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Jaguar Land Rover’s survival bid: five new cars in two years

Jaguar Land Rover (JLR) has embarked on a two-year programme of new vehicle launches and massive industrial investments designed to transform the company’s financial fortunes and put it on a long-term, stable footing.  As well as three entirely new model lines – the new Defender family, the luxury Jaguar J-Pace SUV and a new Range Rover crossover – JLR engineers are replacing the XJ with an electric super-saloon next year and creating a new version of the evergreen Range Rover by 2022.  All of these new models will be built on JLR’s brand-new ‘flex’ MLA architecture, which offers mild- and plug-in hybrid drivetrains as well as a pure-electric option.  According to official company documents, there will also be an all-electric Range Rover model and an all-electric Discovery model before 2025. There are no plans for an all-electric Defender spin-off, though.  The internal-combustion models sold by all of Land Rover’s three so-called ‘brand pillars’ – Range Rover, Discovery and Defender – will be available in only mild-hybrid and plug-in hybrid forms by 2025.  Autocar can also reveal the MLA-based models will have a new SOTA (software over the air) capability, with 14 ‘modules’ in the vehicle’s electrical architecture that are connected to the internet. JLR says the new SOTA set-up will allow it to reduce warranty claims, avoid the need for some recalls, offer predictive servicing and even user-based insurance. Over-the-air feature upgrades for MLA models are also being planned, as well as “in-vehicle rewards and payments”. JLR is hoping to use data generated by real-world use of the new vehicles to inform future model development, too.  The first all-new JLR model is the Defender, which will arrive later this year and be made at the new Nitra plant in Slovakia. This is a challenging project for the British car maker because it is a new model, based on a new architecture and built in a new factory with a relatively new workforce. But as Autocar’s scoops have revealed, the new three-model Defender range has huge potential in the lucrative market for premium family SUVs.  The electric XJ, first reported by Autocar in 2015, replaces the outgoing XJ saloon, which has just ended a decade-long production run at the Castle Bromwich plant near Birmingham.  The new model – due in around 12 months – is expected to be an unashamed super-luxury car in the mould of more expensive Mercedes-Benz S-Class variants (setting it well apart from the ageing Tesla Model S), while also being more driver orientated.  JLR will be hoping that the XJ steals a march on premium EV rivals, offering a zero-emission luxury vehicle that’s ideal for East Asian megacities. Later on, plug-in petrol-electric versions of the XJ will be launched.  Next up at the remodelled Castle Bromwich plant will be the Jaguar J-Pace, which will be larger and more upmarket than the F-Pace. The J-Pace is also expected to be offered as a pure EV and is unlikely to be made public until early 2021.  The upcoming fifth member of the Range Rover family, due in late 2021 and scooped by Autocar in 2017, is also based on the MLA platform. It’s described on JLR documents as a “medium SUV” and is expected to sit between the Evoque and Velar.  It will be more road orientated and its smaller frontal area will ensure it will be the most economical member of the Range Rover family as well as the first all-electric Range Rover. Despite JLR registering the historic Road Rover nameplate, there’s no news on what name the showroom version will take.  Initially, there was some surprise in the car industry that the under-utilised Castle Bromwich plant is to receive significant investment to convert it to build JLR’s MLA platform. Recently, however, it was revealed that JLR had received a loan guarantee from the UK government for half a billion pounds.  The money is expected to help not only the conversion of Castle Bromwich but also planned investments in a new battery factory at Hams Hall, east of Birmingham, and the manufacture of electric motors in the UK.  JLR has already announced that it is teaming up with BMW to develop next-generation electric drive units (EDUs) for future electrified vehicles. JLR will make the EDUs at its Wolverhampton engine plant, which, the company says, will be able to switch seamlessly from making the Ingenium petrol and diesel engines to building the EDUs.  Recently, JLR boss Ralf Speth said the battery makes up 40% of the cost of an EV and that locally built battery packs for UK-made vehicles is an economic necessity. Unless battery production is secured for the UK, Speth predicted, the UK car industry will see production moving overseas.  Although JLR is clearly executing an ambitious and very promising product plan over the next 12 to 24 months, it has plenty of issues to deal with in the near term, with sales of existing models continuing to slide. In the first four months of 2019, Jaguar sales fell 11% and Land
Origin: Jaguar Land Rover’s survival bid: five new cars in two years

