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    William Maley

    GMC Adds More Gears, New Grille for 2018 Yukon Denali

      Some changes arrive for the Yukon Denali for 2018


    Here is some food for thought: over 50 percent of Yukon/Yukon XL models sold are Denalis. A pretty nice number and one that makes a fair amount of profit for GMC. But that also means GMC needs to keep Denali models up to date to keep those sales up.

    For 2018, GMC is making some updates to the Denali trim for the Yukon family. First up is a new multidimensional chrome grille featuring grille shutters to improve fuel economy.

    "The new grille, which is flanked by HID headlamps and LED Signature Lighting, advances the design legacy established with the very first Yukon Denali in 1999. It’s a more exciting and sophisticated design, while remaining instantly recognizable as part of the GMC Denali family,"  said GMC Global Exterior Design Director Matt Noone.

    Under the skin is a new 10-speed automatic transmission featuring wider, 7.39 overall gear ratio spread that will help make the Yukon/XL Denali more efficient. A 6.2L V8 engine offering up 420 horsepower is standard.

    The updated Yukon/XL Denali arrives at dealers this fall.

    Source: GMC
    Press Release is on Page 2


    2018 GMC Yukon Denali Elevates Style, Refinement

    • The ultimate expression of Professional Grade gets bold refresh on GMC Yukon models

    DETROIT – GMC is elevating the 2018 Yukon Denali lineup with styling and trim enhancements, as well as a new, advanced 10-speed automatic transmission.

    A new, sculpted grille design distinguishes the Yukon Denali, while new Mastique Ash real wood trim adds depth and richness to the interior.

    The new Hydra-Matic 10-speed transmission — paired with Yukon Denali’s 6.2L V-8 engine — enhances refinement with world-class shift smoothness, responsiveness and quietness.  

    “Yukon Denali has always matched style with substance, and the enhancements for 2018 advance that legacy,” said Duncan Aldred, vice president of Global GMC. “The foundational elements of exclusive design, premium touches and uncompromising capability have made Yukon Denali an icon for nearly 20 years.”

    Multi-Dimensional Grille Design

    GMC designers evolved the iconic Denali grille with a multidimensional, sculpted interpretation that, like other contemporary GMC elements, was designed in a layered manner. It’s a theme seen in other new GMC models such as the Acadia and Terrain.

    “The new grille, which is flanked by HID headlamps and LED Signature Lighting, advances the design legacy established with the very first Yukon Denali in 1999,” said Matt Noone, director, Global GMC Exterior Design. “It’s a more exciting and sophisticated design, while remaining instantly recognizable as part of the GMC Denali family.”

    In addition to a more sophisticated appearance, the new grille offers greater airflow to the radiator. Active aero shutters behind the grille close in certain conditions on the highway to reduce aerodynamic drag and enhance efficiency.

    10 Speeds, Refined Performance

    The Yukon Denali’s new 10-speed automatic leverages the engineering experience of General Motors’ multispeed transmissions to deliver improved performance.

    A wider, 7.39 overall gear ratio spread, compared to the Yukon Denali’s previous eight-speed automatic, enables a lower numerical top gear ratio and contributes to greater efficiency.

    The transmission’s optimized gearing and proprietary controls allow the 6.2L V-8 engine to deliver a winning combination smooth operation and precise response.

    Standard and available features include:

    • 420-hp 6.2L V-8 engine with direct injection and Active Fuel Management
    • StabiliTrak electronic stability control, tow/haul mode, trailer sway control, auto grade braking and hill start assist
    • Magnetic Ride Control for improved body motion control
    • Standard 20-inch wheels and available 22-inch wheels
    • Automatic locking rear differential
    • Four-wheel-disc brakes with Duralife™ brake rotors
    • Active Noise Cancellation for a quieter interior
    • 8-inch diagonal GMC Infotainment system with Navigation includes Apple CarPlay and Android Auto capability
    • Standard 8-inch diagonal customizable driver display with head-up display
    • Multiple USB ports and accessory power outlets, including a 110-volt three-prong outlet, to support electronic devices
    • OnStar Basic Plan1 is standard for five years and includes access to an in-vehicle 4G LTE Wi-Fi hotspot2 and select features via the myGMC mobile app3
    • Wireless phone charging
    • Heated and ventilated driver and passenger seats, heated second-row seats
    • Hands-free programmable power liftgate

    The Denali trim accounts for well more than half of all Yukon sales. It is offered in Yukon and Yukon XL models, with the XL featuring a 14-inch-longer wheelbase (20 inches longer overall), for increased third-row legroom and more than double the cargo room behind the third-row seat.

