#etorque

Ram 1500 Mild-Hybrid 2022 introduce las versiones con motor Pentastar V6 3.6L eTorque a México

Jeep Wrangler Sahara Night Eagle 2021

Jeep® Wrangler eTorque Mild-Hybrid 2021 – el SUV más capaz de la historia – introduce a nuestro país la edición limitada Jeep Wrangler Unlimited Sahara Night Eagle 2021. Jeep Wrangler Unlimited Sahara Night Eagle 2021 combina componentes Trail Rated® de uso rudo, con detalles de diseño clásico de la marca Jeep. Con una apariencia inspirada en el Willys original, el Jeep Wrangler Unlimited Sahara…

Jeep Wrangler eTorque Mild Hybrid 2021

El totalmente nuevo Jeep Wrangler eTorque Mild-Hybrid 2021 – el SUV más capaz de la historia – llega a nuestro país combinando perfectamente su legendaria historia con la inigualable capacidad todoterreno, auténtico diseño Jeep, libertad de manejo al aire libre, dinámicas superiores en carretera y todoterreno, y un conjunto de componentes de avanzada tecnología e innovadora seguridad.

Jeep…

Jeep cada vez más verde; el impacto ambiental de Wrangler reducido en un 15 por ciento

En sus continuos esfuerzos para monitorear y reducir el impacto ambiental de sus vehículos, FCA ha completado su último análisis de Potencial de Calentamiento Global (GWP).

El Jeep® Wrangler Unlimited de nueva generación presentado para 2018 se comparó con su predecesor, dando como resultado que su GWP general es un 15 por ciento más bajo.

“Este es el resultado que esperamos cuando lanzamos…

Words and photos by Michael Hozjan

I hit the Trifecta in the last few months. Last summer I got seat time behind the new Wrangler Sahara and quickly proclaimed it as my favorite Wrangler of all time thanks to the new Freedom Top hardtop. That was followed up by the Gladiator, which again won my heart. In the back of my mind however I murmured how long it’s been since I had driven the original two-door iteration of the popular off roader. Jeep has been feeding us the four door for a while and although there have been numerous new two door trims like the Willys and Black & Tan Edition coming out of the factory, they haven’t made their way into my driveway. So naturally I was ecstatic to see a Mojito green two door Rubicon at the press center.

Despite a more rough and tumble ride than its two larger siblings, smaller cargo capacity and a back seat that takes a lot of determination to get into, my love for the two door is as strong as ever. Maybe I’m still that nine-year old boy playing with a plastic toy Jeep on the living room floor. Maybe it’s because the iconic design is second to none, maybe it’s because it’s truly the only the modern vehicle that screams adventure and you’re not running with the Joneses or the folding windshield and removable doors. Whatever it is there’s some good news to celebrate for the 2020 JL.

Over the years there have been significant design changes to improve fuel economy, from sloped back windshields to tapered hoods but the mechanical aspect hasn’t evolved much, until now.

The most significant change for the 2020 Jeep is the addition of an electric motor-generator to the popular Pentastar 3.6L V6.  It’s the same 48-volt mild hybrid system found on the Ram 1500 and brings the Jeep into the new millennium and was just named to the list of Wards 10 Best Engines and Propulsion Systems.

Technically, the system is supposed to deliver better fuel economy without compromising power. I say supposed to because I managed to get a paltry 15L/100km, a far cry from the projected 11L/100km by Transport Canada. In Jeep’s defense there were a lot of long warm ups as my drive was during the chilliest days and nights we had this past winter.

While not a true hybrid and fuel economy aside, there’s an added bonus, the eTorque does as its name suggests, provides an added 90 lb-ft of supplemental torque when needed. The 48-volt motor/generator captures braking energy for storage and later uses the energy to boost the engine’s torque at low speeds. As well, it keeps the 12-volt battery charged, negating the need for a regular alternator, and restarts the motor when the automatic stop/start system is used. Incidentally unlike other stop/start systems this one is ultra smooth and consistently quiet.

With 260 lb-ft on tap the Wrangler leaps into action at the drop of a hat, or mash of the go pedal. It is not unusual to light up the rear tires.

 Above: Not the easiest access, but once planted the rear bench is comfortable

Ok let me clear up the byline, although my tester was the Rubicon the eTorque option is available throughout the line, it just sounds better with thoroughly modern Willys in the context.