This Nova Scotia man has owned the same Model T truck for 70 years

Randall Pitman is 87 years old, and for the last 70 years hes been driving the same old truck, a 1927 Ford Model T.According to the CBC, Pitman was 17 years old when he bought his truck in 1949, and the pair have gone on a number of adventures since, spanning hundreds of kilometres.To be able to afford the truck, Pitman worked at a gas station earning just 10 cents an hour, equivalent to $1.13 in 2019 money.Eventually, he saved up $50 ($563 today) and went to the auction house to buy the truck.Eventually, I bid $45 and the auctioneer, as auctioneers do, kept saying, Forty-five! Who will give me 50?’ he remembers. I stupidly said Forty-seven fifty, and he said Sold!’The truck is pretty basic in the truest sense of the word. Asking Pitman about brakes elicits a chuckle and a reassurance that they work. Nothing on the truck is done for you; even the ignition timing must be manually adjusted to start it.It doesnt even have turn signals Pitman has to stick his hand out the window and signal like you would on a bicycle.Pitman will put the truck on a flatbed to take it on a 600-kilometre journey to Crapaud, P.E.I for a car show that is expected to attract hundreds of vehicle and enthusiasts. Hes covered journeys longer than that in the past, but said that as the car gets older, the parts become more expensive; roadside repairs would still be possible, but not favourable.Pitmans other vehicle is another 1927 Model T, but a coupe model he bought in the 1960s and has been slowly restoring. Hes confident hell keep both vehicles on the
Origin: This Nova Scotia man has owned the same Model T truck for 70 years

66 Years of Corvette complaints: a history of hating America

A 1977 Chevrolet Corvette.Chevrolet The Corvette is Americas sports car. Sure, it wasnt the first to come along, and it has seen plenty of competitors come and go, but GMs plastic two-seater remains the favourite sports car of a nation.Today we have the National Corvette Museum, where various models are enshrined (when they arent being restored from sinkhole damage).And on any given weekend, you can find several Corvettes (along with their fashionably dressed owners) at basically any classic car show.Still, the Corvette has not existed free of criticism. From its troubled beginning as a flimsy show car, professional car reviewers have not held back on sharing their honest opinions on the Corvette.Having been obsessed with Corvettes since well, before I was eating solid foods, Ive built a veritable library of period road tests of the model. And so on the eve of the C8s debut, I pored over my collection of Corvette road tests and found the rudest things reviewers said about each of the seven generations so far.C1: 1953 to 1962The production C1 Corvette was born haphazardly out of GMs Motorama show, and its kinda evident when examined up close. Most reviewers were simply happy Chevrolet was actually building the thing, but it wasnt all roses. Especially in the handling department.A driving impression not entirely favorable concerns cornering, said Motor Life in 1954. The outlet said it showed a definite unwillingness to tuck back in after flinging the back end out in a corner, and mentioned that the ride was not as comfortable as other Chevrolets.From its clean design in 53, the Corvette had grown a smattering of Harley-Earl-dictated chrome details by 1958, some of which displeased the editors of SCI magazine. They disliked the washboard-like phony louvers on the hood and Pontiac-like chrome strips on the trunk. In regards to handling, the magazine said it would simply plow right off the road as power was applied. Hardly high praise!Yes, the C1 Corvette had a handling problem, and by 1961 it still hadnt gone away. When either end of the Corvette does swing out in a corner, it swings pretty quickly and without much warning , so some vigilance is required said SCI in a 1961 road test. In 1962, Motor Trend found the ergonomics rather poor and the build quality even worse, but still said the car was completely satisfying.They said the steering wheel is mounted in a vertical position and most drivers will find it too close.It also leaves little room between the drivers lap and the bottom of the rim. This and the miserably mounted throttle pedal (it kept falling off) are the only real beefs we have about this otherwise completely satisfying car. So the C1 was ill-handling, was (in some years) covered with chrome trinkets and had old-world ergonomics. But lots of that would change in 1963.C2: 1963 to 1967The C2 Corvette was a revolution. Benchmarked against the new Jaguar E-Type during development, the C2 was fast, beautiful, and technically advanced. Made only for a short spell, the C2 is now the classic Corvette. But what drawbacks did the car have when it was new?I tried to find evidence to support the oft-repeated tale that reviewers found the split rear window annoying and found absolutely nothing to support that. Even when turning a critical eye to the car, most reviewers had very few bad things to say about it. Some equated it with the contemporary Ferrari 250 GT. But it wasnt perfect.In 1963, Car and Driver said On bumpy turns its at its worst, veering freely from one course to another, making high-frequency corrections standard operating procedure. Regarding the four-wheel drum brakes, the magazine noted fade is easily provoked. Four-wheel discs would be introduced in 1965 to quell that issue.But by 1967, Car and Driver was still unhappy about the handling. The Sting-Ray rides softly and vaguelyyoure never sure what the car is trying to tell you, editors wrote. In all, reviews here were fairly positive. Maybe the C2s classic status is well-earned.C3: 1968 to 1982The C3 is possibly the most misunderstood car ever made. Its definitely the most misunderstood Corvette. I own a beat-up 1970 model, and nearly caught fire after I claimed it was the second-best Corvette generation of them all. Over its lengthy 14-year run from 1968 to 1982, it morphed from a no-nonsense sports car bristling with power and seething with lumpy-cam attitude; to an overweight, outdated fashion statement on aluminum wheels.The fastest and most powerful Corvettes of the classic era were C3s and the slowest and least powerful V8 Corvettes were also C3s. The complaints I found for the C3 reflect this shift.Early complaints for chrome-bumper cars like mine point to its brutal, animalistic nature. In 1968, Car Life said, The 427 rides like a truck. It shakes so badly on normal roadways that you have to hang on to the wheel just to keep it from bouncing out of your grip. The fiberglass body twists like a snake, and the big V-8
Origin: 66 Years of Corvette complaints: a history of hating America