    The 2018 Yukon Denali goes on sale this fall.

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    Wow. A ten-speed automatic.. . . . . with Cadillac and Buick having 8AT in their vehicles.

    GM has come A LONG WAY from the 4T65E transmission in my 2008 Lucerne.  Then again, are there ANY GM vehicles with a 6AT left?

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    for comparison,

    Quote

    10-speed automatic transmission featuring wider, 7.39 overall gear ratio spread

    8L90 has a *7.015 ratio spread

    The 6L80 (and similar 6L90) has a *6.037 ratio spread

    The 4L80-E (and similar 4L85-E) has a *3.3 ratio spread

    -Ratios were calculated from wikipedia's info.

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    23 minutes ago, loki said:

    for comparison,

    8L90 has a *7.015 ratio spread

    The 6L80 (and similar 6L90) has a *6.037 ratio spread

    The 4L80-E (and similar 4L85-E) has a *3.3 ratio spread

    -Ratios were calculated from wikipedia's info.

    Would you be able to show the gear ratios for those since you found the information already?  I'm curious if there is more than one overdrive gear in the 10-speed.

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    1 hour ago, Drew Dowdell said:

    Would you be able to show the gear ratios for those since you found the information already?  I'm curious if there is more than one overdrive gear in the 10-speed.

    I found the transmission ratios on wikipedia. ;)  assuming they're right.

    1 hour ago, Drew Dowdell said:

    Would you be able to show the gear ratios for those since you found the information already?  I'm curious if there is more than one overdrive gear in the 10-speed.

     

    1  2  3  4  R
    2.48  1.48  1.00  0.75  2.07

     

    1  2  3  4  5  6  R
    4.027  2.364  1.532  1.152  0.852  0.667  3.064

     

    1  2  3  4  5  6  7  8  R
    4.56  2.97  2.08  1.69  1.27  1.00 0 .85 0 .65  3.82
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    Hey- I got a 6.40 spread out of my 4-speed! :D

    - - - - - -

    >>"I'm curious if there is more than one overdrive gear in the 10-speed."<<


    Every auto with 6 gears or more I've seen is at least a double OD.
    GM 10Lxx ~
    1 : 4.70
    2 : 2.99
    3 : 2.15
    4 : 1.80
    5 : 1.52
    6 : 1.28
    7 : 1.00
    8 : .85
    9 : .69
    10 : .64

    10th gear hardly seems worth it. Also seems busy in 4-6, like that should be 2 gears vs. 3. The 8Lxx seems far better spaced, making me think the 10Lxx is more marketing than anything else.

    Edited by balthazar
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    13 hours ago, balthazar said:

    Hey- I got a 6.40 spread out of my 4-speed! :D

    - - - - - -

    >>"I'm curious if there is more than one overdrive gear in the 10-speed."<<


    Every auto with 6 gears or more I've seen is at least a double OD.
    GM 10Lxx ~
    1 : 4.70
    2 : 2.99
    3 : 2.15
    4 : 1.80
    5 : 1.52
    6 : 1.28
    7 : 1.00
    8 : .85
    9 : .69
    10 : .64

    10th gear hardly seems worth it. Also seems busy in 4-6, like that should be 2 gears vs. 3. The 8Lxx seems far better spaced, making me think the 10Lxx is more marketing than anything else.

    The transmission has the ability to skip shift both up and down... so I expect that in relaxed driving, you'll skip a few gears. 

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    13 hours ago, balthazar said:

    Hey- I got a 6.40 spread out of my 4-speed! :D

    - - - - - -

    >>"I'm curious if there is more than one overdrive gear in the 10-speed."<<


    Every auto with 6 gears or more I've seen is at least a double OD.
    GM 10Lxx ~
    1 : 4.70
    2 : 2.99
    3 : 2.15
    4 : 1.80
    5 : 1.52
    6 : 1.28
    7 : 1.00
    8 : .85
    9 : .69
    10 : .64

    10th gear hardly seems worth it. Also seems busy in 4-6, like that should be 2 gears vs. 3. The 8Lxx seems far better spaced, making me think the 10Lxx is more marketing than anything else.

