Jeep's First Electric SUV Isn't a Wrangler—It's This Little Crossover
The first pure electric Jeep is coming in the first half of 2023, Stellantis CEO Carlos Tavares revealed in Amsterdam where he delivered an overview of the direction of the automaker through 2030.
No, the first electric Jeep is not a Jeep Wrangler. It is instead a small lifestyle Jeep, shorthand for a crossover. It is an all-new vehicle, a new addition to the lineup, and does not yet have a name. The SUV is small, somewhat rounded, kinda cute, almost Renegade-like—and obviously tailored to the urban customer. Being small, it will hold broader global appeal.
The Jeep EV has been developed on the STLA Small platform, one of four dedicated electrified architectures that will underpin all nameplates for the 14 brands under the Stellantis umbrella. Stellantis is the automaker created more than a year ago with the merger of Fiat Chrysler Automobiles and PSA Group, lumping Jeep, Chrysler, Ram, Dodge, Fiat, Alfa Romeo, and Maserati together with the French auto conglomerate's offerings.
Stellantis is moving towards a future where 100 percent of all vehicles sold in Europe and 50 percent of the lineup in North America will be electric vehicles by 2030.
Jeep has embraced electrification faster than most Stellantis brands, at least according to Tavares, who said as much to reporters gathered in Amsterdam to learn more of the Dare Forward 2030 long-term strategic plan that has more than 100 new vehicle launches planned—75 of them electric—including an electric Ram 1500 full-size electric pickup truck in 2024.
Jeep's 4xe plug-in hybrid technology is gaining recognition and sales, making it the second of the 14 Stellantis brands in terms of electrification, Tavares said.
The strategic vision is to invest in all the American brands and the U.S. will have 25 EVs on sale by 2030.
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toyota tundra Full OverviewProsModern technologyStandard V-6 twin-turbo engineSpacious, comfortable cabin ConsMiddling material qualityBouncy ride with Bilstein shocksIt took Toyota 14 years to come up with a new Tundra full-size pickup truck, but the wait was worth it. The model has always been known for its value in the segment, and the new model builds on that. The 2022 Toyota Tundra rides on a new platform, boasts dramatic new styling, and has modern technology relevant to today's buyers.Available with new gas-only and hybrid powertrains—both of which are based on a 3.4-liter twin-turbo V-6—the Tundra finally feels like a contemporary truck. It seemingly has the brash looks, features, capability, and assembly quality modern trucks need, but can it hang with the big (three) boys? Is it comparable to an American truck? We drove a Limited model with the Crewmax cab and regular, non-hybrid V-6 to find out.On the RoadThe Tundra is based on the all-new TNGA GA-F platform that also supports the Land Cruiser overseas and the 2022 Lexus LX here in the States, allowing it to deliver a better ride while enhancing its off-road capability. To address the former, though, Toyota ditched the rear leaf springs for coil or air springs, depending on the configuration.Our model came equipped with the TRD Off-Road package, which adds Bilstein shocks to better handle what Mother Earth tosses in your path. On the road, Tundra's ride quality represents a night-and-day difference from before, and it feels more stable and planted overall, including while handling tighter turns. It doesn't feel as polished as a Ram 1500 (which also uses coil springs), but it feels more settled than before. The Bilstein shocks add a bit of a bouncy feel over imperfections, but we're quite impressed by the new Tundra's comportment. The steering isn't as precise as the best domestic American trucks', but it's nicely weighted and not sloppy, which makes highway drives a snap.Also impressive is that 3.4-liter twin-turbo V-6, which delivers 389 horsepower and 479 lb-ft of torque, enough to scoot this big boy to 60 mph in 6.2 seconds in our testing. Crossing the quarter-mile mark took the Tundra 14.7 seconds, at which point it was going 95.3 mph, a decent showing considering its 5,820-pound curb weight.Compared to a 2021 Ford F-150 XLT with the 3.5-liter twin-turbo EcoBoost V-6 engine, the Tundra is slower: The F-150 got to 60 mph in 5.3 seconds, and it completed the quarter-mile run in 13.9 seconds at 99.9 mph. The biggest difference between these two is the weight—the Ford's aluminum chassis cuts its weight down to 5,345 pounds, giving it an advantage at the track.The Tundra's transmission is programmed well, downshifting crisply when called upon, and upshifts are executed smoothly. While the engine feels well suited for the Tundra in terms of power and punchiness, it tends to deliver its force in gobs. On a couple of occasions, the rear wheels broke loose when accelerating from a stop even though the pedal was nowhere close to the floor; we wish the delivery was a bit more linear. But the power-to-weight ratio feels adequate for a big truck like this, and depending on which drive mode is activated, there's a growl almost as pleasing as the old V-8's.It was clear Toyota needed to modernize the Tundra to keep up with the segment, and the 2022 model is a big advancement. The Tundra feels more modern than before and puts up a good fight against the