remain fascinated by Lincoln's 30-way power front seats, though we're not convinced they're a great idea. Automakers pay ergonomic experts to craft seats that are supportive and comfortable, with a few simple adjustments so we can tweak them to our needs. Lincoln's 30-way seats make, well, the occupants into the experts. Except most people aren't orthopedic spine physicians, and they will have the same trouble we do molding the seats into a perfect position. Perhaps there is such a thing as too many choices. Lincoln, how about a few ergonomically optimized presets that we can then fine-tune?The Best Seats Are the Rear SeatsWe had a much better time in the back seat (stop giggling, you children). Before our drive, we were chauffeured around in a Navigator equipped with Lincoln's new-for-'22 rear-seat entertainment system, which now incorporates Amazon Fire TV. Two of us streamed two separate programs from Amazon Prime (the system also does Netflix and Disney Plus), all while enjoying the class-exclusive massaging rear seats. (OK, so maybe there isn't such a thing as too many choices.) It was a far more enjoyable experience than being yelled at by the lane-centering system.The 2022 Lincoln Navigator also gets the latest version of Ford's Pro Trailer Assist system, which lets you steer a trailer in reverse via a knob on the dash. Programming is now easier than ever: No separate transponder is needed (as on the Ford F-150), just a checkerboard sticker on the trailer that Ford devotees will recognize from the system's first generation. In addition, no measuring is required to set up the system as with the original sticker-based system. Drive a calibration pattern, and the cameras do all the measuring for you. We're pleased to see this in the Navigator; its ability to tow up to 8,700 pounds—more than half a ton better than the Escalade—is a compelling reason to buy it.Likable, But Still Needs to Be BetterIn all other respects, the 2022 Navigator is basically the gentle giant we've come to know and love enough to make it our top-ranked full-size luxury SUV. It has authoritative power from the 440-hp 3.5-liter twin-turbo V-6, a smooth-shifting 10-speed transmission, and a somewhat noisier, choppier ride than you might expect from Lincoln's flagship. And, of course, the Navigator is woefully inefficient—count on fuel economy numbers in the mid-teens. Lincoln tells us it has no plans to add a hybrid powertrain because gas mileage is not high on the priority list of the Navigator's target buyer.Hopefully said buyer is willing to deal with the driver-assistance foibles, too. Lincoln could dramatically mitigate the Navigator's problem by disabling the face cameras for hands-on lane centering, but it would be better still if the brand invested more in the engineering of the system. ActiveGlide's current functionality is enough to give us major pause, and that's really a shame—among big SUVs, the Lincoln has a lot to offer. Let's hope Lincoln sees the wisdom in investing in a rapid update to this update.Looks good! More details?2022 Lincoln Navigator Specifications BASE PRICE $78,405-$107,720 LAYOUT Front-engine, RWD/4WD, 7-8-pass, 4-door SUV ENGINE 3.5L/440-hp/510-lb-ft twin-turbo direct-injected DOHC 24-valve V-6 TRANSMISSION 10-speed auto CURB WEIGHT 5,700-6,050 lb (mfr) WHEELBASE 122.5-131.6 in L x W x H 210.0-221.9 x 79.9 x 76.1-76.4 in 0-60 MPH 5.9 sec (MT est) EPA FUEL ECON, CITY/HWY/COMB 16-17/22-23/18-19 mpg EPA RANGE, COMB 414-513 miles ON SALE Now Show All
Aircraft fabricator Hawley Bowlus completed construction of the first Bowlus travel trailer in 1934 for the purpose of transporting flight crews to isolated takeoff locations. It's touted as the first aluminum riveted travel trailer in the world, even pre-dating Wally Byam's Airstream. Now the trailer is back with a tasteful modern update.Bowlus reports that "over half of the original Bowlus' built in the 1930s are still around today, often held in private collections." The lightweight 1,100-pound Bowlus was revolutionary for its time, attracting celebrity and media attention. In 2011, a 1935 Bowlus Road Chief sold at an auction in Scottsdale for $187,000. Fast-forward 90 years, and the Bowlus brand continues.The company currently sells three models: Terra Firma, Endless Highways Performance Edition, and Endless Highways Edition. They start—repeat, start—at $265,000, $240,000, and $215,000, respectively. Let's just say, if you're strapped for cash—or anything short of ridiculously, lavishly, richly well-off with a suitcase full of bands—the bespoke Bowlus may not be for you. But we can still dream, right?The trailers have avoided a fundamental technological overhaul for decades, but Bowlus has announced a few interior, exterior, and technology updates for its 2022-model-year luxury travel trailers. The kitchen has been redesigned with soft-close drawers, an improved air conditioning system, a "60-Second Hitch" towing connection assistance system, an integrated Bluetooth Smart Brake, and updated 13-diode LED taillights to clean up the look.In all of our travels around the United States, we've encountered a smorgasbord of travel trailers, massive toy haulers, million-dollar RVs, high-end off-grid teardrop trailers, and overland camper vans at campgrounds, on the road, and off-grid. But we've never, ever encountered a Bowlus. But when we do someday come upon one, at least now we know how to differentiate a 2022 model. Now that's a morsel of knowledge that'll surely impress new campfire friends.