    In a truck that is hauling stuff, this should do well to have smooth shifting with gas milage. 

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    1 hour ago, dfelt said:

    In a truck that is hauling stuff, this should do well to have smooth shifting with gas milage. 

    yeah, when going up hills and just need a little more HP... say 200rpm?  this will hardly be noticed.

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    When a diesel truck was non-turbo'd and had 300 TRQ, a 10-spd would've been excellent for aiding acceleration.
    Now that they have 700-900 TRQ and 400+ HP, there really isn't a measurable benefit of a 10-spd over an 8-spd by looking at the ratios... tho I'd happily take a test drive in both back to back to prove myself wrong. ;)

    - - - - -

    I have 310 HP and 520 TRQ going thru the Allison 5-spd in my 2500HD :

    1 : 3.09
    2 : 1.80
    3 : 1.40
    4 : 1.00
    5 : .71

    When the Allison gained it's 6th gear in 2006, they merely added a .61 6th gear, but the trucks struggle to ever get into that gear- has to be a feather pedal and @ cruise speed on level ground. TDs geared like these 'power down' relatively quickly when you get off the pedal.

    Edited by balthazar
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    2 hours ago, Drew Dowdell said:

    I'd be interested to see if this let's the Yukon stay in 4 cylinder mode more often. Allowing 1 gear lower while running on 4 cylinders may be better for fuel economy.

    I'm thinking that this will be the case. The 4cylinder mode even in my 6Speed used to love to come on during Highway cruising until I tuned it out. That being said.. I really haven't considered a change-over for the sake of a new tranny. 

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    I like 4 cylinder mode. I get some amazing fuel economy out of Suburbans with it. Better to have a V8 that shuts half off when not needed than a 6 that I have to spin up a turbo to get any power out of.

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    Better to have a lighter weight SUV.  Imagine if the Escalade was built on Omega and lost 1,000 lbs.

    Even with a heavy SUV, I think it depends on the V6, some V6s can make a lot of power at low end and if you introduce hybrid powertrain or 48 volt electric systems, then you can get some electric boost of the line and a V6 would not even have to work that hard.

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    16 hours ago, smk4565 said:

    Better to have a lighter weight SUV.  Imagine if the Escalade was built on Omega and lost 1,000 lbs.

    Even with a heavy SUV, I think it depends on the V6, some V6s can make a lot of power at low end and if you introduce hybrid powertrain or 48 volt electric systems, then you can get some electric boost of the line and a V6 would not even have to work that hard.

    Essentially, you want the Escalade to be a Buick Enclave.  Yes Ford (with the Explorer) and Nissan (with the Pathfinder) have switched from BOF to unibody in order to lose 800 pounds at least.   The reason that may not happen is because the Escalade makes more profit on its existing platform as we speak.  Also, have you seen the prices on an Escalade, or even a GMC Yukon?

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    17 minutes ago, riviera74 said:

    Essentially, you want the Escalade to be a Buick Enclave.  Yes Ford (with the Explorer) and Nissan (with the Pathfinder) have switched from BOF to unibody in order to lose 800 pounds at least.   The reason that may not happen is because the Escalade makes more profit on its existing platform as we speak.  Also, have you seen the prices on an Escalade, or even a GMC Yukon?

    I think the Escalade should stay where it is for now, but I would like to see an Omega platform Cadillac crossover.  Nothing like a front drive V6 Enclave.  I was thinking more 600 hp V8 in 3 row crossover weighing 5,000 lbs.  They could probably sell that at $150,000 and make way more profit than an Escalade does.    

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    On 5/27/2017 at 7:13 PM, balthazar said:

    Imagine if the s-class was built on the e-platform and lost 1500 lbs.

     

    Or better yet; the CT6 platform! :)

    Classic..  The Sclass on Omega? GM should license it to Benz..  their far superior platform. Some person i kno would be found the next day after the announcement, with a bottle of pills next  to there rotting corpse. 

