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We may not see the production version for more than a year, but Thursday Cadillac took up the gauntlet in luxury electric crossovers that’s been laid down by Tesla, Jaguar, Audi and Mercedes, introducing the Lyriq. While presented as a concept, the model appeared ready for production, promising a variety of new benchmarks for General Motors’ luxury brand:
In a virtual introduction, Cadillac presented the first product that will use both its flexible new EV platform and the Ultium batteries being produced in a partnership with LG Chem. It appears to be a midsize crossover coupe in the vein of the Jaguar I-Pace and Audi E-tron Sportback with a sloping roof and blacked-out B-pillar and high beltline to give it a sporty profile.
In front it carries the now signature vertical headlights while the rear breaks new ground with a variety of tail lights running up the sloping C-pillar in a boomerang shape. As Cadillac’s designers noted, this will be a distinctive new look for Cadillac while carrying forward some themes they have been using for several years.
The Lyriq will boast prized 50/50 weight distribution courtesy of the EV platform structure that puts the battery weight under the vehicle’s floor. Other than the 100 kilowatt-hour battery pack and rear-biased configuration, no other details of the powertrain were offered. Cadillac did promise it would deliver “thrilling performance.”
Melissa Grady, chief marketing officer for Cadillac, said the brand will be using Lyriq to “reimagine the entire customer experience with Cadillac.” She said mobile apps will be more prominent and applauded the return to named vehicles after Cadillac’s recent foray into alphanumeric nomenclature.
The crossover’s extended driving range is attributed to the advanced batteries as well as the use of an EV-dedicated platform, which used the batteries as a structural element of its architecture.
The Ultium batteries use nickel-cobalt-manganese-aluminum chemistry that reduces the use of cobalt by more than 70 percent compared to last generation of batteries. In addition to being capable of fast charging at up to 150 kilowatts, the batteries can charge at Level 2 at up to 19 kilowatts.
Introducing more microphones and accelerometers, the Lyriq will deploy new road noise cancellation technology, tackling an issue that comes to the fore because electric vehicles are so quiet on the road.
The Cadillac Lyriq is expected to go on sale in 2022, and will be followed by four other full-electric models. It enters the market seven years after the Tesla Model X and a few after Jaguar and Audi’s entrants. Pricing and powertrain details have not been announced, so there will be plenty more to come from GM’s luxury brand.
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2020 Volkswagen Atlas Cross Sport 2.0T SEL in Pacific Blue Metallic
2020 Volkswagen Atlas Cross Sport 2.0T SELClass: Midsize Crossover SUV
Miles driven: 609
Fuel used: 26.5 gallons
| CG Report Card | |
|---|---|
| Room and Comfort | B+ |
| Power and Performance | B |
| Fit and Finish | B |
| Fuel Economy | B- |
| Value | B |
| Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup. | |
| Big & Tall Comfort | |
| Big Guy | A |
| Tall Guy | A |
| Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester. | |
| Drivetrain | |
| Engine Specs | 235-hp 2.0-liter |
| Engine Type | turbo 4-cyl |
| Transmission | 8-speed automatic |
| Drive Wheels | AWD |
Real-world fuel economy: 23.0 mpg
Driving mix: 30% city, 70% highway
EPA-estimated fuel economy: 18/23/20 (city, highway, combined)
Base price: $41,445 (not including $1020 destination charge)
Options on test vehicle: Monster Mats rubber floor mats and heavy-duty trunk liner with VW CarGo blocks ($235)
Price as tested: $42,700
The great: Expansive passenger space in both the front and back seats
The good: Clean control-panel layout; pleasant ride/handling balance
The not so good: Fairly hefty exterior dimensions for a 5-passenger SUV; sloping rear roofline slightly compromises rear visibility
More Atlas Cross Sport price and availability information
In an automotive world in which it at least seems like everybody is buying crossovers or sport-utility vehicles, expect there to be some variety in consumer tastes. Not everyone in that vast pool of shoppers is out for maximum practicality. Volkswagen is courting them with a new, more rakish 2-row midsize SUV, the Atlas Cross Sport.
Similar to the strategy Honda followed in creating the two-row Passport from the three-row Honda Pilot, Volkswagen has created the Atlas Cross Sport by shortening its Atlas SUV and giving it a sporty, sloping rear roofline.
