It’s pretty amazing that it has taken over 20 years for hybrid electric vehicles to generate truly significant interest. Yet, that’s the story today as many who are interested in electrification have decided to try a gas-electric hybrid first to sate their appetite for an electrified vehicle. It’s an easy choice since there is no real downside to a hybrid – great fuel efficiency, no range anxiety, and a more affordable price of entry compared to a fully electric vehicle. But how do they work? This article, which ran in Green Car Journal a dozen years ago, explained hybridization in an easy-to-understand way that still resonates today. We’re sharing it here just as it originally ran in Green Car Journal’s Summer 2012 issue.
Excerpted from Summer 2012 Issue: The term ‘hybrid vehicle’ covers a lot of territory. Motivated by two or more different power sources, a hybrid electric vehicle (HEV) uses an internal combustion engine (ICE) and one or more electric motors with batteries that store electrical energy. The ICE is usually a gasoline engine, but diesel engines can be used.
In the future, we will see hydrogen fuel cell hybrids where a fuel cell replaces the ICE. Then, there are hydraulic hybrids, now found in large trucks and buses. Here, energy in the form of high pressure hydraulic fluid is stored in accumulators and reservoirs rather than batteries, and hydraulic pressure rather electric motors drive the wheels.
There are both series hybrids and parallel hybrids, with the latter configuration currently far more popular in automotive applications. Cars like the Chevrolet Volt and Fisker Karma are series hybrids. Here, the ICE’s sole or primary job is to drive a generator that supplies electric energy to the battery or directly to an electric motor, or motors, that power the wheels. The engine in a series hybrid can operate at an optimum speed for best fuel economy since its focus is generating electricity rather than providing mechanical power to the wheels.
In a parallel hybrid, both the ICE and electric motor(s) can power the wheels together or individually. The ICE can also keep the battery charged. The ICE in parallel hybrids can be smaller and more fuel efficient since their electric motors can supply supplemental power for peak loads.
Then there are mild hybrids and full hybrids. In a mild hybrid, the ICE and motor/generator operate in parallel, with the motor/generator used for regenerative braking, stop-start capability, and battery charging. While the ICE provides most of the propulsion power, the electric motor can supply additional power, such as during acceleration and hill climbing. A mild hybrid cannot travel solely on its electric motor. The Chevrolet Malibu Eco, Buick eAssist, and BMW ActiveHybrids are examples of mild hybrids.
A full hybrid adds the ability to operate on electric power alone, at least for short distances. Sometimes a full hybrid is called a series-parallel hybrid since, like a series hybrid, its ICE and motor/generator can charge the battery that in turn powers the wheels. Examples include Toyota, Lexus, and Nissan hybrids, including the Prius with its Hybrid Synergy Drive (HSD) and Ford’s Fusion and C-Max hybrids.
Microhybrids are not really hybrids according to the above definition since they save fuel simply by shutting off the engine when a vehicles stops, such as at traffic lights. Their advantage is that microhybrids can deliver a 5 to 10 percent improvement in fuel economy with only minor modifications to a powertrain, while adding only a small amount to a vehicle’s cost. They do require more robust and powerful starters to handle the greater number of starts, plus more capable batteries to keep the air conditioning, radio, and other electronics running during the stop-and-start process when the engine is shut down. . As expected, maximum fuel economy comes in stop-and-go urban driving with no savings achieved during long-distance highway drives.
Often, stop-start is combined with regenerative braking for further fuel savings. This adds complexity since the braking system must have the ability to recoup braking energy and convert it to electricity that’s used to keep batteries charged. Virtually every mild and full hybrid features stop-start and regenerative braking. In fact, these two systems are what help hybrids achieve greater EPA estimated fuel economy in city driving compared to driving on the highway, where steady speeds have traditionally resulted in much better mpg than when driving in stop-and-go traffic.
As the name implies, the plug-in hybrid electric vehicle (PHEV) operates as a conventional hybrid but can also be plugged into the electric grid to recharge its batteries. This is in contrast to conventional hybrids that recharge only by their onboard generator and regenerative braking. PHEVs, which have a larger battery pack than standard hybrids so they can be driven longer on battery power alone, may never need a drop of gasoline if driven relatively short distances. Longer drives use a combination of battery and internal combustion engine power. Examples include the Toyota Prius Plug-In, Ford Fusion Energi, and C-Max Energi hybrids.
An Extended Range Electric Vehicle (EREV), sometimes called a Range-Extended Electric Vehicle (REEV), is designed for battery electric driving. It creates its own on-board electricity when batteries are depleted to extend all-electric driving range. EREVs can have either series or parallel hybrid configurations. The series hybrid Chevrolet Volt and Fisker Karma are high-profile examples that travel 25 to 50 miles on battery power and then hundreds of miles more with on-board generated electricity. Other similarly-powered extended range electric vehicles are on their way. The upcoming BMW i3, for example, will have a REx option with a small ICE that extends its nominal 100 mile all-electric range.