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    22 hours ago, smk4565 said:

    I think the Escalade should stay where it is for now, but I would like to see an Omega platform Cadillac crossover.  Nothing like a front drive V6 Enclave.  I was thinking more 600 hp V8 in 3 row crossover weighing 5,000 lbs.  They could probably sell that at $150,000 and make way more profit than an Escalade does.    

    i hope U mean an optional 600hp V8. One of the  reasons i hate coming to forums these days are the ludicrous comments made by "enthusiasts " pertaining to HP and consumer products. I agree that a XT8 should exist on Omega, but i think a base engine should be around 400-450hp with optional engine in the 500s and 600s, tge latter being a orderable option built at direct customer request thru dealership

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    1 hour ago, Cmicasa the Great said:

    i hope U mean an optional 600hp V8. One of the  reasons i hate coming to forums these days are the ludicrous comments made by "enthusiasts " pertaining to HP and consumer products. I agree that a XT8 should exist on Omega, but i think a base engine should be around 400-450hp with optional engine in the 500s and 600s, tge latter being a orderable option built at direct customer request thru dealership

    Agreed.  No one would buy such a vehicle.  What he's really doing is setting the bar in such a ridiculous way that Cadillac could never succeed in his eyes. Cadillac could match Benz vehicle for vehicle except skip the GLE Coupe AMG and @smk4565 would roast them for not building a useless tall hatchback with poor handling and 550hp..... point to it and say "See!? Cadillac can't compete!"

    Sometimes the choice is to not compete with a niche that is really quite dumb. 

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    Guest AsianPersuasian

    Posted

    Very slight difference, but it looks tight. I don't think this competes with the new 10 speed Navigator though.  This is much closer to new 10 speed Expedition.

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    47 minutes ago, Guest AsianPersuasian said:

    Very slight difference, but it looks tight. I don't think this competes with the new 10 speed Navigator though.  This is much closer to new 10 speed Expedition.

    The Denali version competes on price.

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    14 hours ago, Cmicasa the Great said:

    i hope U mean an optional 600hp V8. One of the  reasons i hate coming to forums these days are the ludicrous comments made by "enthusiasts " pertaining to HP and consumer products. I agree that a XT8 should exist on Omega, but i think a base engine should be around 400-450hp with optional engine in the 500s and 600s, tge latter being a orderable option built at direct customer request thru dealership

    Of course optional, an Omega SUV should use the 400 hp 3 liter turbo V6 as the base engine, you can throw a plug-in hybrid to the mix, and then your V-series would be 600 hp.   You could even do a V-sport at 500 hp.  

    This Omega SUV would no doubt be faster, better gas mileage, better handling, better riding, and potentially better interior than the Escalade.  So then the question is does XT8 get priced above Escalade, or does the current Escalade become the XT8 and the Omega SUV gets named Escalade.  This is also why you can't have a vehicle with a name in an alpha numeric name scheme.  Unless they keep Escalade and call the Omega SUV a word name also.

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    13 hours ago, Drew Dowdell said:

    Agreed.  No one would buy such a vehicle.  What he's really doing is setting the bar in such a ridiculous way that Cadillac could never succeed in his eyes. Cadillac could match Benz vehicle for vehicle except skip the GLE Coupe AMG and @smk4565 would roast them for not building a useless tall hatchback with poor handling and 550hp..... point to it and say "See!? Cadillac can't compete!"

    Sometimes the choice is to not compete with a niche that is really quite dumb. 

    No one buys Bentley SUVs that probably make about $40,000 per unit profit?  No on buys $150,000 Cayenne Turbos?  Audi is building a Q8 so they can go up the price ladder.  Tesla is selling a $130k SUV.   BMW is building an X7 V12 because they are sick of watching Mercedes-AMG sell GLS's for $120k or $200k G-wagens.   And Rolls thinks people really want to spend $300,000+ on an SUV so they are going to give it to them.

    There is room up in the $150k range for SUVs.  SUV is the most popular body style there is, and there are lots of $100k+ sedans and sports cars, not as many SUVs, which is why all these luxury brands, and even Lamborghini are rushing into that segment.  Cadillac's mistake was thinking Escalade is the top.  You'll have about 10 SUVs more expensive and more prestigious by 2020.  So they have to go up there and challenge.

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    Escalade remains at the top and moves up. XT8 would slot below it.

    As far as performance/roadability- it's the same scenario over at MB with the GLwhatever / G-wagon; the GLw is better than the G at all those things mentioned above, but is priced much cheaper.