After months of teasers, the wait is finally over. The 2023 Honda Civic Type R has been revealed, and unlike previous years, the performance-oriented model launched on American soil with IndyCar driver Colton Herta behind the wheel. For a long time, Americans were banned from purchasing the Civic Type R, but this time Honda is making a statement by doing the global reveal in Los Angeles.The Type R joins the Si and Sport models in the Civic's lineup and stands as the pinnacle of performance in Honda's portfolio. The 2023 model will be the most powerful Honda car in America, with Honda promising more power than ever before.Untamed PerformanceWhile Honda is still tightlipped about its horsepower and torque numbers, we're told it will have more power than before. That means we'll see figures north of 306 hp and 295 lb-ft of torque—the numbers for the current Type R. The familiar 2.0-liter four-cylinder turbo returns, except this time it will be mated to an improved six-speed manual transmission with rev-matching. As of this time, Honda is not planning to offer an automatic transmission in the Type R.Honda says the new Type R will be rewarding and addictive to drive. With an enhanced suspension system and steering performance, we're told the driving feel is direct and engaging, though we'll have to wait until this fall to try it ourselves. But with more power, a new, lightweight chassis, more body rigidity and improved high-speed stability, it sounds like the Type R has everything to deliver a thrilling experience behind the wheel.Just as important, Honda made sure the Type R would stop confidently. The 19-inch wheels are wrapped around Michelin Pilot Sport tires, which should provide sharp grip on the corners and under hard acceleration and stopping. While Honda didn't reveal any specs, the big, red Brembo calipers up front will make sure the Type R brakes properly.With its compact, hatchback body, loads of power and handling hardware, the Type R stands out in the segment. This time, however, it will have more competition. Newcomers such as the Toyota GR Corolla and Hyundai Elantra N have gotten the enthusiast's attention, and the Volkswagen Golf R is back for a new generation. While the GR Corolla and Golf R get all-wheel drive traction, the Civic Type R and Elantra N are front-drive only. But the Honda will continue to stand out with its power numbers. The Elantra N makes 276 hp and the GR Corolla pumps 300 hp, and we expect the updated Type R's numbers to be between 307 and 315 hp. That means the Golf R—with its 328 hp—should continue to be the most powerful of the group.Even if the power numbers don't increase by a lot, there will be a lot to like about the new car. The current-generation Type R continues to be among our favorite hot hatches in the market.Mature ExteriorDespite the 11th-generation Civic gaining a more mature styling, the Civic Type R does a good job distinguishing itself from the rest of the lineup. While the entire Civic lineup lost its race boy design, the new model will be more appealing to those who thought the previous design was too wild. The new Type R is longer, wider, and lower than the outgoing model, and every aerodynamic element is there for a reason.From the front, the honeycomb grille in the lower fascia gives the Type R a distinctive look, and sporty elements on the fascia stand out. Other dynamic cues include air vents on the hood and behind the front wheels. If that's not enough to differentiate it from the rest, the red Honda logo and Type R badge on the grille pop out.From the profile, the side skirts help redirect the wind for better aerodynamics. Unlike any other Civic, the second half of the rear doors expand outward to give the Type R more hips. The rear continues to be the best angle, with a massive wing that's hard to miss and a redesigned rear diffuser that houses the signature three-round exhaust system.There will be five different colors available—Rallye Red, Racing Blue Pearl, Crystal Black Pearl, Sonic Grey Pearl, and Historic Championship White. The latter is exclusive for Type R and one that's famous among Honda enthusiasts.A Familiar InteriorThe red bucket seats and red carpet—two signature elements for the Type R—are back. Comfortable and supportive, the suede-like seats should be able to keep the driver and front passenger tight when the driving experience gets intensive. A numbered Type R badge is now placed on the passenger's dash.A new +R driving mode will show exclusive graphics with engine rpms, indicator lights and gear position indicator displayed at the top, while the bottom display will have other information selected by the driver. A stopwatch to record lap times and the ability to share driving videos is also incorporated in the infotainment system.The rest of the cabin will be familiar to Civic drivers. A honeycomb mesh grille expands across the dashboard and houses the air vents. The HVAC controls are backlit for a premium look, and the digital instrument cluster is standard. Like the top-trim Civic Hatchback, the Type R comes with a 9.0-inch touchscreen with wireless Apple CarPlay and Android Auto, as well as three USB ports.Is the 2023 Honda Civic Type R Worth It?We'll have to wait a little longer to find out the Type R's performance figures, but from what we've seen so far it looks like Honda's promise of delivering a thrilling driving experience might be fulfilled. The 2023 Honda Civic Type R will be on sale this fall, and we can't wait to get behind the wheel. Although Honda didn't mention pricing, we don't expect it to increase too much from the current generation, which starts at $38,910.
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