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    2019 Range Rover Sport P400e Shows A New Green Side

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      Plug it in, Plug it in!


    Land Rover is introducing a number of updates for the 2018 Range Rover Sport including an updated version of the In Control infotainment system and a slight power boost for the SVR variant. But the big news is for a new model that will be joining the lineup next August.

    Meet the 2019 Range Rover Sport P400e, the first plug-in hybrid model from Land Rover. The P400e is part of a new nomenclature that will be appearing on Jaguar and Land Rover models in the coming years. The P represents petrol (gas to us Yanks), 400 is the power output, and e represents some sort of electrification. We're not fans of this new system, but it makes much more sense than Audi's two-digit system.

    Power comes from a turbocharged 2.0L four-cylinder and an electric motor producing a total output of 398 horsepower and 472 pound-feet of torque. A 13.1-kWh lithium-ion battery pack provides 31 miles of electric-only range. No mention of recharging times however. Land Rover quotes performance figures of 6.3 seconds to 60 mph and a top speed of 137 mph.

    The P400e features a special calibrated version of Land Rover's Terrain Response 2 off-road system. This version takes advantage of the electric motor's torque from zero rpm to provide better control during low-speed off-road maneuvers.

    Details on fuel economy, recharging times, and pricing will be announced closer to the release date.

    Source: Land Rover
    Press Release is on Page 2


    2019 MODEL YEAR RANGE ROVER SPORT PHEV

    The 19MY Range Rover Sport is the first plug-in hybrid electric vehicle to be announced by Jaguar Land Rover. Badged P400e, the new model provides sustainable performance by combining a 296hp 2.0-liter turbocharged four-cylinder Ingenium gasoline engine with a 114hp (85kW) electric motor. The 398hp total available power output4 – available through the permanent four-wheel drive system – delivers 0-60mph acceleration in 6.3 seconds (0-100km/h in only 6.7 seconds) and a maximum speed of 137mph (220km/h)3. With an impressive 472-lb. ft. of torque available, the new powertrain mixes dynamic and sustainable performance with traditional Land Rover capability, comfort and refinement.

    Thanks to its electrified powertrain, the Range Rover Sport P400e offers an all-electric range of up to 31 miles (51km)1. For the first time Land Rover customers can experience zero-emission off-road luxury with uncompromised all-terrain capability.

    Drivers can select from two driving modes to best suit their needs:

    • Parallel Hybrid mode (the default driving mode) – combines gasoline and electric drive. The driver can optimize battery charge or fuel economy by utilizing one of two charge management functions:
      • SAVE function – prevents the battery charge dropping below a pre-selected level.
      • Predictive Energy Optimization (PEO) function – entering a destination in the navigation system enables the feature, which utilizes built-in GPS altitude data for the selected route, to intelligently combine the electric motor and gasoline engine to maximize fuel economy.
    • EV (Electric Vehicle) mode – enables the vehicle to run solely on the electric motor using the energy stored in the battery, the ideal solution for zero emission journeys.

    The new PHEV derivative also includes access to the 7kW on-board charger hidden behind the Land Rover badge on the right of the grille.

    The Land Rover Terrain Response® 2 technology has a unique calibration to intelligently and precisely distribute torque from the electric motor, which has no creep speed and maximum torque from zero rpm, to all four wheels. This gives greater control during low-speed off-road maneuvers, reaffirming the outstanding breadth of capability of the Range Rover Sport.

    "The new Range Rover Sport strikes a compelling balance between dynamic capability, passenger comfort and efficiency,” said Nick Collins, Vehicle Line Director, Jaguar Land Rover. “The introduction of our advanced plug-in hybrid powertrain is a watershed moment in the history of our performance SUV.”

    The motor is powered by a 13.1kWh high-voltage lithium-ion battery. Land Rover engineers delivered a set-up that maximizes interior space and provides ideal weight distribution. The 2.0-liter Ingenium gasoline engine is longitudinally mounted, with the 85kW electric motor housed in the ZF® automatic eight-speed transmission at the center of the vehicle alongside the 7kW on-board charger. The access point for the cable is at the front of the vehicle, while the prismatic cell lithium-ion battery is mounted at the rear beneath the trunk floor.

    Designed and engineered by Jaguar Land Rover in the UK, the new Range Rover Sport will be produced at the company’s Solihull production facility.