Prices start at a reasonable $33,590 for the base two door Sport trimmed Wrangler equipped with the 3.6L V6 and a manual transmission. Yes Virginia thankfully some manufacturers still offer manual transmissions. It may be cliché but there’s a two door Wrangler for every taste and budget in the four trim lines. Sadly the eTorque system, a $2,495 option is only available with the 8-speed automatic, this undoubtedly due to the start/stop feature of the hybrid system. I complained about the start up racket of the Sahara’s mill, fortunately the Rubicon’s eTorque ran silent.

It all adds up

The base Rubicon, the go anywhere version of the Wrangler line starts off at $46,940 adding the Freedom Top will set you back $1,195 but a must in our climate. My tester came with leather seating ($995) the coooold weather package which included heated seats and steering wheel and remote start, again a necessity and a bargain during those cold night and early morning firings at $895. The upgrade infotainment system with 8.4 inch screen, and nav ($1,395). Moving to the outside, the tow/heavy duty electrical system package is $895. Order the $1,295 steel bumpers and you get the LED lighting kit. Adaptive cruise with a slew of safety items is another $1,495. As you can see the options on my tester added up quickly topping off at over 60 grand.

While I admire the Rubicon’s baddest of the bad boy’s persona and it’s go anywhere capability, on a personal note I wouldn’t have too many uses for the whole rock climbing package.  I like the two-speed Rock-Trac transfer case with the 4:1 drive ratio and the limited slip rear diff. Would it be useful on the farm definitely, could I live without it, also definitely. The base model, with the V6 and the all-important 6-speed manual would still be plenty to get me around.

Buyers also have the option of a 2.0L direct injected turbocharged engine option available $1,295 but again only with the automatic as well as the non-hybrid V6 engine option ($1,795), so you need to ask yourself if the fuel savings will pay for the seven hundred dollar premium of the eTorque.

Price as tested: $65,525*

Text and Photos by Michael Hozjan

Is this the Wrangler I’ve been waiting for

Regular readers know that the Wrangler is a vehicle I hate to love. But love it I do, and now comes one that I find it even harder to resist. Last fall I got behind the wheel of the all-new Rubicon and I strongly urge you to scroll down and catch up on all the changes to the 2019 Wrangler, they are astounding. This past week I had the Sahara, a street friendlier version of the popular Jeep.

What has got me all excited? Two things, a return to four cylinder power and, the Sahara now comes with an electric sunroof that folds past the second row seat to allow nature’s best in. With other models you get either a fold-away canvas top, or a composite fiberglass top. The Sky Power Soft Top as Jeep calls it is a $3,995 option and if you’re lazy like me or always in a hurry like me, and don’t have the patience to unzip, flip, fold, unbolt, crease, well you get the picture, the new top is a blessing.  You can still take off the doors and the rear quarter windows for that safari experience and keep the roof on. 

Other niceties I appreciated about the Sahara is a leather covered dash as opposed to the Rubicon’s rather loud, unmatched colored unit. Am I nit picking? Well if I’m paying sixty grand for a Sahara I better like what I see. OK maybe the leather dash won’t stand up to repeated downpours but then I don’t think too many Sahara owners will need to worry about that…again thanks to the electric roof. The 7” infotainment screen was smaller than the Rubicon’s but I didn’t mind the difference for the $1,395 saving over the 8.4” option. I’ve mentioned this time and time again, FCA’s infotainment interface—called Uconnect—is one of the industry’s easiest to use, quick to respond, and can be displayed on different sized touchscreens whether we’re talking Jeep, Ram or Challenger.  Yes, yes, yes, Apple Car Play and Android Auto are available, as is navigation and a nine-speaker Alpine audio system.

If there is a sore point to the Jeep experience is that the rear seats don’t fold flush with the floor. I was forced to camp out in the back during a major downpour and while grateful I was dry, cursed the designers more than once during the night. 

The second good news is that power for my Sahara was supplied by the all-new 2.0L inline turbocharged four cylinder with eTorque. The four is a $2,590 option but may be a worthy option. Though it makes a lot of rockus when you first fire it up, so much so I thought it had a diesel, it quietens down considerably to a mild hum within a few minutes. The Italian sourced four makes 270 horses and beats out the V6 in torque with an impressive 295 lb-ft., and that, has always been a sore point of the V6. The hybrid four will also send you to 100 kph quicker than the six and still maintains the V6’s towing capacity of 3500 lbs.

