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Once an outlier in the SUV marketa€”a hot rod with four doors and broad shoulders, with all the power of a benevolent dictatora€”the 470-hp Jeep Grand Cherokee SRT now leads the movement in the do-everything, burn-rubber SUV segment. In the name of proving that an SUV belongs at the racetrack as much as it does on the trail, Jeep temporarily gave in to pressure from enthusiasts to build a performance-oriented Grand Cherokee to compete with new entries from Germany and Japan.
The old school Grand Cherokee SRT was something of a handful on the road and lowered too much for real off-roading.
Jeepa€™s second attempt, based on a much-improved model, is a revelation, offering the acceleration and driving dynamics you expect from a dedicated sports car, without sacrificing features and amenities found on the luxurious Summit model.
So, when the keys to what is ostensibly the mightiest Grand Cherokee unexpectedly fall into your lap, how do you evaluate the SUV designed to perform at the limit?
The 2015 Jeep Grand Cherokee SRT is still big and bold, but its driving manners and cabin quality are much improved from the previous edition. Performance from the 470-hp V-8 is overwhelming at first a€“ careful with that gas pedal pressure a€“ and then impressive at any speed. A light touch of the throttle only tickles the beasta€™s belly, while a heavy stomp results in an immediate bellowing blast down the road. Youa€™ll also want to try out the L-A-U-N-C-H button located aft of the shifter, which features an icon of a stoplight which mimics the a€?Christmas treea€™ lights at a drag-strip.
The lack of body roll and the near-perfect balance between squat and dive through bends make even the seasoned driver curious how Jeep managed to circumvent the laws of physics here. The suspension is adjustable, as is the driving mode, but we found that keeping it in normal or one dial click toward sporty was a more pleasant experience than Eco or Track. Suffice it to say, youa€™re going to be impressed with nearly every element of this luxury SUV in full pads and helmet.Well, almost every element. You may be unexpectedly frustrated, as we were, with the experience of using uConnect, the Grand Cherokee SRTa€™s infotainment system that also appears on other Jeeps, Chryslers, and Dodges. The Grand Cherokee SRT is one of the few Jeeps that feels more at home in the city - or on a racetrack - than muddy trails and rock-strewn paths. The problem crept up intermittently throughout our week driving the SUV, and was not resolved by a simple vehicle reboot. With these systems being briefly out of commission, we had the chance to ruminate on everything else that comes together to make the Grand Cherokee SRT exceptional.
A familiar name meets newly found civility, along with the expected Hemi V-8, in the Jeep Grand Cherokee SRT.
Therefore I decided I’d do two consecutive posts, with one for the likes and one for the dislikes. Charging Rate: One of the advantages of having a small battery in your electric vehicle is that it will charge quickly, provided it has a robust onboard charger.
The Interior: If the unconventional exterior styling has some people scratching their heads, just tell them to open the doors and take a seat inside. If you can curb your enthusiasm for the instant torque, the i3 can be an extremely efficient machine. The Range Extender: I was on the fence for a long time trying to decide whether to get the REx or not. Collision Warning: Collision Warning with Brake Priming Function is activated at speeds up to 35 mph. Soft Speed Limiter: This is another feature that I believe is unique to the i3 and is pretty innovative. When you activate Eco Pro +  mode, you get this display prompting you to keep your speed under 55 mph for maximum range.
Quite recently, I personally wrote an article about how BMW’s i Division was somewhat shifting its priorities away from electrification and towards automation. When Porsche first unveiled its first four-door sedan, the Panamera, the world seemed shocked. After two years of driving a car, usually, somewhere around this point the owner is just about over the car.
Customers of the BMW 7 Series have been asking for an M version ever since the first S-Class AMG came out. BMWBLOG goes to Dallas to test drive the new 2015 Rolls Royce Ghost Series II When is a car not a car? Let’s take a quick look at 11 fully electric cars and see what they bring to the table. The 2016 Focus EV is Ford's only all-electric vehicle, but that will change soon with the automaker committing to no less than 13 EV models by 2020. Save for a front fender charging port and exterior badging, the 2016 Focus EV looks just like its gas-powered stablemate. Befitting it's glimpse-int-the-future powertrain, the interior is a study in cutting edge design cues. The permanent magnetic electric motor produces the equivalent of 143 horsepower and 184 lbs.-ft of torque. Ford claims charge times of 3.6 hours using a 240-volt outlet and 20 hours using a standard 120-volt. The rear trunk space is compromised a little by the battery pack, but still provides cargo space for groceries.