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    I like this, they did a Volt Powertrain to an SUV. About time, GM are you listening, this is what you need to do to your product lines stat! <_<

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    Sounds like a good powertrain and a lot of torque.  I am curious as to the gas mileage.  The Electric range is pretty good, the Mercedes GLE plugin only does 12-18 miles on electric, but the new S-class does 25 so I imagine that will carry over to all.

    I feel like by the time they get worthwhile range in these plug ins, there will just be electric cars with 400 hp and 300 mile range for the same price.

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    September sales ~
    Mercedes GLE550e : 14
    Mercedes S550e : 35
    - - - - -
    At the price premium EVs & hybrids are carrying, the only way to make inroads is to offer meaningful range (even if that's on perception-ally) at a competitive price. Everything else is just wheel spinning right now. A 31-mile hybrid Range Rover? No one cares right now.

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    3 hours ago, balthazar said:

    September sales ~
    Mercedes GLE550e : 14
    Mercedes S550e : 35
    - - - - -
    At the price premium EVs & hybrids are carrying, the only way to make inroads is to offer meaningful range (even if that's on perception-ally) at a competitive price. Everything else is just wheel spinning right now. A 31-mile hybrid Range Rover? No one cares right now.

    They will have more range, but these are just stop gaps or stepping stones as Drew says to EV's.  Mercedes is going to have an all electric SUV with 400 hp and 300 mile range on sale in 2019.  At that point, why buy the plug in hybrid?  In this case though with the Range Rover, I think they worry about CAFE, and displacement taxes and everything else, one day the 5 liter V8 will be gone in the Rang Rover, and this engine will be the only option, or this and a six cylinder hybrid.  These V8s are going to be mostly done by 2025.

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    OK, rereading this release I realize this is NOT a VOLT like powertrain, which is pure electric with a 4 banger generator.

    This is a true Hybrid that is ICE powertrain with Electric assist.

    In lower speeds you can use pure electric only.

    This is a stepping stone to a pure Plugin Hybrid that only uses a small ICE engine as a generator or pure EV's.

    My gut tells me some will buy these and be happy but most will wait for a pure EV.

    So this system is like GM's first attempt at a Hybrid that we had in the Tahoe, Yukon and Escalade as well as the Pickup truck.