A growing number of car buyers are showing a keen interest in hybrids, those super-efficient cars, trucks, and SUVs that combine the benefits of both electric and internal combustion power. For some, it’s all about stellar fuel economy. Others see a hybrid as an easy entry into electrified vehicles without taking the more unfamiliar leap to a plug-in model, or paying the extra cost.
Whatever the motivation, we’re huge believers in hybrids because of their many obvious benefits. Ready to bust a move? Here are 10 fuel efficient hybrids from five automakers that deliver 37 to 57 combined mpg, available with a reasonable manufacturer’s suggested retail price (MSRP) of $25,000 to $34,000. Yeah, we realize that some models could be in short supply at times and others may be so popular dealers are tempted to add on a mark-up over and above the MSRP. It that’s the case then keep looking since cross-shopping dealers online is pretty straightforward these days and you may find a better deal just a short drive away.
We’ve driven plenty of Mustangs over the years and have owned several, including a 1966 Mustang back in the day and a pristine 2005 Grand Am Cup-themed Mustang GT that resides in the garage now. The latter combustion pony car shares garage space with a charging electric car most of the time, representing a scenario that’s likely to become a fixture of life for many multi-car households in our unfolding mobility future – an EV for most daily driving and a combustion car or hybrid available for good measure.
Playing to this, electrification strategies have varied among the world’s major automakers, from a bit of dabbling with EVs to going all-in with battery electric models. Time will tell which strategy works out best in an era where electrification’s benefits and challenges are often still weighed intently before buyers make their move to go electric, though buyers in growing numbers are doing so these days.
Ford is solidly positioned in the ‘all-in’ category. Along with its electric F-150 Lightning pickup and E-Transit commercial van, perhaps its most high-profile move has been its evolutionary – or perhaps revolutionary – Mustang Mach-E that debuted in late 2020, the electrified stable mate of the legendary gas-powered Mustang.
The Mach-E successfully trades on the Mustang nameplate and carries on distinct Mustang design cues like a long hood and tri-bar taillights, though it is decidedly different with a unique sweeping roofline and coupe/liftback design. While some Mustang afficionados might take issue with the nameplate being applied to a crossover model, it’s really a moot point. The fun factor is there and it’s a Mustang in spirit if not in silhouette.
As expected, the Mach-E continues to evolve with an expanding number of model choices and battery options, including the new dual motor Mach-E GT that we recently drove in the Pacific Northwest. What really got our attention, though, was Ford’s Mustang Mach-E Rally we piloted around the track at the Dirtfish Rally School in Snoqualmie, Washington, just outside of Seattle.
The Rally gets all the content and performance attributes of the GT with additional benefits and features added for its mission. This adventurous model is a departure from the norm for Mach-E, literally, with that departure focused on off-pavement action far from stoplights, traffic, and the hustle of daily life. Our experience test driving for 4 Wheel & Off-Road magazine many years ago means we have a deep appreciation for that kind of opportunity.
The all-wheel drive Mach-E Rally comes specially prepared for the job, with MagneRide suspension featuring an inch higher riding height than the standard Mach-E, RallyCross-tuned shocks and springs, and powertrain calibration and traction control tuned for the rugged and uneven surfaces of dirt-track and rallycross driving. Aluminum underbody shielding provides protection from the hazards and grime inherent in this kind of off-pavement driving.
Power is abundant with the Mach-E Rally’s 480 horsepower delivered by front and rear motors, with an available RallySport drive mode enhancing linear throttle response. Selecting this mode also sets more aggressive damping for improved handling and enables additional yaw for bigger slides, all important in dirt-track driving. Acceleration is impressive with the Rally’s 700 lb-ft torque enabling a 0-60 mph sprint is just 3.4 seconds. Its 91 kWh lithium-ion battery delivers an estimated 265 mile range.
Form follows function with the Mach-E Rally, as it is also distinguished with special body moldings, an aggressive rear liftback spoiler, rally-style fog lights, black painted roof, and eye catching graphics that add to its appeal. Power is delivered to the road via 19-inch gloss-white wheels equipped with Michelin CrossClimate 2 tires ideal for navigating loose surfaces. All this comes at a cost of $59,995, some $20,000 over the base model and six grand more than the Mach-E GT.
Driving the Mach-E Rally at Dirtfish was exhilarating. This specially equipped model exhibited exceptional capabilities and a seriously fun-to-drive nature at speed, which was expected given its rallycross nature. What’s really impressive is the degree to which the Mach-E Rally accomplishes this without sacrificing comfort or capabilities on the street, where most drivers will likely spend most of their time behind the wheel.
