100 Electric Vehicles By 2019
Some quick math performed by Automotive News magazine produces a striking prediction for the automotive market: within three years or so, close to 100 electrified vehicles will be available on the North American market. This would include all-electric models, but also hybrid-powertrain vehicles as well as those with plug-in hybrid systems. That鈥檚 almost one per Dalmatian! Here鈥檚 an overview of what some manufacturers are working on for the near-future in terms of electric mobility. 11 billion that will go to developing electric systems. The first compelling fully electric Ford-badged model we can expect is the Mustang-inspired SUV, scheduled for 2020. By 2022, the company wants to offer consumers 40 different electric or hybrid versions of its vehicles. As for Nissan, the Japanese automaker is promising eight different electrified models by 2023. And by 2021, the full lineup of INFINITI vehicles will begin the process of transferring to electrified powertrains. The Q8 is about to be launched on the market, and in the near-future it will include a plug-in hybrid variant. Next year, the plug-in hybrid version of the e-tron will make its debut in Canada, joining the initial all-electric version. The highly anticipated Kona electric is about to make its debut - stay tuned for our first-drive review coming up soon! The safest bet of the week for us is that this new edition of the very popular Hyundai Kona small crossover will be a massive hit in Canada. Over at Jaguar, the hot topic is the coming of the I-Pace. The luxury SUV is expected at dealers in November, and it will have a range of around 400 km.
Drivers faced an upright instrument pod with side-mount rocker switches for lights, hazard flasher, and rear-window defroster. Column stalks again looked after wipers and turn signals, while cruise-control buttons remained conveniently in the steering wheel spokes. Mustang's new instrument panel was international in appearance and function, with its useful package shelf, rotary climate control, and BMW-style air vents. Dropping down from dash center was a broad console housing rotary knobs for temperature, fan speed, and air distribution, all lifted from the new Euro-style Taurus. A quartet of large, square vents marched across the middle of the dash, BMW-fashion. Modernization was also evident in a new-design steering wheel, armrests, door panels, and seat adjusters. There were improvements under the hood, too, which made acceleration feel like it did in the good old days. The most noteworthy mechanical alterations to the 1987 Ford Mustang involved the venerable small-block V-8, no surprise, as it was pulling even with the 2.3-liter four in customer preference. Like the Mustangs it powered, Ford's 302 V-8 had become a modern classic --and a favorite of hop-up artists who developed speed equipment for it.
A return to freer-breathing, pre-1986 cylinder heads and other induction changes added 25 horses for a total of 225, thus matching the top Chevy Camaro/Pontiac Firebird option, a 5.7-liter Corvette mill. Torque also improved, swelling to a stout 300 pound-feet. The 302 remained standard on GTs. Ford called this the "5.0-liter," but its actual displacement was closer to 4.9 liters. GT also received larger front-disc brakes (10.9 inches versus 10.1) and recalibrated suspension. The four-cylinder engine wasn't overlooked for '87, exchanging a dull one-barrel carburetor for state-of-the-art multipoint electronic fuel injection. Though the engine was little more potent at 90 horsepower and 130 pound-feet of torque, it now teamed with the V-8's five-speed manual and optional four-speed automatic transmissions. That was compared to the previous generation's four-speed stick and three-speed automatic. The new gearboxes helped maximize what grunt the four-cylinder had. A big surprise was deletion of the 3.8-liter V-6, leaving a huge power and performance gap between the four and V-8.
A growing number of Mustangers took their V-8 in one of the less-showy LX models like this 5.0 notchback. 1885 V-8 package that also included the GT's uprated chassis and tires. In fact, demand for 5.0-liter LXs proved so strong that Ford ran short of engines during the '87 season. Buyers were told that if they wanted a V-8 Mustang, it would have to be a GT. There were reasons for this. Many people thought the new GT either too ugly, too outlandish, or both, which must have dismayed Jack Telnack. Others simply preferred their V-8 in the quieter-looking LX because it was less likely to be noticed by the law. Besides, it cost less that way. LX or GT, the fortified small-block delivered straight-line performance reminiscent of the good old days. Ford claimed 0-60 mph took 6.1 seconds with manual shift, and most magazine tests got close to that. Straight-line performance recalled the days of yore, although not everyone was a fan of the cheese-grater taillights. Obviously, new technology was allowing Ford (and others) to deliver the kind of performance that had previously been achieved only through big displacement.