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      Location of Manufacture: 
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    • By William Maley
      What a difference that four years make. That's the timeframe from the first Kia electric I reviewed (Soul EV) to the model seen here, the 2019 Niro EV. So much has changed in terms of battery technology and overall range that I could see myself having an electric vehicle as a primary mode of transport. There are some still some issues that make me think twice, but they are getting smaller.
      Kia avoided the trend of going crazy with the Niro EV’s design. Little touches such as blue accent trim, 17-inch alloy wheels, and closed-front grille hiding the charging port help the EV stand apart from other Niro models. Changes inside are even smaller with a new center console featuring a dial control for the drive selector. This move is very smart as many buyers really don’t want their vehicle to shout “LOOK AT ME” when driving. The electric powertrain in the Niro EV packs quite the punch - 201 horsepower and 291 pound-feet of torque. This is up 62 and 92 respectively from the Niro Hybrid I drove a few years back. Providing the electricity is a 64 kWh Lithium-Ion Polymer Battery that provides an estimated range of 239 miles. Kia says the Niro EV will hit 60 mph in under eight seconds. But I found it to be slightly quicker thanks to all of the torque being available instantly. Merging onto a freeway is where the electric powertrain does lose steam - blame a hefty curb weight of 3,854 pounds. I saw a maximum range of 208 to 210 miles throughout my week. This was due to cold temperatures ranging from low 30s to high 40s. But I was able to do a forty-mile round-trip commute for most of the week without having any range anxiety issues. Charging anxiety is a different story. If you have been reading my electric and plug-in hybrid reviews, then you’ll know that I only have access to 120V charging at home. Plugging the Niro EV after my day job meant waiting over sixteen hours for a full charge. This caused me to not want to venture out far unless I had some important errands to run as it would mean a longer time for a recharge. If I had completely depleted the battery, I would be waiting over two days for the battery to recharge. If you have a 240V charger, that time drops to 9.5 hours for a full-recharge. Finding a quick charger has gotten easier in the past year or two, but it is still a hit and miss affair. There are no quick chargers near where I live (unless I have a Tesla). It's slightly better further south where I work as there some around the area. But that introduces its own set of problems such setting aside the time to charge up the vehicle to finding if one works. I should note that I didn’t get the chance to try quick charging with the Niro EV during my week.  Handling is slightly better in the Niro EV thanks to the additional weight of the battery pack which reduces body roll. Steering is very light when turning, but will surprise you with how quick and accurate it deals with changes in direction. Ride quality is a little bit firm with some bumps and imperfections making their way inside. Where the Niro EV shines is noise isolation. During my work commute, I was surprised by how little wind and road noise came inside.  The major downside to the Niro EV is its limited availability. At the time of this writing, Kia is only selling the Niro EV is twelve states - most of them having Zero Emission Vehicle (or ZEV) programs that require automakers to sell a certain amount of electric vehicles in their lineups. Nothing is stopping you from purchasing a Niro EV in one of the states that it is available, but I’m wondering how many people will do that. Pricing for the Niro EV begins at $38,500 for the base EX model. I had the EX Premium at $44,000 which adds such goodies as an eight-inch touchscreen, premium audio system, heated and ventilated front seats; sunroof. Add in a $1,000 Launch Edition package (LED headlights, front parking sensors, and auto-dimming rear-view mirror), and my as-tested price came to $45,995. Expensive bit of kit, but the Niro EV does come with a long list of standard features including heated outside mirrors with power folding; seven-inch infotainment system with Apple CarPlay and Android Auto; adaptive cruise control, blind-spot monitoring, and push-button start. Plus, the Niro EV qualifies for the full $7,500 federal tax credit which may sway some buyers when it comes time to do their taxes. The Kia Niro EV is the first electric vehicle that I could see myself living with. It drives for the most part as a normal vehicle and offers enough range for most people. The big item you need to be aware of is charging. If you decide to purchase, be sure to get a 240V charger and check to see if there are any sort of fast chargers in your area. It may mean the difference between worry-free and a large amount of anxiety. Disclaimer: Kia Provided the Niro EV, Insurance, and One Tank of Gas
      Year: 2019
      Make: Kia
      Model: Niro EV
      Trim: EX Premium
      Engine: 356V Permanent Magnet Synchronous Electric Motor
      Driveline: Front-Wheel Drive, Lithium Ion Polymer Battery Pack
      Horsepower @ RPM: 201 @ 3,800 - 8,000
      Torque @ RPM: 291 @ 0 - 3,600
      Estimated Range: 239 Miles
      Curb Weight: 3,854 lbs
      Location of Manufacture: 
      Base Price: $44,000
      As Tested Price: $46,045 (Includes $1,045.00 Destination Charge)
      Options:
      Launch Edition - $1,000.00
    • By William Maley