Audi RS history – 25 years of Audi Sport models

It’s 25 years since the formidable Audi RS2 performance estate was launched, packing a snorting Porsche-fettled five-cylinder unit and spearheading Ingolstadt’s long line of hot family haulers. We’ve been considering some of the most significant models to bear the RS badge since 1994, and seeing whether the pioneering RS2’s spirit lives on.  With an aim to rekindle some of the B7 RS4 magic, Audi launched the RS5 coupe in 2010. Powered by the same naturally-aspirated 4.2-litre V8 as the B7, but with mild tweaking to increase power to 444bhp with an all-singing 8500rpm redline, it was only available with a seven-speed twin-clutch gearbox.  Zero to 62mph was covered in 4.6sec and it had genuine all-weather performance. However, it lacked just a touch of engagement and still felt weighty. That same year, the Audi RS3 was hastened into production. With the TT RS’ 2.5-litre five-pot turbocharged engine shoehorned into the bonnet and mated to a seven-speed dual-clutch gearbox, the RS3 proved to be a more than capable performance hatchback. Despite the engine character, everyday usability and practicality, the RS3’s dynamic prowess was dampened by its inert steering and lack of chassis finesse. In 2012, Quattro GmBH reverted back to its traditional format for the new RS4, launching it in estate form only. The styling was turned up a notch, with steroidal wheel arches, triangular air intakes on the front fascia and large oval-tipped exhausts at the rear, which added up to a wonderfully macho-looking car. It utilised the same 4.2-litre V8 444bhp motor from the RS5 with 0-62mph covered in 4.7sec while being limited to 155mph. An optional extra would allow this to be stretched to 174mph. That year also saw the debut of the C7 RS6, with Audi retiring its predecessor’s mighty V10 powerplant in favour of a downsized 4.0-litre twin-turbocharged V8 making 553bhp. Even with the reduced engine capacity, the new RS6 remains quicker than its predecessor – rattling off the 0-62mph sprint in a staggering 3.9sec and passing the quarter-mile mark just three-tenths slower than a Porsche 997 GT2.  The latest-generation RS5 has made the switch to a 444bhp 2.9-litre V6 unit. Emissions regulations led to a delay in the UK, with both coupé and sportback versions finally going on sale in 2019. Less potent S-badged performance models now make use of a 345bhp mild-hybrid diesel V6, as the brand seeks to sustain its performance offering in the face of increasingly stringent emissions legislation. Now, with the refreshed Audi TT RS, forthcoming updated RS3, and an ambitious target to futureproof its most potent models, Audi looks set to continue the high-performance sub-brand’s impressive legacy.  Aaron
Origin: Audi RS history – 25 years of Audi Sport models

