The ranking, based on the number of new vehicle owner issues, indicates that Hyundai's luxury brand Genesis ranks first with 63 problems per 100 vehicles. Kia and Hyundai are just behind, ranking in the top three all-Korean. The next three places go to Americans – Ford, Lincoln, Chevrolet – with Lexus and Toyota after them. All of these brands are performing better than the average industry of 93 problems per 100 vehicles. Below this bar you will find Europeans, including Mercedes-Benz, Audi, BMW, Volvo and Volkswagen. Land Rover and Jaguar are at the bottom of the list. A spokesman for these two brands, both owned by the Indian Tata Motors, said the addition of Apple CarPlay and Android Auto had helped reduce the number of complaints about infotainment problems and that he was working to improve those scores. A representative of Mercedes-Benz pointed out that this JD Power survey "does not reflect the total experience of the property", but it is useful for "refining" its work.
The results do not surprise Sargent. "It's not a one-year phenomenon," he says. Korean automakers have been steadily improving the quality of their cars over the last few years, particularly with infotainment systems that combine navigation, music and voice calling. Korean manufacturers offer relatively simple systems that master the basics, even if they skimp on the next generation. ideas like gestural commands. Who corresponds Consumer Reports& # 39; the latest ranking of the infotainment system, who cited Genesis, Hyundai and Kia among his favorites. He awarded Tesla the highest score, which JD Power does not include in his rankings due to lack of data.
The "problems" reported by consumers generally fall into two categories. Some are defects that affect individual cars, such as a headlamp that goes out. Others are related to the design of a vehicle, such as a difficult-to-use voice recognition system to perform tasks such as making calls and setting navigation destinations. Today's cars have far fewer defects than their predecessors a decade ago, says Sargent, and mass-marketers are matching luxury brands in this regard.
Drivers are therefore more focused on the issues that concern them about their vehicles. This exposes luxury automakers to critics, says Sargent, as they offer more features that may not work properly or be easy to understand.
This year's study revealed a slight increase in what Sargent calls "classic problems", such as difficult painting jobs, brake noise and suspension. This may be because, as a salesperson, you spend more time in the items before going home with a customer effect, an effect known as "rot".
While infotainment systems are responsible for more problems than any other category, it's also where automakers have achieved the biggest improvement overall since 2018. According to the survey, systems are becoming less and less difficult to use and easier to use.
The new villain seems to be a driver assistance system that, for JD Power, includes such things as basic cruise control, lane departure warnings and "semi-autonomous" systems such as Cadillac Super Cruise . As these characteristics become more commonplace, more and more consumers are having difficulty understanding how they work or criticizing if they do not intervene. And yes, studies show that drivers in the United States and Europe often overestimated what their "semi-autonomous" cars can do – preparing them for disappointment.
According to Sargent, overall, it's encouraging to see how reliable new cars are. The industry average for 2019, or 93 problems per 100 vehicles, represents a 14% drop from 2009. I noticed that Volvo was 28th out of 32. "I'm going to Volvo" , did he declare. "I like it."
(tagsToTranslate) cars (t) Hyundai (t) Kia (t) ford (t) lincoln (t) Chevrolet (t) lexus (t) Toyota</pre></pre>
Instantly, this engine starts, increasing the power and torque of the native engine by about 50% and giving me an idea of Popeye's feeling after swallowing spinach. Instead of hitting a group of non-goodniks from the frame, however, I tear through the hills of northern California. "Oooooohhhhhhhhh," I say, before braking and engaging in a bend.
It oooooohhhhhhhhh This is what Davis and his Vonnen colleagues have spent over the last three years developing. The Shadow Drive system transforms a wide range of Porsche 911s into high-performance hybrid vehicles for $ 75,000. It uses an engine and a small battery to add 150 horsepower and a couple of feet to an already impressive powertrain. At a time when electric cars are finally be recognized for their performanceit's a way to offer these benefits to people who cling to their old machines. Over the next few years, Vonnen will strive to make its system compatible with older generations of the 911, and hope to use it for other makes and types of vehicles. They could even target pickup truck drivers. "It's all about couples," says Chuck Moreland, Vonnen's boss.