      When Toyota introduced the last-generation Avalon for the 2014 model year, I was shocked by how Toyota had built the better Lexus ES. On the surface, this seems a bit crazy. But Toyota had put a lot of effort into shedding the image of Avalon of an old person’s car by bringing a modern and sleek look; luxurious interior, and a balance between a relaxing ride and sporty dynamics. This became more apparent when compared to the ES launched a couple of years earlier, looking very dated in terms of looks and driving like a cream puff.
      The times are a changing and the two brands have launched new versions of their respective sedans within the past year. I find myself wondering if Toyota still builds the better Lexus or if the ES has finally stepped up and can give the Avalon a real challenge.
      Exterior
      Toyota stuck with the shape of the previous Avalon but gave it some refinement. The low roofline and sloping rear glass shape are paired with more aggressive rear end featuring a full-length taillight. Where the new design falls apart is in the front. Toyota must have taken some of the pages out of Lexus’ design book on grille design as the Avalon has a massive grille. Lower trim models make do with black slats for the insert, but my Hybrid Limited tester features chrome slats that make it more polarizing. I understand Toyota wants to give the Avalon a bit more presence on the road, but this new grille design is a bit much.
      The ES 350 is a different story as Lexus’ designers pulled off an extensive transformation. Wearing a toned-down version of the brand’s current design language, the new ES has an overall look of something formidable and elegant. The spindle grille is front and center, but Lexus has made it slightly smaller to have fit in with the flowing lines. Other design traits include a sloping roofline and shortened rear deck.
      Interior
      Like the exterior, the ES’ interior is completely unrecognizable from the outgoing model. Gone are the cheap feeling and mismatch plastics. In their places is a combination of leather, soft-touch plastics, and wood trim that brings forth a sense of premium uniformity. Ergonomics are also top of the class with such touches as control knobs sitting on either side of the instrument panel, and controls for the climate and audio being in easy reach for driver and passenger.
      Those sitting in the front are treated to leather-covered seats that provide an excellent balance between support and coddle. Those sitting in the back seat might complain about the low position, but will like the ample amount of head and legroom.
      Stepping inside the Avalon Hybrid, Toyota has given it a major makeover. Gone is the flowing and rounded center stack with capacitive touch controls. Instead, the Avalon uses a narrower and blocky center stack with actual buttons. I’m sad to see the touch controls go away as I found them to be quite responsive. Toyota likely dropped them as buyers complained there was no feedback - a click sound or pulsation - to whoever was using it. Other changes include a slim chrome bar running along the dash vents and more color choices.
      Finding a comfortable position in the Avalon was no problem due to the numerous amount of power adjustments available on the Limited. Like the ES, the Avalon’s seats strike the balance of comfort and support just right. In the back, there is an abundance of legroom that allows passengers to stretch out. Headroom is fine for most adults.
      Infotainment
      Toyota has installed the latest version of Entune for the 2019 Avalon. While looking somewhat dated with a muted color palette and dull screen, Entune retains its ease of use. The menus with large touchscreen buttons make it very easy to move around the system, along with clearly marked buttons and knobs sitting on either side. Toyota has also got with times and made the Avalon the first model to feature CarPlay integration. Those wanting Android Auto will need to wait until 2020.
      If there is an Achilles heel to the ES 350, that would be Lexus’ Remote Touch. I have written numerously about how using this system is not only a pain, but very distracting when driving. Take for example changing an XMSirius station.
      Look at the screen to see where the cursor is. Use the touchpad to move the cursor to the station you want, making sure to keep an eye on the screen. Press down on the touchpad to make the selection, hoping you’re finger doesn’t slip and causes something else to happen. This whole routine plays out time and time again whenever you want to do something. Even Apple CarPlay which was introduced for 2019 is a pain to use with Remote Touch. There is salvation on the horizon. Earlier this year, Lexus unveiled an updated RX crossover with a touchscreen for the infotainment system. The automaker said that it will be available on other models in the coming years. Here’s to hoping the ES is one of the first recipients. 
      Performance
      Both vehicles come with the choice of either a 3.5L V6 or hybrid system using a 2.5L four-cylinder. An eight-speed automatic is teamed with the V6. The hybrid uses a CVT.
      The 3.5 V6 has been given a bit more power for 2019, now producing 302 horsepower and 267 pound-feet of torque. This bump makes for a noticeable improvement in overall acceleration, feeling slightly quicker than the last ES 350 I drove. Power builds on a smooth and linear fashion. The engine is also noticeably refined, with barely a rumble coming from underneath the hood. 
      With only a total output of 215 horsepower, the hybrid system in the Toyota Avalon may seem underpowered. This is only an issue when climbing a steep hill or needing to make an immediate pass. Otherwise, the hybrid system provides plenty of oomph for the daily drive. I like how the system seamless transitioned from electric to hybrid power with only a minimal buzz coming from the engine bay. Like other Toyota hybrids, the Avalon Hybrid can travel on electric power alone - albeit a short distance and at speeds below 25 mph.