big three. It may not ride as well as the Ram (we aim to test a Toyota without the Bilsteins soon), but it's certainly relevant again, and worthy of cross-shopping if you're not beholden to a brand.Inside the Tundra's InteriorWhile the Limited trim sits at the middle of the lineup, it still feels richly appointed in terms of features. Enter the cabin, and you'll first notice the massive, 14.0-inch touchscreen that takes up virtually all the space in the middle of the dash. The screen comes standard with the Limited, and the new infotainment system has sharp graphics and the fast responses you're used to from your smartphone. We spent most of our time driving with Apple CarPlay active, and we applaud Toyota for allowing it to take over the entire screen, which makes Google Maps or Apple Maps really simple to read.The HVAC controls are laid out below the display as sort of piano keys—a nice detail that looks premium. While the cabin isn't as attractive to our eyes as, say, the Ram's, Toyota's designers did add characterful touches like the big, boxy air vents, and the center stack offers useful cubbies so you can stash stuff while leaving the cupholders free. A huge bin between the front seats can store large items like purses, laptops, and such. In general, storage space is plentiful.An area where we'd have liked to see additional improvement is in the quality of materials. The plastics on the door panels already feel dated, as they are hard and cheap. Some plastics have sharp edges, too. On the other hand, the leatherette on the seats feels nice enough for something carrying a $60,188 price tag.The rear accommodations are quite spacious, with the seatback reclined at an angle that should make long trips easier for passengers. Those seated back there also get two USB ports (one type A, one type C) and air vents, but we're a bit surprised to see a significant drivetrain bump in the floor. While it may not interfere with middle riders' feet because it's wide, it does make placing long items on the floor inconvenient. Should I Buy a New Tundra?The 2022 Toyota Tundra offers a better, up-to-date experience, and it does a lot of things well—well enough to, yes, deserve a seat at the big boy table. There are areas that can still be improved, but the thorough overhaul resulted in a much better truck. Plus, its long list of standard equipment—like the 3.4-liter V-6 twin-turbo engine and Toyota Safety Sense 2.5, which adds a bunch of safety technologies at no extra cost—gives it an advantage over the competition.It's unlikely to outsell any of the full-size half-ton trucks from Detroit, but the 2022 Tundra deserves a look.Looks good! More details?2022 Toyota Tundra Limited TRD Off-Road 4x4 Specifications BASE PRICE $56,680 PRICE AS TESTED $60,188 VEHICLE LAYOUT Front-engine, 4WD, 5-pass, 4-door truck ENGINE 3.4L Twin-turbo port- and direct-injected DOHC 24-valve 60-degree V-6 POWER (SAE NET) 389 hp @ 5,200 rpm TORQUE (SAE NET) 479 lb-ft @ 2,400 rpm TRANSMISSION 10-speed automatic CURB WEIGHT (F/R DIST) 5,820 lb (57/43%) WHEELBASE 145.7 in LENGTH x WIDTH x HEIGHT 233.6 x 80.2 x 78.0 in 0-60 MPH 6.2 sec QUARTER MILE 14.7 sec @ 95.3 mph BRAKING, 60-0 MPH 135 ft LATERAL ACCELERATION 0.72 g (avg) MT FIGURE EIGHT 28.5 sec @ 0.59 g (avg) EPA CITY/HWY/COMB FUEL ECON 17/22/19 mpg EPA RANGE, COMB 612 mi ON SALE Now Show All
With SUVs increasingly becoming the default choice for single-car families across the U.S., automakers are working hard to make them more fuel efficient. Last year's 20 most fuel-efficient SUVs averaged an impressive 55.5 mpg combined; this year, the 20 most fuel-efficient SUVs bump up their combined average to 60.9 mpg. And that figure doesn't include the increasing availability of electric SUVs. Last year there were about nine SUV EVs on sale. This year? Seventeen and counting. Provided you're not ready to make the leap to an electric SUV (all of which would make this list), what follows are the 20 SUVs that achieve the best gas mileage on the market in 2022.But before we dig in, some quick housekeeping. Our list of the most fuel-efficient SUVs for the 2022 model year was gleaned using EPA test data, and all vehicles are ranked in order from 20 to 1 using their combined mpg/mpg-e figure. When we had a tie, we then factored in electric-only range (if applicable) and highway fuel economy to break it.Plug-in hybrid, hybrid, gas, and diesel SUVs were all eligible to make this list, but as you'll soon see, plug-in hybrid and hybrid SUVs dominate. As previously mentioned, the 17 electric SUVs on sale in the U.S as of this writing weren't included. In case you're curious, they are:Tesla Model Y (up to 129 mpg-e)Hyundai Kona Electric (120 mpg-e)Kia EV6 (up to 117 mpg-e)Chevrolet Bolt EUV (115 mpg-e)Hyundai Ioniq 5 (up to 114 mpg-e)Kia Niro EV (112 mpg-e)Tesla Model X (up to 105 mpg-e)Ford Mustang Mach-E (up to 101 mpg-e)Volkswagen ID4 (up to 99 mpg-e)Audi Q4 E-Tron (up to 95 mpg-e)Mazda MX-30 (92 mpg-e)Volvo C40 Recharge (87 mpg-e)Volvo XC40 Recharge (85 mpg-e)Audi E-Tron (up to 78 mpg-e)Jaguar I-Pace (76 mpg-e)Porsche Taycan Cross Turismo (up to 76 mpg-e)Rivian R1S (69 mpg-e)Without further ado, here are the 20 most fuel-efficient SUVs you can buy today, in order from worst to first.
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
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