While not a true hybrid, the eTorque does as its name suggests, provides additional torque when needed. The 48-volt motor/generator captures braking energy for storage and later uses the energy to boost the engine’s torque at low speeds. In addition it keeps the 12-volt battery charged, negating the need for a regular alternator, and restarts the motor when the automatic stop/start system is used.

Sadly the four cylinder package is only available with the 8-speed automatic. As I mentioned earlier the Sahara is street friendlier Wrangler, which is not to say that it isn’t an off-roader. It will get you in and out of more sand, dirt, gravel or snow than most SUVs on the market it just doesn’t have some of the heavy-duty off-road gear of the Rubicon. Case in point the Selec-Trac 4WD system. Selec-Trac offers you the choice of fuel saving rear wheel drive while still giving you the option of low 4x4. Adding to the Sahara’s road mannerisms are the 255/70 R18 Bridgestone Dueler A/T tires. They’re quiet and provide formidable traction. 

There’s also adaptive cruise control and forward collision warning something unheard of in a Jeep a few years ago.

Where the Sahara hurts is the sticker shock. Entry price is in the mid forties and quickly escalates. Choose your options carefully and it will make a big difference at the end – (news flash). I’ve already mentioned the smaller infotainment screen that will save you nearly $1400. The optional alloy wheels are an additional $695, leather seats $995. Yes I love the big-ticket items but think that FCA could choose to option us a bare bones version without items like power windows and a/c to keep costs down.  Still, talk to anyone who owns one and they’ll quickly point out how well the Wranglers hold their value. More fodder for my love hate relationship.   

2019 Ram 1500 Laramie Longhorn eTorque review and rating

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When the 2019 Ram 1500 debuted earlier this year at the 2018 Detroit Auto Show, the biggest news was arguably the addition of the 48-volt mild hybrid system. Dubbed eTorque, the system is standard on V6-equipped models and a $1,450 option on trucks with the 5.7-liter Hemi V8. It’s not a hybridin the traditional sense. Despite Ram’s claim that the system adds up to 130 pound-feet of…

Engineering

Overall weight reductions totaling nearly 225 pounds net when compared to previous model

New frame features 98 percent high-strength steel to improve durability, weight and rigidity for improved handling

Strongest Ram 1500 ever with most efficient frame in the segment – 100 pounds lighter with 98 percent high-strength steel

Maximum payload increased to 2,300 pounds, and maximum trailer tow to 12,750 pounds

New Ram 1500 is the segment’s most aerodynamic pickup with .357 coefficient of drag and features exclusive active aerodynamics: grille shutters, air dam and air suspension

All-new Frequency Response Damping (FRD) shocks deliver the best combination of ride, handling and comfort in a pickup

Next generation, class-exclusive air suspension enhances fuel efficiency, improves ride, and gives greater off-road capability, load-leveling and entry/exit convenience

Largest front brakes in segment at 14.9 inches and new electric parking brake

New 4×4 Off-road Package includes suspension with one-inch lift, electronic locking rear axle, tuned shocks and Hill-descent Control

Powertrain

2019 Ram 1500 delivers significant gains in fuel efficiency with eTorque mild hybrid system on second generation 3.6-liter Pentastar V-6 and legendary 5.7-liter HEMI® V-8 engines – widest use of mild hybrid technology in the segment

eTorque combines belt-drive motor generator unit with 48-volt battery pack to enable start/stop function, short-term torque assist and brake energy regeneration

eTorque adds up to 90 lb.-ft. of torque to the 3.6-liter Pentastar V-6 and up to 130 lb.-ft. to the 5.7-liter HEMI V-8

Frame-mounted active tuned mass modules (ATMM) and Active Noise Cancellation in cabin expand use of Fuel Saving Technology cylinder cutoff on 5.7-liter HEMI V-8 and enable quiet cabin at 67.1 db

New generation of TorqueFlite eight-speed automatic transmissions provide improved efficiency with more powerful control computers

New electronic locking rear differential is standard on 4×4 Off-road Package and Rebel, available on all models

Heat exchanger system quickly warms lubricants, maximizing engine and transmission efficiency during warm-up