      In EPA testing, the ES 350 returns 22 City/33 Highway/26 Combined and the Avalon Hybrid returns 43 City/43 Highway/43 Combined. I clocked averages of 25 in the ES 350 and 40 in the Avalon Hybrid.
      Ride and Handling
      Aside from engines, the Avalon Hybrid and ES 350 share another vital component. Under the skin of both models is a version of Toyota New Global Architecture (TGNA) known as GA-K. This variant provides the stiffer structure and lower-center of gravity found on other TGNA models, but allows both Toyota and Lexus to build larger front-wheel drive vehicles.
      In the Avalon Hybrid, the move to GA-K doesn’t change much. The last-generation model showed that you could have good driving dynamics and retain a mission of comfort. The new model continues that with slightly improved handling and sharper steering response. The ES 350 is a different story. Changing over to GA-K transforms the model from a creampuff on wheels to a luxury sedan with that can take corners without embarrassing itself. Body roll is significantly reduced and the steering responds to inputs without fuss. Neither one of these sedans will challenge the likes of the Germans or the Kia Stinger GT, but they will not fall over and cry uncle when pushed.
      Ride quality is still one of the impressive points for both models. On some of roughest, pothole-ladened streets that the Metro Detroit has on offer, the Avalon Hybrid and ES 350 made it feel like mere ripples. Not much outside noise comes inside the cabin of either model, making them a perfect place to decompress after a long day.
      Verdict
      Let’s begin with the 2020 Avalon Hybrid. This updated sedan didn’t surprise me and that’s fine. Aside from the styling, Toyota made small changes to address certain issues of the previous-generation and build upon its strengths. Getting 40 MPG is still an impressive trait for such a big sedan. With a starting price tag of $35,560 for the gas version and $36,650 for the hybrid, the Avalon is still the one to buy if you want the luxuries of the ES without the luxury tax.
      The ES 350, on the other hand, is the more impressive of the two. You have to wonder if Lexus was motivated by what Toyota was able to pull off with last-generation Avalon. In a lot of ways, the ES 350 looks and feels like a proper luxury car. Add in a new platform that doesn’t make you feel like you’re going to tip over and Lexus is very close to that idea of “Experience Amazing”. The only fault is Remote Touch which sours many of the dramatic improvements. If Lexus can get that new touchscreen into the ES ASAP, I would gladly give it my “Most Improved Car of the Year” award. 
      How I would configure a 2019 Lexus ES 350 or Toyota Avalon Hybrid
      Starting with the ES 350, I would skip the base model and go with the Luxury trim. This adds such items as leather upholstery, heated and ventilated seats, and ambient lighting. On top of this, I would add Blind Spot Monitoring package and a power rear sunshade. With destination, I'm out the door with a final price of $45,540.
      For the Avalon Hybrid, I would pick the XSE. This is positioned as the sporty model with various exterior treatments including a mesh insert for the grille. Other standard equipment includes a moonroof, leatherette and suede upholstery, and wireless phone charging. The only two options I would tick are the Ruby Flare Pearl paint and 14-Speaker JBL Audio System. Add destination and the final price comes to $41,480.
      Alternatives
      Genesis G80: A perennial favorite, the G80 slots between the Avalon Hybrid and ES 350 in terms of price - $41,750. It comes showered with loads of standard equipment and an excellent engine lineup. It cannot match the ES and Avalon in terms of interior design, but provides a more modern and easier to understand infotainment system. Ride quality is similar in all three vehicles, but the ES and Avalon have a slight edge in handling. Disclaimer: Toyota Provided the vehicles, Insurance, and One Tank of Gas 
      Year: 2019
      Make: Lexus
      Model: ES 350
      Trim: Luxury
      Engine: 3.5L DOHC 24-Valve with Dual VVT-i V6
      Driveline: Front-Wheel Drive, Eight-Speed Automatic
      Horsepower @ RPM: 302 @ 6,600
      Torque @ RPM: 267 @ 4,700
      Fuel Economy: City/Highway/Combined - 22/33/26
      Curb Weight: 3,649 lbs
      Location of Manufacture: Georgetown, Kentucky
      Base Price: $42,755
      As Tested Price: $45,955 (Includes $1,025 Destination Charge)*
      Options:
      Blind Spot Monitor with Rear Cross-Traffic Alert, Intuitive Parking Assist with Auto Braking - $1,065.00
      18-Inch Split Five-Spoke Alloy Noise Reduction Wheels - $950.00
      Wood and Leather Trimmed Steering Wheel - $300.00
      Power Rear Sunshade - $210.00
      *No window sticker was provided for the ES 350. This is me taking a guess as to final price and options.
      Year: 2019
      Make: Toyota
      Model: Avalon Hybrid
      Trim: Limited
      Engine: 2.5L 16-valve DOHC with Dual VVT-i Four-Cylinder, 650V Electric Motor
      Driveline: Front-Wheel Drive, CVT
      Horsepower @ RPM: 176 @ 5,700 (Gas);  118 (88 kW) (Electric); 215 (Total Output)
      Torque @ RPM: 163 @ 3,600-5,200 (Gas)
      Fuel Economy: City/Highway/Combined - 43/43/43
      Curb Weight: 3,715 lbs
      Location of Manufacture: Georgetown, Kentucky
      Base Price: $42,800
      As Tested Price: $45,118 (Includes $920.00 Destination Charge)
      Options:
      Advanced Safety Package - $1,150.00
      Carpet Mat Package - $248.00
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