More storage can be found under the trunk 'floor,' with the charger storage in a compartment below this area. The overall look of the Focus EV isn't that outlandish - for an all-electric - but the taillights do have a certain futuristic flair. The Fusion-cum-Aston-Martin grille gives the Focus EV a distinctive look in the hatchback segment.
In addition to sharing the same automaker, these two models each represent the early days of their respective technologies; the combustion engine in the case of the 1903 Model A, and the electric battery in the case of the 2016 Focus EV. We’ll begin to see that investment pay off later this year when the second-generation Focus EV comes to showrooms as a 2017 model, with a reported full-charge range of 160 kilometres and the addition of DC fast-charging capability. Which is sort of true, as Canadian sales of the Focus EV since it debuted as a 2012 model are an anemic 265 at latest count (with 113 of those sold in 2013, when gas prices peaked).
I had the advantage of driving a gas-powered 2016 Focus for a week before swapping over to the all-electric model, so had a good chance to compare the two; visually, there isn’t much difference between the five-door hatchbacks. The EV has a round charge-port door on the driver-side front fender, a smaller trunk (thanks to the battery pack) and slightly different gauge and display readouts on the dash to provide charge and efficiency information. And unlike the gas-powered Focus I drove, the Focus EV comes standard with the new SYNC3 enhanced voice recognition communication and entertainment system; this includes a new touchscreen that allows you to swipe to change content in the same way you do with a smartphone. My major complaint with the EV is the same as the gas-powered Focus: Rear legroom is almost non-existent if you have six-footers in the front seats. In terms of charging, the 240-volt speed of 3.6 hours is good compared to the competition (Nissan Leaf for example), but the 20-hour 120-volt charge time is not. As mentioned, the 2017 model will be equipped with a DC quick charge, which will go a long way in making the Focus EV one of the more competitive all-electrics for the money.
With a base price of $31,999, the Focus EV is more than $10,000 over the base sticker of the 1.0-litre EcoBoost gas model ($19,599), and even with government rebates, no case can be made that the Focus EV will save you money over the long haul (unless that long haul is measured in decades). The same logic no doubt factored in to many people not buying a Model A at the beginning of the last century, since a horse and wagon were much cheaper to operate.

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The best bang for your buck in terms of kilowatt hours delivered per battery dollar spent is at the knee of the last chart.
To get the degree symbol ° on Windows hold down the Alt key and type 0176 on the keyboard number pad. If you are the type where the painting is more important than the frame, or you just like movies, join me in listening to the podcast. Although helpful and enlightening, this discussion about battery life expectancy isn't really relevant to my post. Ideally, you'll have a proper 2 phase VFD (like the Shannon Liu Quadrature Drive), but those are really hard to find. Instead of going with a 3 in 1 kit, the idea of inserting a start cap in the compressor motor circuitry had occurred to me. Finally, I whole heartedly agree with your last statement that most inverters have low voltage cutoffs that engage way too quickly.
What you are describing sounds more like a run cap, only the way you are describing to wire it sounds wrong.
If you're willing to open up the inverter, many have internal adjustments for output voltage and frequency.
Your suggestion to open the inverter and make voltage and frequency adjustments is probably beyond my understanding. If heat or severe discharging has damaged the battery, it may have lost the capacity to start a car more than a few times, no matter how much power the alternator gives it. That’s why you can jump-start a car, drive it, park for a few hours (or longer in warm temperatures) and start the engine from a weak battery – only to have to jump-start it again.
Auto shop technicians who have replaced an alternator might recognize this warning printed on the part’s box: “The alternator isn’t designed to charge a dead battery. To fully recharge a dead 12-volt battery, you’d have to drive about 2,000 miles faster than 70 mph without using the radio, AC or headlights.
The Interstate Batteries ED-18 Battery Analyzer tells your battery’s state of health within seconds. Battery damage is hard to diagnose without the Interstate Batteries ED-18 Battery and Electrical System Analyzer.
Interstate Batteries® sells more than 16,000 kinds of batteries—from AA alkalines and automotive batteries to critical power solutions, and everything in between. 2011 Smart Fortwo EV is powered by a 30 kW drive magneto-electric motor and 16.5 kWh lithium-ion battery. The Volvo C30 Electric as DRIVe, the automaker’s most serious contender in the electric car space that will enter production in 2011.