The 2020 Cross Sport expands the Atlas line, which bowed in 2018 in a 3-row style that is one of the largest vehicles VW has ever sold in the U.S. While both types of Atlas have the same wheelbase, the Cross Sport is 5.2 inches shorter in total length. It’s also 2.3 inches lower, with a sloping rear roofline for a sportier look. Not surprisingly, then, the Atlas Cross Sport takes a hit in headroom and cargo capacity (at a maximum 77.8 cubic feet of stuff-toting space, it trails “big brother” by 19 cubic feet in that respect). However, the Cross Sport actually improves on the Atlas’s fine second-row legroom by adding 2.8 inches to it.
Consumer Guide tested a Cross Sport SEL with a 2.0-liter turbocharged engine and 4MOTION all-wheel drive, a vehicle that starts at $42,465 with delivery. Only a package of floor and cargo mats brought the full price up to $42,700. The Atlas SEL with 4MOTION (but a standard V6) has a base price $2850 higher.
Test Drive: 2019 Honda Passport Elite
The Atlas Cross Sport’s cabin has a classy, understated ambiance. SEL models get Volkswagen’s slick Digital Cockpit virtual gauge cluster and 8-inch touchscreen navigation system as standard equipment. The console houses the engine start/stop button, drive-mode dial, electronic parking brake, and a storage bin with charging ports and a wireless charger.
The Atlii also share powerteam choices, the 2.0-liter turbo four and a 3.6-liter V6—both connected to an 8-speed automatic transmission—though the Cross Sport makes greater use of the four throughout its much broader model line. At 235 horsepower at 4500 rpm, the boosted four falls 41 ponies shy of the V6. However, its 258 lb-ft of torque trails the V6’s grunt by just eight lb-ft, and it peaks much sooner at a low 1600 rpm. As a result, the Cross Sport is moderately snappy from a start, but not the overall performer that the narrow-angle V6 is. The four is also a bit noisier, though not egregiously so. Unlike the bigger Atlas, which restricts AWD to trucks with the V6, the Cross Sport pairs 4MOTION with either engine. A front-drive Cross Sport, which weighs 185 pounds less, might be a little quicker.
The 4MOTION system’s “On-road,” “Snow,” “Off-road,” and “Custom off-road” modes tailor powertrain operation to terrain and road conditions. In On-road, drivers can further tap into “Eco,” “Normal,” “Sport,” and “Custom” options that alter throttle response and transmission operation. The Off-road setting incorporates hill-descent control for better vehicle control on steep grades.
Test Drive: 2020 Toyota Highlander Platinum
Since the Atlas Cross Sport doesn’t have a third-row seat like its larger Atlas sibling, Volkswagen moved the second-row seat back 2.8 inches to further improve the already-excellent second-row legroom.
Real-world fuel mileage for the all-wheel variant hews closely to the EPA estimates, but it’s kind of a low bar for a turbo four: 18 mpg in the city, 23 on the highway, and 20 combined. This driver clocked 21.9 mpg after an 85.3-mile run that featured 43 percent city-style operation.
The fully independent coil-spring suspension is another mutual feature of the two types of Atlas (though the 3-row one has a minutely thicker rear stabilizer bar). As such, the Cross Sport rides smoothly and handles easily—like the larger model.
Front passengers enjoy bucket seats that are comfortably supportive. The same can be said for the rear bench. Legroom is very good throughout, and the rear seat is wide enough for three adults to seriously consider occupying this area at the same time. (A flat floor helps considerably.) The 60/40-split rear seat has reclining backs for added comfort. Even with the lowered roof and a panoramic sunroof (standard in the SEL), there’s still decent headroom. However, the longer cant of the rear roof pillars impedes driver vision to the rear corners a little more than in the somewhat airier 3-row Atlas.
Test Drive: 2020 Hyundai Santa Fe Limited
The Atlas Cross Sport’s sloping roofline cuts into cargo capacity, but there’s still good space here: 40.3 cubic feet behind the second-row seats, and 77.8 cubic feet with the second-row seat backs folded.
The Cross Sport’s distinctive tailgate slope chips away at the total amount of cargo space, but the area is still plenty big enough to be handy. Sidewalls are hollowed out above and behind the wheel houses, there are open bins at the rear corners, and quite a bit of hidden space available around the spare tire. The second-row seat backs fold flat for extra capacity, but they rest slightly lower than the level of the cargo floor.
Volkswagen has given its well-known circular “VW” badge a subtle update, with slightly slimmer, “2D” letters.
