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Volkswagen wants to beat Tesla at its own game
It's not the first time we've seen the Wrangler JL pickup, but it's the first time we've seen it running around on public roads. Although well cladded with yards of vinyl wrapping, there's no hiding the distinctive and iconic shape. There's no question what we're looking at here. This is a configuration Wrangler enthusiasts have been pleading for and anticipating for decades, and by the looks of things, it's not far away. The pickup variant of the JL Wrangler is expected to follow the core two and four-door SUV models by approximately a year, making the odds are that this will be a 2019 model.
The photos don't show any major changes or surprises of the expected configuration of a four-door crew cab and a relatively short bed. As cool and desirable as a Wrangler pickup will be to many, there are some inevitable tradeoffs for the pickup configuration. The longer wheelbase will mean a less-favorable breakover angle, and the bed overhang over the rear wheels will result in a less-optimal departure angle. However, it appears the rear bumper and bed height are still good enough to offer plenty of off-road agility and capability. The JL pickup comes at an interesting time, just as Chevrolet has introduced the surprisingly capable Colorado ZR2 and an all-new Ford Ranger is being readied for the U.S. market. We would love nothing more than a three or four-truck shootout between the JL pickup, the ZR2, the Tacoma TRD Pro, and the new Ranger, possibly with a Raptor-like off-road package.
Are you as excited about the JL pickup as we are?
Jeep Wrangler Pickup Testing on Public Roads
Since the day that Lee Iacocca and Hal Sperlich rolled out the first Dodge Caravan more than three decades ago, the minivan form factor has remained the ultimate family hauler. With sliding doors, folding/removable seats and an ever-increasing number of cup-holders, minivans are supremely flexible, utilitarian and garageable. While Chrysler has formidable competitors today from Honda, Toyota and to a lesser degree Kia, it has just launched what may be the ultimate expression of the type in the form of the Pacifica Hybrid which I just spent a week with.
2017 chrysler pacifica-hybrid
Chrysler has taken a very interesting approach to promoting the Pacifica Hybrid. They seem to have recognized that the potential market for an electrified minivan is not the same as the market for something like a Toyota Prius Prime or Chevrolet Volt. Despite what the branding implies, this Pacifica is actually a plug-in hybrid like those well known green cars.
However, while most plug-in hybrids offer drivers ability to select different drive modes like the ability to go EV only or save the battery charge until later, Chrysler does none of this. Climb behind the wheel of this minivan and you'll be hard-pressed to distinguish it from the conventional drive version. Their is some additional information available about energy flow in one of infotainment screens and the fuel efficiency displays in the cluster provide indications of battery state of charge and whether the engine is running.
The only direct functional control the driver has is the ability to switch the rotary shifter from Drive to Low to get extra regenerative braking, but this really isn't much different from doing the same in the non-hybrid to get a lower gear in the transmission.
The core idea here is that busy parents that are hauling multiple kids around don't have time for this nonsense. They just want to get in and drive and not worry about getting all the settings right for maximum efficiency. Thus, the only thing the Pacifica hybrid driver needs to do is plug the van in when they come home at night and unplug it in the morning. No muss, no fuss.
So what do drivers get for this low-effort electrification? Surprisingly, a lot.
After plugging in the Pacifica to a 110-volt outlet in my garage overnight to give the 16-kWh battery a full charge, I did a couple of laps of my usual EV urban test loop.I started off with the shifter set to L. Like most electrified models, low gets you significantly more regenerative braking. In this case, while monitoring the hybrid information display that shows power input/output from the motors, lifting off the accelerator in D gets you about 10-kW of charging power and deceleration typical of a conventional automatic transmission. Switching to L bumps that up to anywhere from 25 to 40 kW depending on fast you are going and it feels like you've done a downshift or two. It's not as aggressive as the BMW i3 or Chevrolet Bolt, but I've come to prefer more aggressive regenerative braking no matter how much I can get.
When I set out, the battery was at 100% and showed an estimated range of 40 miles. I drove in a reasonably sedate manner, not hyper-miling but not driving like a @Dodge Demon either. At the end of the loop, I had 60% charge and 24 miles of range left. For lap 2, I used D and got only slightly worse results with seven miles left on the range estimate and 19% in the battery. The fuel economy estimate was 68.3 mpg which I'm assuming is MPGe since the engine was off the whole time.