A limited production run of electrified C30’s that will head out to test fleets in Europe, China and the U.S. Team KDI suka berkongsi info, tips, gambar kereta modified, bodykit dijual terkini, trend DIY modifikasi. Forum bincang mengenai masalah kereta, cara repair sendiri dengan harga murah dan panduan kepada pembeli dan pemandu. If youa€™re like us, without access to an empty racetrack or an airport runway, that means going about a normal driving while not tapping fully into the Grand Cherokee SRTa€™s untapped potential. Unfortunately, our test car's infotainment system decided to have a meltdown, it would freeze or go blank while driving. The excellent 8-speed automatic transmission is your partner in crime, and you will want to exploit it for all that its smooth shifts are worth.
Not once did this Grand Cherokee whine or squeal its way around a turn, the power and grip propelled this WHAT lb. The touchscreen-based system would frequently freeze or go blank, blocking access to most audio and navigation controls.
We put a call in to Jeep to describe the problem, and it was the first instance our contact at the company had heard of the issue with this model.
Consider it the automotive equivalent to forgetting a restauranta€™s sporadic Wi-Fi and, instead, putting all attention back on the meal. Focus on this sport-SUVa€™s core competencies, such as blistering performance, a luxurious cabin, and chiseled good looks. If so, please share it using the "Join the Conversation" buttons below, and thank you for visiting Daily News Autos. My initial thought was to do one post with both the likes and dislikes at this point, but after assembling the lists, I realized I wouldn’t be able to spend enough time on each topic if I did it that way.
It’s kind of like locking in on the vehicle in front of you with a tractor beam and letting it pull you along. The quick charge rate has allowed me to drive 120+ electric miles in the same day without the need of the REx a couple times already.
The interior is stunningly beautiful, with well laid out instruments and more space than a car of this size ever deserves to have.
You just walk up to the car with the key in the pocket and it unlocks when you grab the handle. Once it became evident the BEV i3 wouldn’t have a real 100 mile range that I could depend on, the REx really became a necessary decision. It  is able to respond to both moving and stationary vehicles ahead, as well as to pedestrians. This lead some people to assume it meant the car wouldn’t go faster than 55 mph in this mode, which is not correct.
The EV uses a single-speed automatic; the gas-powered Focus is equipped with a six-speed manual.
Also standard is the MyFord Mobile app, which allows you to use your smartphone to monitor in real time things like the state of the battery charge and the current range, as well as preheat or precool the cabin. In addition, the EV’s rear hatch storage area in comparison is compromised with the battery pack. If you have any problems with the registration process or your account login, please contact support. You really don't want to draw a true deep cycle lead-acid battery (read medical AGM or gel or golf car flooded) down below 50% SOC, and for a faux deep cycle like a marine battery even 50% is too much. Too shallow of discharge and the battery dies from old age before you get your money's worth out of it, too deep and you kill it. It is also available via the character map, and on Windows 8.1 devices with a touchscreen via the on screen keyboard. I have no clue what it is and there is no such thing other than in your posts, according to google. Combine professional battery services, recycling programs and the largest battery distribution network in North America, and you’ll find Interstate has EVERY BATTERY FOR EVERY NEED®. According to Smart, when plugged into a 220V outlet, it takes approximately three and a half hours to charge the battery from 20 to 80 percent of its capacity and less than eight hours to fully charge it. Every electric C30 will include one of these because, “in tough winter conditions below -10 degrees, you need an extra heater.

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It receives a typical SRT re-flash a€“ meaning LED lights and hood scoops and lowered everything a€“ but ita€™s not ostentatious like some German performance SUVs are. Ita€™s hard to quibble over the little things in a vehicle this good a€“ though a working infotainment system should be a part of the deal.
Just maintain some balance between the laws of physics and the reach of Johnny Law, because the Jeep Grand Cherokee SRT goads you into being very, very mischievous. I’ve found it great for both low speed and high speed driving and the car will even come to a complete stop and accelerate again once the car in front of you does.
I use my car to run errands for my restaurant and I’m frequently picking up various supplies. The tall body and wide stance allows the i3, which is more than a foot smaller than a 1-Series to have nearly as much interior space as a 3-Series. I’d prefer having a 100 mile EV and a good robust fast charge network, but that will take a few more years, at least here in the North East. The i3 employes a unique soft speed limiter to gently remind you that you are driving fast and perhaps you should consider slowing down to extend your range.
I have the REx i3 which is about a half a second slower than the BEV and have been timing myself from 0-60 in around 7.6 seconds. Likewise, its regenerative braking acts as a downshift of sorts, so performance and handling far outstripped its oil-based stablemate once you become accustomed to its driving characteristics. That said, Ford designers did a good job of creating a storage space below the cargo floor.