Other SEL standard equipment includes 20-inch alloy wheels, full LED exterior lighting, adaptive front lighting and high-beam control, heated power-adjustable mirrors with memory setting, silver roof rails, rain-sensing windshield wipers, 10-way power adjustable memory driver’s seat, 8-way power adjustable front-passenger seat, leatherette upholstery, heated front seats, leather-wrapped steering wheel, and dual-zone automatic climate control. Technology and entertainment items extend to the “Digital Cockpit” instrument display, adaptive cruise control, forward-collision warning, pedestrian monitoring and autonomous emergency braking, automatic post-collision braking, front and rear parking aids, lane-departure warning, blind-spot monitoring, rear cross-traffic alert, remote engine start, keyless access and starting, “hands-free” power liftgate, latest-generation VW Car-Net smartphone app integration, wireless charging, 6-speaker AM/FM/HD audio with voice control, satellite radio, and navigation.
The interior is well stocked with soft-touch surfaces on the dash, door panels, and tops of the front doors. The digital driving controls and big and bright, and can be scrolled by steering-wheel thumb buttons. The Discover Media infotainment system with an 8-inch touchscreen offers straightforward audio programming and use, aided by external power/volume and tuning knobs. Climate controls are direct, no-nonsense dials for temperature and fan-speed settings. Storage for incidental items is handled by large glove and console boxes, a swing-out drawer to the left of the steering column, good-sized pockets with bottle holders. in all doors, and pouches attached to the backs of the front seats. Cup holders are found in the console and central armrest in the rear seat. Rear-seat denizens have a USB charge port and 115-volt power outlet at their disposal.
Test Drive: 2020 Volkswagen Tiguan R-Line
Unlike its three-row Atlas sibling, the Atlas Cross Sport can be had with the 4-cylinder engine–a 235-hp turbo 2.0-liter–and all-wheel drive; the regular Atlas restricts AWD to V6 models. Twenty-inch alloy wheels are standard on SELs.
Considering the additional utility and power in a comparably equipped 3-row Atlas, it seems a better value than the Cross Sport. But if the former’s size and shape just isn’t quite your thing, VW’s still got something you might like instead.
Compared to the original Volkswagen Atlas, the Atlas Cross Sport is less capacious for cargo and passengers (it seats 5 instead of 7), but it’s also a bit more affordable, easier to park, and sportier-looking to boot.
Quick list of every episode of the Car Stuff Podcast
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It’s only been five years since the last major redesign of the Ford F-150, not a long time historically in the truck world, but with competition heating up both in the traditional competitors and newcomers, Ford is pushing forward with the introduction of the all-new 2021 F-150, a remake of its best-selling and most lucrative model.
A new look for the F-150 (1 of 11)
The goal of the introduction this week, hosted by Ford spokesperson Dennis Leary and featuring a variety of Ford employees and F-150 customers, was to show that Ford is well-aware that its industry-leading position (best-selling truck for the past 43 years) is not something assumed, but an achievement to be re-earned every year. The 2021 Ford F-150 has a very simple goal—maintain and expand that market lead for another year or two.
Highlights of the introduction (some detail below) included the presentation of a new full hybrid model and confirmation that a full-electric version is coming. The other big takeaway is that electrification in a pickup take a significantly different form that in a sedan. In a truck application, the emphasis of a large battery is less on propulsion and zero emission miles than on providing a mobile power source for tools and toys.
Next year’s F-150, which will go on sale this fall, follows the typical pickup mold of offering a dizzying number of options in an attempt to provide a potential pickup for every possible buyer. The completely redesigned truck (every one of the aluminum exterior panel is new) will offer six engines, 13 different wheels and 11 grille options in a half-dozen trim levels.
Aerodynamics & tough pickups don’t always go together
Although no official fuel economy numbers are available, Ford pointed out that it was the most aerodynamic pickup the company has ever designed, employing grille shutters, a new automatically deploying air dam and new cab and tailgate geometry to reduce drag and reduce fuel consumption on all models.
The new hybrid F-150 will use an all-new 3.5-liter EcoBoost V6, augmented by a 35-kW/47-horsepower electric motor. A 10-speed transmission and 1.5 kilowatt-hour lithium-ion battery (mounted between the frame rails so it doesn’t take up any passenger or cargo space) complete the powertrain.
The all-electric F-150 will come in 2022, according to Ford COO Jim Farley. When it arrives, it will likely face several competitors, including the Rivian R1T, GMC Hummer, Tesla Cybertruck, Lordstown Endeavor and Nikola Badger.
Back to the present, Ford sees electric power as another tool for the job. The 2021 F-150 will come up with up to 7.2 kilowatts (kW) of exportable power, enough to run a generator and a variety of power tools through 120-volt and/or 240-volt outlets.