Vonnen is a new branch of Elephant Racing, a store opened by Moreland about 20 years ago, after fleeing the technology industry during the Internet bubble crisis. (He was working on what we now call cloud computing.) Based in Santa Clara, the store modifies and maintains Porsche cars. Many of their customers are weekend runners who want stronger suspensions to take the lead. The concept of hybridization of cars came one day at lunch. Ferrari and McLaren had combined electric power and engine power to make powerful new supercars. Like Porsche itself, with the 918 Spyder. So why not find a way to adapt the trend to older sports cars? "It was one of those crazy ideas that would not go away," Moreland said.
The 911 was a good candidate for the experimental operation. First of all, Moreland and his team know the car well. Porsche owners tend to be overly price sensitive. While many are purists (generally derogating from any changes made by Porsche to the car that followed theirs), the enduring success of fashion stores like Singer, Guntherwerksand Magnus Walkerson shows that there is a lot of appetite for the changes. In addition, the arrangement of the rear engines and rear drive wheels would be well suited to the configuration they thought at the beginning of the project.
This first attempt consisted of placing a standard engine in the engine, in front of the cockpit. "It was a bit crude," says Moreland. We felt hooked (or rather stuck in). This would not translate well to other types of cars. More importantly, it only delivered power in the higher gears, which meant that the car was already traveling at high speed. Moreland wanted to do better with a solution as elegant as the 911 itself.
The team, consisting of three full-time employees, and the entrepreneur who promoted, found another solution. Their custom-designed engine takes the place of the car's native flywheel, between the engine and the transaxle. (The engine also acts as a flywheel, so that the car keeps the rotational inertia that softens the vibrations of the combustion engine.) The engine is about the size of a small pizza and fits perfectly into the casing of the bell. transmission that covers the steering wheel and the clutch.
For the 911 we had in the hills, the Vonnen team had to advance the transmission by about an inch, which required new supports located near the front of the car to support it properly. This is a relatively minor change. According to Moreland, the main idea was to design a system to transform hybrid cars into cars whose designers only thought of gasoline. And this solution places the engine in a place where it adds power to all gears, including the lowest, where drivers looking to accelerate out of line or cornering appreciate more torque. Because it connects directly to the engine, the engine can not run on its own, which means that the car can not run solely on electricity. But that's not the purpose of this system, anyway.
The point is the extra strength, especially the couple. At only 2,000 rpm, the hybrid configuration increases the pulling power of the 911 of 2013 by 61%. Road and track tests, the system reduces the car's time from 0 to 100 km / h from 5.0 seconds to 3.6 seconds. Instead of taking 6.4 seconds to go from 50 to 70 mph, it takes 3.9. This power works perfectly, which earned him the name of "Shadow Drive". You do not need to wait until a turbocharger starts. you do not need to redefine the engine to feel the boost. It's like driving the car downhill or having Hafþór Júlíus Björnsson Help in a showdown. Whatever the metaphor, it makes the car powerful without compromising the balanced character of the 911.
The battery is good for a single kilowatt hour (a Chevy Bolt 60 offers) and fits into the bottom of the trunk (which in the 911 is at the front). Moreland declined to name the "best manufacturer" who supplies the pack, but says his team has chosen it for its ability to provide a lot of power, very quickly. "It's like a small fuel tank with a big pipe," says Davis, Vonnen's chief of engineering. The inverter, which converts the AC current from regenerative braking into a DC sort that the battery can use, is placed in a silver box on the "range" of packages, behind the seats and on the engine. Shiny silver and size of two stacked VCRs, this is the only visible element of the Shadow Drive configuration.