Land Rover Discovery: driving the original 30 years on

Developing new cars on the kind of budget that a German company would spend on a new dashboard has long been a speciality of the British motor industry. Many of these machines bomb, usually brought down by underfunded development programmes guaranteed to produce roulette wheel reliability, but some succeed despite such saddlings. One of the more famous is the Land Rover Discovery, which began life in 1989 as a reclothed, cost-reduced Range Rover designed to sit between the ageing Defender and a Range Rover enjoying ever more success as it was pushed upmarket.  You didn’t need to look underneath the Discovery to see the similarities with the Range Rover. It shared the same windscreen and distinctively slim A-pillars, the same front door glass and much of its inner structure. But to avoid producing a vehicle of almost identical silhouette, the Discovery’s designers added a stepped roof – the raised rear section carrying slender lengths of glazing angled towards the sky.  The tailgate was one piece and side-hinged rather than being split like the Range Rover’s, and most striking of all once you’d climbed inside was an unusual interior finished entirely in shades of pale blue.  This was the work of Conran Design, which was asked to develop an interior suitable for a vehicle bought as a lifestyle accessory. Slender storage racks were mounted above the windscreen, stretchable overhead nets provided carriers for pith helmets and water bottles, and a massive panic handle confronted the front seat passenger.  Even before you’d turned the key, it felt like you were having an adventure. There was even a small lifestyle accessory stowed within this big, four-wheeled lifestyle accessory – a detachable carry-bag made from the seat upholstery clipping to the Discovery’s centre console. The Sonar Blue interior and an impractical three-door body only lightly limited the 1989 Discovery’s success, Land Rover’s latest being decidedly more glamorous than the Shogun and Trooper offered by Mitsubishi and Isuzu. It was better off road than either of these nevertheless accomplished Japanese competitors too. The engine choice was either Land Rover’s new direct-injection 200Tdi diesel or the 3.5-litre Rover V8 that had started life 28 years earlier as a General Motors Buick engine in the US. Most buyers chose the diesel: its modest 111bhp was buttressed by a more promising 195lb ft of torque, all of this appearing at a helpfully low 1800rpm. And once you get over the mild shock of hearing what sounds like a truck engine setting Land Rover’s very first production Discovery all aquiver, it’s this stout pulling power that draws you along in pleasingly languid style. You have to work at it – the 200Tdi’s torque peak being more pointy than flat – but once momentum is gathered, the Discovery bowls and rolls along with comfortable authority.  The roll comes when you shuffle the wheel of a low-geared steering system that’s remarkably cumbersome at manoeuvring speeds, but quickens at speed, when big movements produce big roll. But it doesn’t take long to compensate for this, nor the fact that you must stir the clunkily glutinous gearlever repeatedly to maintain a pace in cut-and-thrust conditions. None of which matters after a while: the airiness of this Disco, the way you look down from it towards the road below, its lightly heaving gait and the light snortings of its 2.5 four-pot diesel prove strangely restful. And no other car, now or then, provides the same in-cabin ambience of an original Discovery.  It’s not just the Sonar Blue hues either – it’s the airiness of the vast cabin, the feeling that you’re viewing the proceedings from a gallery and the robustly wrought details (that grab handle and the low-range gearlever knob among them), all contriving to make it feel adventurously different.  Such impressions are as keenly felt in the rear. The sheer height of the rear compartment, the surface area of glass and the comfortable commodious rear bench make this a great machine for the long distances that it conjures in your mind’s eye. This was a cost-compromised car – any 1980s Rover nerd (who, me?) is able to expose the origins of its door handles, instruments, switchgear and tail-lights (Maestro van for the last, if you must know) – but it was one capable of taking its buyers, and makers, towards excitingly fresh
Origin: Land Rover Discovery: driving the original 30 years on