So if I have a weak battery, the alternator should recharge it fully if I drive around long enough. The Volvo C30 does have a slight creep, like an automatic, and it feels very much like a normal car. This is a very logical way to [provide that heat].” The heater itself is small, about the size of a chainsaw motor. Think of it as business casual meets whatever Red Bull enthusiasts like to wear on the weekends. I like this position and really like the outward vision you get in the car, with lots of glass surfaces and an absolutely huge windshield. The hatchback cargo area of the i3, especially with the seats down is so much more useful than either the MINI-E or the ActiveE was and I’m so happy to finally have a real purpose built electric vehicle.
For the ActiveE, BMW employed the same kind of hill hold feature like they do on their conventionally-powered cars. There are three driving modes in the i3: Comfort (this is what the car defaults to) Eco Pro and Eco Pro +.
It’s not Tesla fast, but it is a really a quick little car and is much faster and more fun to drive than my ActiveE was. Also, some times it disengages for no apparent reason and when it does that, the car goes into full regenerative braking mode, since you don’t have your foot on the accelerator.
My ActiveE took about 5 hours to fully charge when it was new, and then when BMW lowered the charge rate due to onboard charger problems, it was taking nearly 7 hours to fully charge. The seats are comfortable and the armrest is adjustable so you can set it at the height you prefer.
When I first got the car I purposely didn’t charge it so I could fully test the REx performance and it worked even better than I imagined.
You needed to depress the brake pedal to activate the hill hold feature, and it would release in a couple seconds. There is no soft speed limit in Comfort mode, but while driving in Eco Pro and Eco Pro +, the soft speed limits are at 75mph and 55mph respectively.
The instant power in the 10 mph to 50 mph range is amazing and feels quicker than my Porsche Boxster did when accelerating at those speeds.
My i3 charges in about half the time it was taking my ActiveE and that makes such a difference for someone like me that does a lot of driving. As much as I liked my previous EV’s, the fact that they were indeed conversions did limit their utility.
There is plenty of space to store stuff with huge door pockets, each that will hold two beverage bottles. I did about two hundred miles of driving in REx mode, mostly highway driving at 70 to 75 mph and it was perfectly capable of maintaining the charge. I’ve only had it come on twice so far and in neither time did it actually prevent me from having a collision, but I could definitely see it doing just that under certain circumstances (like distracted driving).
The reasoning behind this is if you are in comfort mode, you likely have plenty of range and aren’t consciously concerned with extending it.
This is indeed a fun car to drive, and drives so much better than anyone would expect just from looking at it.
After a week of two I was past that though, and feel totally comfortable with not being able to see the nose at all.
There are two cup holders between the rear seats and two cup holders in the front with a slot for another optional cup holder. I still haven’t had time to really test it by overworking it until it cannot sustain the charge, but I will. However if you selected Eco Pro or Eco Pro +, you likely are concerned with how much range you have and are making an effort to maximize it.
That is not an ideal situation by any means, and something I hope BMW will address with a software update in the future. If the adaptive cruise control does disengage by itself, the car should temporally suspend the regenerative braking until the driver touches either the brake or the accelerator themselves. I thought German engineers didn’t understand the American obsession to hold drinks in the car?
The hill hold feature doesn’t time-out, and holds the vehicle as long as you need it to. The one great thing about the REx is not having to think about where I’m going in order to make sure I can plug in if I need to drive a little further than planned. In order to go faster, you need to continue to depress the accelerator further and after a couple seconds it realized that you are aware that you’re passing the soft limit but wish to do so anyway, and it will indeed accelerate. I believe in the near future the range extender won’t be necessary, but with where battery tech and charging infrastructure is today, I believe it makes sense for a lot of people and will certainly help with the adoption of electric vehicles. There have been plenty of times in my other EVs that I was driving on the highway and wanted to keep my speed down a bit to conserve energy but would find myself creeping up and driving faster than I wanted to without noticing it.
The thermistor is attached to two prongs (one I presume is the start and the other is the run connections). However, in my case, we are talking about a few batteries and a cheap inverter running a few appliances in a van.
I can definitely see how a VFD (especially the Shannon Liu) would reduce the voltage surges on start up as well as in combination with a thermostatic control reduce the demand on my batteries and thus extend the life and lengthen the discharge cycles.

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Comments How much driving to fully charge a car battery

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