Plugs for all your jobs
Inside Ford has added a variety of high-tech features that point out how mainstream the modern pickup has become. One clever addition is that, with a few quick shifts of hardware, the center console can become a desk big enough to hold a laptop. Above that center console half of the F-150 lineup will have 12.0-inch touchscreen displays, matching what’s becoming the standard for the segment. The display will come equipped with Sync4, the latest version of Ford’s infotainment system. Ten new advanced driver assistance systems (ADAS) are going to be available.
Recognizing the variety of uses a truck might undergo, Ford has designed the front seats to recline 180 degrees, so not only is the pickup and office, but also a bedroom. Under the backseat is a lockable storage unit for stashing away valuables or expensive tools.
What a pickup needs is a most list and Ford has drawn up a long one. The stated goal of the 2021 F-150 is to be able to tow the biggest load in its class, carry the heaviest payload, have the most horsepower and torque and also have the longest range.
More tech than seen in a pickup before
Don’t expect the competition to take this lying down, but Ford also had other news last week that went well beyond the news about the redesign of its best-selling product. The company laid out a goal of becoming of becoming carbon neutral by 2050 with three areas of focus that account for 95 peercent of the companies CO2 emissions:
On the vehicle side, it’s putting $11.5 billion through 2022 into the Mustang Mach-E, Transit Commercial and fully electric F-150. It expects all of its manufacturing plants to use 100 percent locally sourced renewable energy by 2035.
Story by Michael Coates
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The waiting is the hardest part, as Tom Petty sang. Ask the eager Tesla Model 3 owners who waited years for their reservations to become reality. Ford is going through the same period of suspended animation while 50,000 reservation holders shelter-in-place and eagerly scan for news for updates on when the Mustang Mach-E will arrive. The earliest models are promised before the end of the year (though maybe not for the U.S.), but the bulk of orders won’t be delivered until early 2021.
In the meantime, Ford has been dribbling out teasers on its first foray into mass-market electric vehicles–the 2021 Ford Mustang Mach-E. First up was a video of the Mach-E doing cold weather testing. Snow much fun!
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The Ford Mustang Mach-E’s all-wheel drive system has been a popular choice with those reserving the car. Ford engineers did their testing at the Smithers Winter Test Center in the Upper Peninsula of Michigan.
Taking a cue from Tesla, Ford next announced that the Mach-E would be capable of over-the-air (OTA) updates for its software system. The company promised that many updates could take place in under two minutes and be essentially transparent to the car owner.
Ford engineers have been working from home to perfect OTA
The secure updates will use the Ford Sync communications and entertainment system and its cloud-connected capability to provide performance enhancements, new features and updates to the Sync system itself. The updates will able to be scheduled by customers so they can take place at a convenient time when the vehicle is not in use. The first updates are expected to roll out with six months of the Mach-E being delivered to customers.
Ford’s expanding OTA capability to other vehicles in its lineup as well starting this year. One challenge Ford engineers have had is developing and testing the OTA system during the pandemic. Working remotely, engineers developed systems to be able to access and reprogram vehicle modules, keeping the technology process moving forward.
The first question for electric car adopters is—where can I charge it? That’s usually followed by—how long with it take. Ford’s aware of these customer concerns and has answers for both questions.
Charging starts at home
Ford’s hooked up with Amazon for installation of Ford Connected Charge home charging stations. Those Level 2 (240-volt) systems will handle most drivers’ needs. Ford Mustang Mach-E owners, through the FordPass Charging Network, will also have access to the Electrify America network of DC fast-chargers and other chargers, encompassing 13,500 stations and almost 40,000 plugs nationwide.
To reinforce the convenience of on-road fast-charging, Ford did some tests with the Mach-E after working on improving its charging speed. Using a 350-kilowatt Electrify American DC fast-charger, Ford was able to add 61 miles of range in 10 minutes of charging. The test model Ford used was a Mach-E with rear-wheel drive and the extended-range battery. The charging time represented a 30 percent improvement compared to previous estimates. Ford even showed some of the quick trips you could take with a fast charge like that.
Oh, the places you will be able to go
Going from 10 percent state-of-charge to 80 percent takes 38 minutes on the same DC fast-charging station. As most EV drivers know, the last 20 percent of charge tends to take longer than charging from a lower level. The Mach-E is expected to have 210-to-230-mile range for the standard range model (the difference is between AWD and RWD models) and up to 300 miles of range in the extended-range models.
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