Citroen to launch three new saloons in the next two years

Citroën will launch three new saloon cars in the next two years, starting with a reinvented C6, marketing director Arnaud Belloni has confirmed at the Goodwood Festival of Speed. The move – in line with the firm’s heritage but against the trend of rivals’ plans in the face of declining saloon sales globally – is described as “unique but not risky” by Belloni, who hinted that the styling wouldn’t follow established saloon conventions. The design study for the flagship new saloon was initially kick-started by the 2016 Cxperience concept. The production car based on that concept has long been rumoured to be under preparation for sale, and it will be unveiled at the Paris motor show in 2020. In a surprise announcement, however, Belloni said that two more saloon models will follow in 2021, with both being unveiled in full production form rather than as concepts. “It’s our belief that there’s still a place for the saloon,” said Belloni. “When you factor in our pledge that all our cars will have either electric or plug-in hybrid options from next year, and the platform changes that brings, you then consider the opportunities that delivers for us to innovate stylistically. “What I will promise you is that these will be cars in keeping with Citroën’s heritage for innovation. The rise of the SUV cannot be undone, but that gives us room to reimagine the the purpose and look of the saloon. “I don’t wish to use the word ‘disruptive’, as that can be misinterpreted, but I promise the look of these cars will be very original. Not risky – we must sell cars – but they will carry on our tradition for looking at new ways to interpret segments. They will be contemporary in the truest form of the word.” Belloni wouldn’t be drawn on the size of the cars, but he hinted that the focus would be the Chinese market – the world’s largest for sales of all cars, and one in which saloon sales remain strong, especially for chauffered cars. “We will not make saloon cars of every size, because there is no market for small saloons,” he said.  Citroen currently sells the C4 saloon and C-Elysee in China, but at least two of the new saloons are believed to be planned for European
Origin: Citroen to launch three new saloons in the next two years

Citroen to launch three saloons in the next two years

Citroën will launch three new saloon cars in the next two years, starting with a reinvented C6, marketing director Arnaud Belloni has confirmed at the Goodwood Festival of Speed. The move – in line with the firm’s heritage but against the trend of rivals’ plans in the face of declining saloon sales globally – is described as “unique but not risky” by Belloni, who hinted that the styling wouldn’t follow established saloon conventions. It was initially kick-started by the 2016 Cxperience concept. The production car based on that concept has long been rumoured to be under preparation for sale, and it will be unveiled at the Paris motor show in 2020. In a surprise announcement, however, Belloni said that two more saloon models will follow in 2021, with both being unveiled in full production form rather than as concepts. “It’s our belief that there’s still a place for the saloon,” said Belloni. “When you factor in our pledge that all our cars will have either electric or plug-in hybrid options from next year, and the platform changes that brings, you then consider the opportunities that delivers for us to innovate stylistically. “What I will promise you is that these will be cars in keeping with Citroën’s heritage for innovation. The rise of the SUV cannot be undone, but that gives us room to reimagine the the purpose and look of the saloon. “I don’t wish to use the word ‘disruptive’, as that can be misinterpreted, but I promise the look of these cars will be very original. Not risky – we must sell cars – but they will carry on our tradition for looking at new ways to interpret segments. They will be contemporary in the truest form of the word.” Belloni wouldn’t be drawn on the size of the cars, but he hinted that the focus would be the Chinese market – the world’s largest for sales of all cars, and one in which saloon sales remain strong, especially for chauffered cars. “We will not make saloon cars of every size, because there is no market for small saloons,” he
Origin: Citroen to launch three saloons in the next two years

Morgan Plus Six is marque’s first all-new model in 19 years

Morgan has unveiled a new £80,000 roadster, called Plus Six, as the first of a planned series of models to use the company’s brand-new ‘wide body’ aluminium chassis. The Plus Six, shown for the first time at Geneva and making its dynamic debut at the 2019 Goodwood Festival of Speed, retains the distinguishing features of the outgoing Plus 8 – flowing front wings, running boards, round headlights and the famous ‘waterfall’ grille – but is a new design in every detail. The Plus Six is the first all-new Morgan since the Aero 8, revealed 19 years ago. It is powered by BMW’s latest B58 in-line petrol turbo six, producing 335bhp and driving through an eight-speed ZF paddle-shift automatic. There is new Morgan-designed suspension, all independent by double wishbones in the front and a five-link system in the rear. The new car is very light: its extra equipment and crash structure add almost nothing to the 1075kg kerb weight of the outgoing V8-powered Plus 8. This should make the Plus Six the fastest production Morgan in history, pushing the top speed into the 170mph bracket. Despite this, the CO2 output is an impressively low 170g/km. Morgan has named its new chassis CX, Roman numerals that mark the firm’s 110-year anniversary. The new structure uses the same bonded aluminium construction principles as its predecessor but includes more sophisticated crash structures front and rear, and integrated rather than bolt-on suspension mountings for rigidity and weight saving. The new CX chassis provides around 20cm more cockpit length to accommodate bigger drivers, allows bigger doors and leaves decent luggage space. The car’s length and width are almost identical to a Plus 8’s, but the wheelbase is 18mm longer. The body is supported, according to Morgan tradition, by an English-grown ash wood frame. As per Morgan’s traditional nature, ABS is the only electronic driver aid on offer, although the firm says others can be specified later. Cockpit design is traditional, with the separate round tacho and speedo dials mounted centrally, but with a configurable TFT screen ahead of the driver. Morgan will offer its usual wide choice of colours and textures with the Plus Six and has just started building cars for a spring launch. Production is planned at around six cars a week and the company aims to have 200 Plus Sixes on the road by year-end. The first 50 will be fully loaded launch editions priced at £89,995, after which regular production will
Origin: Morgan Plus Six is marque’s first all-new model in 19 years

