Burns said the general public has given the electric pickup an unexpectedly strong reception, and now the company is trying to decide whether to build a consumer-focused version. “We’ve really been wrestling with it,” he said. “But we want to cut our teeth with fleets because that’s our DNA. We want to make sure we never disappoint them.” The N-Gen has all-wheel drive, which is unusual for a commercial van. “These delivery guys have to go in all sorts of weather,” Burns said. Meanwhile, the company touts the low-floor design combined with the body-on-frame layout and standard pickup-truck ride height as providing a good blend of clearance, durability, and loading ease. Workhorse says that its electric vehicles have already logged nearly two million miles and are in use in 14 states. The company has been ramping up production at an Indiana plant; this summer and fall, it made 143 of its larger E-Gen trucks for the United Parcel Service (out of a total order of 200 from UPS), and it is currently at a production rate of about three vehicles a day. W.B. Mason has also placed an order for those larger vehicles, Ryder is providing sales and support, and Workhorse has one other large order pending that Burns can’t yet talk about. With its current factory, Workhorse can make 60,000 vehicles of the roadgoing kind per year. And if the USPS contract happens? “We could probably fit more,” Burns added. “But it falls under ‘good problems to have.’ ” It’s Really about the Last Mile If you’re in the shipping logistics business—or if you have anything to do with e-commerce and shipping goods—“last-mile delivery” is what it’s all about. In the last mile or few miles of getting a parcel to its final destination, the costs ratchet up, and the task becomes more complex. It’s exactly what Workhorse appears to be trying to address with its approach, which embraces electrification and, when necessary, takes to the skies. According to a report last year from McKinsey & Company, 60 percent of consumers are either in favor of or indifferent to drone delivery.
"If you get in trouble with your line boss, you get transferred," he often told the company's controllers. "But if you get in trouble with me, you get fired! Their job was to blow the whistle if they thought something was wrong."
And it wasn’t just externally where things had changed. Sure, underneath was basically the same front-wheel-drive chassis as the Mk2, but the heavily revised suspension, we quipped, gave it "a far more compliant and comfortable ride at speed". What's more, "the Cavalier is a car you know is going to be a joy to drive almost as soon as the wheels start to turn", due to its "stability" and "crisp" turn-in.
Those who want their very own theme-park ride can buy the Shelby GT350 for $58,045; that’s about $22,000 more than a regular Mustang GT without options. The track-focused GT350R costs an extra $7500 but adds aggressive aerodynamics, even more aggressive chassis tuning, and lightweight 19-inch carbon-fiber wheels with wider Michelin Pilot Sport Cup 2 near-race-spec tires. This stripped-down version saves weight by eliminating the back seat, air conditioning, audio system, and other equipment. The seats can be reinstalled by a dealer, and the rest can be optioned back in with the R Electronics package for $3000. While the GT350R is incredible on the racetrack, we’d prefer to drive the GT350 on a regular basis. It has standard equipment such as:
Performance was also virtuous. the Mk3’s Family II range of engines, which were carried over from its predecessor, were always so much stronger and more efficient than Ford's outdated Pinto or limp-wristed CVH lumps in the Sierra. And the 16-valve GSi model aside, the 115bhp eight-valve 2.0i engine we tested was the most coveted.
Looking at the QX50 side on, the car’s window line rises towards the back, while the roofline gently slopes down. A small roof spoiler, horizontal taillights plus two exhaust exits peeking out of the rear bumper complete what should be a sportier look for Infiniti’s crossover.
With the launch the new Range Rover Velar, the unveiling of the Jaguar E-Pace and the announcement of an innovative new racing series, it’s safe to say that it has been a busy old year for Jaguar Land Rover. Gone are the days when the company was treading water just to stay afloat; JLR is now in fine health, with a series of cutting-edge, electrically assisted models on the horizon.
• 19-inch wheels and tires
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• Apple CarPlay and Android Auto