At present, Vonnen can integrate its system to any 911 built between 2012 and 2019 (the seventh or 991 generation of the car). The installation takes about a week in his Santa Clara store, but Moreland and Davis hope to gain efficiency and they want to enter into agreements with other stores around the world to reach customers who do not feel to send their car to northern California. They offer a one year warranty and plan to go longer. This is a good thing, since Porsche itself indicates that it has the right to refuse coverage for "unapproved modifications".
The next step for Vonnen will be to make the necessary changes to adapt Shadow Drive to older generations of the car. It's only fair, it seems, to give people who drive old cars the taste of what a new type of powertrain can do. "A 1970s 911, by modern standards, is not a fast car," Moreland said. Indeed, the 914 edition of 1973 that I'd bought at the age of 20 offered about 100 pound-feet of torque. The Vonnen system would more than double its production.
In total, the system adds about 170 pounds to the car, counting the weight lost due to the ditching of the original flywheel and reducing the 12-volt battery including the car No longer needed. This is not much more than the difference between a full gas tank and an empty gas tank, or the person with whom you are likely to ride and enjoy the fun.
And given the fun it provides, you will probably want to bring a friend, if only to see him have his own oooooohhhhhhhhh moment
Corrected, 6-10-19, 8:55 pm ET: An earlier version of this story did not describe the types of power created by the regenerative braking and the type of power that the battery can use. This also meant that the typical 12-volt battery had been eliminated; it has been reduced but not eliminated.
. (tagsToTranslate) Porsche (t) electric vehicles (t) engineering</pre></pre>
A few seconds later, as I begin to wonder if the afterlife really looks like northern California, my guide turns his hands in fists to signal "stop," then straighten my hand. "Good work!" I manage to smile nervously, but I know how to take any credit. Jeep engineers built the Gladiator for this kind of craziness and they invited me to this off-road course because they want to show me how good they have done.
At a time when SUVs and vans have never been so popular, the Gladiator is an estimated time for the return of the Jeep, which offered light truck versions of its vehicles from the late '40s to the early' 90s. The front bit borrows a lot Wranglerbut the team insists that she did not just slap her bed. "The challenge for us was to develop a truck that is a truck," says Pete Milosavlevski, Chief Engineer Gladiator.
Over the three years spent developing this vehicle, the Jeep Engineers team has made a series of choices aimed at finding a balance between utility, sturdiness and comfort. It fitted the Gladiator with solid axles, stronger wheels, the largest brakes in the segment, a larger network to bring more cooling air, to a steel bed that was proven at a time when competitors go with aluminum and same carbon fiber.
Because they made the doors and roof very easy to open, the designers of the Jeep glued lockers to the rear and under the rear seats to allow you to store your valuables while you kayak in this waterfall. They included a 115-volt plug in the five-foot bed and a portable Bluetooth speaker that will survive for half an hour underwater. It would take me a few weeks of life with the jeep to verify that these little touches are good ideas, but a few minutes of twists on the rocks were enough to appreciate the decision to wrap the armrests and door handles. This and the heated seats.
The four – door Gladiator starts at $ 33,545 (for the manual transmission sport edition), but if you have money to spend, a fully specified Rubicon version will earn you $ 60,000. Production of the Toledo Jeep factory starts in April and deliveries are scheduled for May. Buy now, and you'll get this 3.6-liter gasoline engine, with a horsepower of 285 horsepower, a 260-pound-foot torque and a performance index of 395 horsepower. EPA 19 miles per gallon. Wait about a year and you can opt for a 3.0-liter diesel engine that will bring the torque to over 400 lb-ft.
Approaching gasoline, however, I discover that the 260 is more than enough to go deep into the kind of terrain that, in just about any other vehicle (including my feet), that would make me say : Oops, better take the long way. And at the end of the 30-minute off-road exercise, after watching the roll and roll gauges of the vehicle, a back-and-forth motion The New York Times & # 39; election needles, I wear a real smile. Most buyers will never reach the limits of what the Gladiator can do, such as running happily in 30 inches of water, but those who are sure to be entertained.