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    Wonder when GMC performance will offer a Twin Turbo Kit for the Yukon Denali? That would really set it apart from the Escalade which should have a V edition Escalade with the Supercharged V8 engine.

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    6 hours ago, dfelt said:

    Wonder when GMC performance will offer a Twin Turbo Kit for the Yukon Denali? That would really set it apart from the Escalade which should have a V edition Escalade with the Supercharged V8 engine.

    You say that like it's not a totally random idea. If GMC does a wild turbocharged sport truck, the clear choice is to shoehorn the LF4 3.6TT from the ATS-V under the hood of a 4x4 Canyon and call it a Syclone!

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    11 hours ago, cp-the-nerd said:

    You say that like it's not a totally random idea. If GMC does a wild turbocharged sport truck, the clear choice is to shoehorn the LF4 3.6TT from the ATS-V under the hood of a 4x4 Canyon and call it a Syclone!

    I have posted that already in other GMC threads about bringing back the Syclone and Typhoon. But for me they should do a TT V8 for the Yukon Denali. Making it differant than the Escalade which should have the V with the Supercharged V8.

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    22 hours ago, balthazar said:

    Escalade remains at the top and moves up. XT8 would slot below it.

    As far as performance/roadability- it's the same scenario over at MB with the GLwhatever / G-wagon; the GLw is better than the G at all those things mentioned above, but is priced much cheaper.

    GLS is better in just about every way to a G-wagen, except off road (which 90% of G-wagen buyers in the USA aren't doing and I imagine don't know what a locking differential is, let alone how it works).  The G65 has a V12 though, so that gives it a special cache, but the G-wagen sells on being an icon, Cadillac could potentially move the Escalade up to $125-175,000 and get away with it too.

    There is a new G-wagen coming next year, with new engines, new chassis, new interior, huge weight loss, etc.  So that will fist some of the issues now with the G-wagen not being a very good vehicle to drive.  

    GMC isn't putting a twin turbo V6 in anything, much less a twin turbo V8.  Because CAFE for one and cost for two.  The price point would be crazy and you have to get to 54 mpg in a time when people are not buying cars.  Cadillac however can charge high prices and should do performance SUVs and crossovers.