Pure EVs overtake PHEV sales for first time in four years

Pure EVs overtake PHEV sales for first time in four years Not since December 2014 have sales of pure EVs been higher than PHEVs Pure-electric cars outsold plug-in hybrids for the first time since December 2014, as the electric vehicle market continues its shift away from PHEVs and increased numbers of pure-EVs come to market. According to today’s figures (Thursday 4th July) from the Society of Motor Manufacturers and Traders (SMMT), the UK car market as a whole showed a 2.4% drop in overall sales during the month, compared with June 2018, but pure-electric sales increased 62%. with 2,461 EVs registered. Plug-in hybrids continue the category’s struggles in 2019, with only February’s performance exceeding the previous year’s. June was its toughest month to date, with -52% in registrations compared to 2018. The first six months of 2019 have seen an 8% decline in registrations of electric vehicles compared to the first half of 2018. Pure electric models have grown 61% in the same timeframe though, while PHEVs have dropped 31%. June’s figures are the first time the SMMT has broken down sales of mild hybrids and hybrids, whereas previously there hadn’t been clarity as to how the former fitted in with alternatively fuelled vehicles and petrol/diesels. Mild hybrids have shown huge growth since 2018, with petrol-based models up 456% and diesel mild-hybrids up 80%. This is predominantly down to the fact that there are far more models on the market than before, and the likes of Audi are replacing petrol- or diesel-only line-ups with mild hybrid engines. Table courtesy of SMMT Hybrids, which have performed well for some time, mainly thanks to Toyota/Lexus’s policy of replacing diesels with hybrid options, dropped 5%. Diesels fell 21%, with a market share of only 26% now after a couple of years’ of decline in confidence from buyers. The petrol market increased 3%. now making up two out of every three cars registered in the UK.
Origin: Pure EVs overtake PHEV sales for first time in four years

Genesis to introduce a brace of SUVs in the next two years

If theres one thing sorely missing from the Genesis brands showrooms, its a crossover or three. In a market thirsty for tall wagons with traction at all four corners, the Genesis cupboard is more than a little bare.On todays sales call reporting on monthly earnings, we learned this oversight is about to be rectified with a pair of crossover vehicles.COO Erwin Raphael told assembled reporters that, in addition to the G80-based rig set to debut in about a years time, a compact crossover built on the excellent G70 platform will appear.Details are slim but its a safe bet the small SUV will be available with at least the 2.0-litre turbo-four found in the sedan. Plugging the hawt 3.3-litre twin-turbo six would shake up the segment in a big way. Dont expect the G70s stickshift transmission, though.As for the all-wheel-drive crossover already announced, we know it will be called the GV80 and share most of its platform details with the G80 sedan. That machine is available with a 3.8-litre V6, that 3.3-litre twin-turbo or a 5.0-litre V8, by the way. A hybrid version wouldnt be totally surprising, either.Genesis is taking the tried-and-true alphanumeric approach to naming its vehicles, appending a G to their sedans and a GV to their forthcoming crossovers. One assumes they couldnt use GX thanks to some sort of copyright claim by Lexus.South of the border, a market which drives many product decisions in this country, Genesis dealers have been crying out for more product after a production blip earlier this year. Despite having nary a crossover to offer, the brand doubled its sales last month compared to the same timeframe twelve months ago. Once these crossovers hit, expect that number to continue an upward
Origin: Genesis to introduce a brace of SUVs in the next two years