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All the estimates from both the electrical companies I contacted, and the independent contractors had the new service install between $10 to $12 thousand dollars and the existing services was between $4,700 to $6,200. This also did not include the connection to the PUD. Here I was informed from Karl at SNOPUD that the service could be done but would require a new transformer to our cul-d-sac to support the added amperage pull. As such, this was more than just a wire connection but an outage to the cul-d-sac ending in an almost $15,000 charge. Who knew that adding a service where you pay them for the flow of electricity would have such a huge cost and impact on my project. This put the cost of a new service between $25,000 to $27,000 dollars. So much for the Auto Industry estimates of $1,500 to $2,000 dollars and it also did not include the required $125.00 electrical permit I would have to get from the city and inspection. I did keep in mind that the price of electrical work varies based on the cost of labor where one lives, power of the charger, distance from the charger to the electrical panel along with the job complexity. What about DIY (Do it Yourself), could I do this job myself and what would the cost be? First, I knew from all the quotes that I was greatly under my 200-amp service pull as I have Gas stove, Dryer, Water heater and Furnace. As such, the 240V 30-to-50-amp circuits that are in my panel are not being used at all. One of the independent electricians had stated that the cheapest way would be to pull an existing circuit breaker and run the wire into the panel with the new Circuit breaker, but most electricians did not like leaving existing wires from outlets in the panel even if they were sealed off, they just did not like doing this, so everyone had quoted based on adding a secondary panel. With this information, I researched from the ChargePoint+ website on installing the hardwired charger I had purchased from them. ChargePoint+ has installation videos and covers all the information on installation as well as becoming a certified installation expert. ChargePoint Home Resources | ChargePoint ChargePoint Home Flex (CPH50) Hardwired Installation Video | ChargePoint Become a Certified ChargePoint Installer | ChargePoint From the website above I gathered the following information on the materials that I would need. Conduit large enough to hold the wiring Brackets to attach the conduit and screws 90-degree wire access conduit Associated pipe nipple for connection into the panel Insulated bushing Appropriate washer and locknut for connection to the panel 6 AWG wiring Black, Red and Green wires per code ChargePoint+ clearly states to use 6AWG for their Level 2 Charger installation. 6 AWG wire stripper 70amp circuit breaker Some states require these to be Arc or GFCI for indoor or outdoor, national code for outdoor installation is a GFCI breaker upstream from the outdoor installation. Check local regulations for proper type required. Make sure to get the proper type of circuit breaker for your panel, I had D block circuits. Ground Fault Circuit Interrupters vs. Arc Fault Circuit Interrupters - Bob Vila Torque Screwdriver set Most do not know that depending on the size of the circuit breaker, when you connect the wiring to the breaker, the screws must be torqued to a certain range. The 70amp circuits per the side of the breaker states 45 in. lbs. Paintable caulking to seal both access points into the house for the charger. With having my list of materials, I choose to first compare prices online from Home Depot and Lowe's. What I found was that Home Depot was much higher in the cost of the wiring, but cheaper in conduit, circuit breakers and accessories. Lucky, I have both home improvement stores within a 2-mile radius of my house. What I also noticed was that neither home improvement store had the required tools I would need, so clearly, I would have to stop off at my local Harbor Freight tool store. Harbor Freight Tools | Quality Tools, Lowest Prices With the knowledge of what I needed and a shopping list, I headed out and accomplished the following: Electrical Permit from my city.  Wiring from Lowe's - Lowe’s Home Improvement (lowes.com) Conduit, circuit breaker and accessories from Home Depot - The Home Depot Tools from Harbor Freight tools company - Harbor Freight Tools | Quality Tools, Lowest Prices Opening up the electrical panel as you can see here, I have my household 200amp circuit at the top. This will kill power to everything in the house, below this was the kitchen and laundry room 240V circuit and then on down throughout the rest of the house to the garage with various circuits. At this point, I knew that I would be turning off the 200amp circuit to work on this panel and protect the rest of the house. Note to point out is that when you turn off this 200amp circuit, the power is not flowing to the rest of the panel, but you still have the power coming from the street to this panel and so there is live electricity in that 200amp circuit. One must always be cautious when working with electrical. One safety thing to do, remove ALL jewelry, watches, phones, etc. Have nothing on you that is electrical or any kind of metal and that includes a wedding ring. All these are places that can cause an electrical jump / short that can cause you harm. As one that grew up working on auto's and having great respect for the electrical system of auto's, homes, datacenters, etc. there are some things that I do not have a problem doing. In this case I kept the power to the house on while I pulled the panel cover off. A proper panel should have all the wires in 90 degrees to the circuit breakers and to the grounding / neutral bars that are silver in this case. Here I have not had any manipulation of the box done with patchwork electrical hacks. It is always best to learn the details or hire the proper person to do your electrical work. Being that I am comfortable with pulling out the circuit breaker that is turned off, I choose to pull and replace the 240V 30-amp laundry room circuit. Here in this picture, you can see it removed and a better view of the grounding / neutral bar of the electrical panel. At this point, I wanted to pull out the punch of where I was going to run the new electrical lines into the panel. Once I pulled out the punch, I drilled a small starter hole from the inside to the outside so I could line up properly the larger drill bit for the incoming conduit. Upon drilling, I attached the pipe nipple extension to the 90-degree wire access conduit, and I inserted it through the outside wall. Here I put on the washer, lock nut and insulated bushing as you can see here. Now the next step was to install the conduit, some love their hard conduit and gluing it together as it comes in 10ft lengths, and you then have to either use a special heater tool to bend the hard conduit or buy the proper pieces that are curved. I choose to go with liquid proof flexible commercial conduit. The benefit here is that while this is a bit more expensive, the flexibility of the line makes it so much easier to install. One thing no matter what type of conduit you choose to use is that one has to run the electrical lines through the conduit. Hard conduit can be with tight bends very challenging to run the electrical lines unless you have a special tool that allows you to snake through the conduit, attach the electrical lines and then it uses an electrical motor to pull it. I choose to run my flexible conduit out in a straight line, and I had pushed through my three 6awg lines through it so that I had the wire already in the conduit. Now this does make the conduit much heavier to install, but I found it faster and easier to do it this way. You will also notice that I have a Black, White and Green wire rather than the code dictating a Black, Red and Green wire. Both Lowe's and Home Depot were out at the time of purchase the red 6awg wire. So, I did what is allowed and that is on the ends of the wire at both ends, I wrapped them with red electrical tape. I started with connecting the liquid tight end connector to the flexible conduit and attaching it to the 90 degree wire access to the panel. I pushed the wires through to the inside and reattached the liquid tight cover and then started using the brackets to attach the conduit to the house. Two things to consider, one is the over all look of the installation, sometimes the cheapest approach is not the best especially when it comes to ones significant other, wife, partner, etc., not everyone likes to see conduit. I choose to do my best to minimize the visibility of the conduit and once I paint it to match the house it will truly not show up as the wife never noticed it when she came home till after I showed here. Upon installation of the conduit with the 6 AWG wires, it was time to mount the home charger in my designated place. Here you need to make sure it is level, supported by the wall which can sometimes require additional bracing. Here you see my ChargePoint+ unit being installed on the wall. With the charger installed onto the wall, I finished up the connection of the conduit / wires into the unit. Connected the electrical supply side and the charging cable side and reinstalled the cover. With the installation of the charger unit and wiring done, it was time to focus on the circuit breaker installation side. Here I had an LED head light as I finally turned off the 200-amp circuit breaker to the house. I attached the red and black wires to the circuit breaker, installed the ground wire and then installed the circuit breaker into the panel. I also at this time wrapped each wire from the laundry outlet in proper electrical tap and a wire twist to add additional protection and secured them out of the way in the panel corner. I also at this time used my torque screwdriver to ensure proper torque on the wires. With the installation completed at the panel side, I turned back on the 200-amp circuit enabling the house to have power and was time to go enable the charger unit. Here ChargePoint+ has an outstanding cellphone app to enable you to finish up the setup of the charger. I was able to connect to the unit via WiFi and set the unit to 70 amp circuit hardwired. I also then connected it to my house WiFi for internet access. This allowed me to do a update on the unit for software. Here ChargePoint has on the left side of the unit indicators for WiFi connection. Green is good and as you can see in the picture above, I have WiFi connection and the alert is showing green so no issues with the charger. Upon using the regular ChargePoint software app on my smartphone I was able to complete setting up an account and final configuration of my charger as a home charger unit. The unit is green when not in use but ready to be used. During Charging the unit is a pulsing blue. At this point, I had a functional Level 2 240V 50amp hardwired home EV charger with CCS connector. What did this cost me, simple a total of $1,032.23 Level 2 ChargePoint+ Home Flex hardwired charger: $549.99 plus $54.99 sales tax before $200.00 rebate. Total Cost of Materials: $391.77 which was from Home Depot & Lowe's. Tools bought for the job: $110.48 which comprised of a 6 AWG wire striper and a Torque Screwdriver set from Harbor Freight. Electrical Permit: $125 from the city. Best part of this is the cheap charging we get at home at .10 cents per kW. The ChargePoint app allows me to track and monitor in real time our costs and amount used, so it will make it easy to subtract it from the electrical bill to see the house use versus the EV. The app shows that I am constantly at the 11kW controller capabilities of home charging from Kia. This brings me back to why I titled this the Good, Bad and the Ugly. New Service request is the ugly as the costs of the new service from my power supplier has costs that have never been talked about before to me and I still have to pay for the electrical use which makes this the ugly when you are looking at a five figure cost. The bad is clearly adding the new service panel and the associated costs to an electrical company to do the work, pretty much double what the auto industry has stated having a Level 2 home charger installed would actually cost. Good is for those of you who are willing to learn and do the work, a DIY install is in my humble opinion a very cheap way to go even though it did take a chunk of my time, I have no regrets about learning the process to install and dealing with my city on installation. End result is a quality home charger that will serve me well for many years. Please post any questions or comments, happy to respond on this personal journey into home charging of my EV. View full article
    • Tongue and Groove is best! For the Computer Nerds here:
    • One thing leads to another ... having one Alphaville song in my music collection leads to being clue in to another.  These German guys - meaning Alphaville - are good. "Big in Japan" This is quintessentially '80s all the way around, which is just fine!
    • Man cave type jokes since that would describe most of the active members ... here's an oldie but goodie: Did you hear about the two lesbians who built a house? They used no studs ... it was all tongue and groove.
    • This road test of the Citroen C5 was the result of a serious upgrade in a rental at a Sicilian airport.   I’ve been assigned a smaller Citroen C3 at this very airport before – when the AirBump feature was novel and unusual - and remarked on its excellent ride and easy handling. The C5 is quite a few steps up.  Mostly, it’s all good.  This is a heavier vehicle and, along with that, the ride is like that of a bank fault.  It’s smooth, quiet, and isolated.  In some ways, it is perhaps too isolated.  By this, I mean that road feel is a little compromised owing to its very soft ride, and there is too much assist in the steering.  I noticed this upon taking out of the rental agency’s lot and through its narrow alleyways. It reminded me of an American boulevardier more so than the European SUV that it is.  It firms up some on the open road.  It’s at slow speeds that it feels way more "electric" – the way electric felt when there was the palpable adjustment we all had to make from hydraulic steering. This C5 had a diesel engine, but it was almost hard to tell that.  It is a turbo charged 4-cylinder engine.  The mileage was excellent.  It returned about 43 mpg in a combination of driving – mostly highway driving but with some small town and arduous mountain two lane road driving.  The transmission is a geared automatic unit and has 8 gears.  The shifts are extremely soft, which I feel is mostly a good thing, and suited to the C5.  The only time it’s clear that it’s geared is when pushing down the pedal – just because - or to pass. The C5 is powerful enough and certainly has the torque to sustain grades and demanding conditions.  However, passing seems to be a variable situation.  It almost seems to depend on the speed and the grade.  In most situations, it does so fairly easily.  High speed passes require some strategizing, and, in a few rare cases, it seemed better to avoid them.  In maintaining high speeds on the autostrada, it does so effortlessly and stably.  You might not have an idea how fast you’re going (114 km = 70 mph, and, on a few occasions, there were some 120 kms and 130 kms where the “bank vault” feeling didn’t let on that this was the actual speed). The workmanship is quite good.  The seats had centralized cloth surfaces with bolsters and side construction of either leather or leatherette.  There is stitching that is attractive and taut.  The C5 is ideal and comfortable for long hauls.  Front seat comfort and leg room is more than adequate, and rear seat leg room is acceptable.  Rear storage space is capacious, and this is without folding forward the rear seats.  The small lift-up area for the tire well provides for some additional storage and symmetrical small cubbies on the sides of the rear storage area can come in handy. Except for the diagonal edge on the infotainment center screen (a pet peeve), I really liked the volumes of the dashboard. Everything was nicely crafted.  Linear gauges for fuel and temperature seem to be the thing these days and, although nice, it would be easier if they indicated critical zones in orange and/or red.  The audio quality appeared to be good.  Also, setting up Bluetooth and keeping Android Auto going seemed easy. The console, which opens lengthwise in the middle, is both unusual and large.  The air conditioning works quickly.  In concert with liking the volumes of the dashboard, the number and placement of vents worked well to distribute the cool air.  Ahead of the console are two ergonomically placed cupholders and all the switches for key operating functions ahead of them reflect quality workmanship and are easy to operate. These would include the pushbutton engine start button, the transmission lever, the drive mode selector, and the parking brake.  That said, I found operating some of these features on a rented (and reviewed) BMW Series II Gran Coupe less intuitive.  In general, I liked everything about day in-day out living in this C5 more than in the fussier BMW Gran Coupe.  However, with its lower framework and Germanic underpinnings, the BMW really shone for its roadability and the sense of control it offered. The C5’s silhouette is not that captivating.  However, they work around the “chunkiness” and this can be seen from the interior.  I was surprised at how good rear visibility is.  The seating position is high and commanding relative to the road.  In tight spaces, the tabletop look of the hood ahead of the windshield doesn’t have clearly defined ridges and is harder to work with.  It appears wide for the genre.  Thankfully, the parking assist feature and other traffic sensors were fairly sensitive. I asked a friend who likes cars and rents them often in Europe what he thought of the major French brands.  He ranked them as follows: Citroen, Peugeot, and then Renault.  This vehicle speaks well to the Citroen brand and also aligned with what I’ve experienced among these brands. For a person with a little extra money and who needs the space, a supple ride, and its “thickness” all the way around, the Citroen C5 is a good choice.  On a few occasions, its vagueness annoyed me, but that wasn’t too often.  It was challenging to operate on a few narrower Sicilian streets and alleys, but that would apply to narrow streets and parking lots anywhere.  For some, this C5 could check most, if not all, of the boxes. - - - - - PHOTOS FORTHCOMING
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