So, let’s just share a fundamental: There’s no circumstance in which either of our personal Mustangs would have ventured off-pavement, at least not willingly and not for an extended drive, unless we happened upon a washed-out road and it was our only way home. But the 2024 Mustang Mach-E Rally? Well, that’s another story…and it’s a really good one.
Now that we’ve been behind the wheel of a Mach-E Rally on Dirtfish Rally School’s dirt, gravel, and wet course, our Mustang horizons have expanded. We can say with confidence that heading off the beaten path in a Mach-E Rally is not only a reasonable option, it’s one likely to be calling out to Rally owners with some regularity. After all, while the road ahead may be straight and true, often enough there will be a new adventure awaiting on dirt roads less traveled just a turn of the wheel away.
VW will launch its 2025 ID.7 electric sport sedan in the U.S. in two trim levels and in both rear- and all-wheel drive formats. Typically, a two-trim strategy provides a more basic entry-level model and a mid- or top-range premium version. But since the VW ID.7 is being marketed as a ‘near luxury’ sedan, its base Pro S trim should come very well-equipped. The Pro S Plus will offer even higher levels of posh, adding 20-inch alloys, adaptive ride damping, front premium massage seats with heating and cooling, and an upscale 700-watt, 14-speaker Harman/Kardon sound system.
Rear-drive versions of the 2025 ID.7 will use a single motor mounted on the rear axle rated at 282 horsepower and 402 lb-ft torque. All-wheel drive versions will have two motors – one on each axle – capable of delivering a maximum of 335 horsepower. Both will use an 82 kWh lithium-ion battery pack. Those are the same powerplants installed on the three upper ID.4 electric crossover trims for the 2024 model year. VW is holding back on revealing range estimates for the ID.7 until closer to launch, but the streamlined sedan should deliver a few miles more than the boxier ID.4, which is rated – for 82 kWh battery versions – at 292 miles for rear-drive models and 263 miles for all-wheel drive versions.
Sedans have been phased out by many automakers in the U.S. market and electric sedans are even rarer, so the ID.7 won’t have a lot of direct competition. Midsize premium electric sedans in the ID.7’s anticipated price range are the Hyundai Ioniq 6, which is likely to be the prime competition, plus the Tesla Model 3, lower trim levels of the BMW i4, and some trim levels of the Ford Mustang Mach-E, a crossover with some sedan-like styling characteristics.
The ID.7 may be the roomiest of the bunch. At 195.3 inches, it is longer than any of the others and just .75 inches shorter than the ID.Buzz van. The ID.7 also has a longer wheelbase – an indicator of cabin legroom – than any likely competitor except the Mach-E, which, at 117.5 inches, beats the VW electric sport sedan’s wheelbase by a scant half an inch. Driving range varies among likely competitors’ rear-wheel-drive models, from 256 miles for the base BMW i4 with a 66 kWh (usable) battery to an extended range of 310 miles for the Ford Mustang Mach-E with an 88 kWh (usable) battery.
The ID.7 is expected to come to market with a sporty, EV-modern interior with a flat dash hosting a centrally mounted, 15-inch infotainment touchscreen that will be control central for most vehicle functions. Backlit sliders beneath the screen will provide cabin temperature and audio volume controls, and there’s a touchpad on the left side of the dash with headlight and defroster controls. A head-up display will show drivers most of the info they need, projected directly onto the lower portion of the windshield, but there’s also a small digital driver info screen behind the flat-bottom steering wheel. The shifter is located on the steering column, leaving the center console clean and open.
To make up for the paucity of physical controls and to make it easier for drivers to use the vehicle’s functions – like selecting drive modes – without taking their eyes off the road to stare into the infotainment screen, VW has developed a voice command system that can be used to do more than change audio channels and make phone calls. Drivers will be able to use to it set those drive modes, set up the navigation system and driver-assist systems such as lane-keeping mode, and even adjust the in-dash vents for the climate system.
While VW hasn’t supplied most vehicle measurements yet, the company did disclose that the ID.7’s primary cargo area behind the fold-down second-row seats measures a spacious 18 .8 cubic feet. Among potential competitors, only the Tesla Model 3 and Mustang Mach-E have more.
ID.7 will use VW’s IQ.Drive advanced driver assist system as standard equipment. It features hands-on-wheel semi-autonomous driving in some circumstances. Also standard across the line will be automated Park Assist Plus for parallel and perpendicular parking. We expect standard safety and driver assist systems for the ID.7 to include full-range adaptive cruise control, front collision mitigation, blind spot monitoring, lane departure warning and lane keeping assist, and more. The ID.7 hasn’t yet been crash-tested by either the National Highway Traffic Safety Administration (NHTSA) or the Insurance Institute for Highway Safety (IIHS). But the ID.4, with which the ID.7 shares a platform, has received top crash safety ratings from both.
Pricing is also to come and won’t be revealed until closer to the ID.7's launch in the third quarter of this year.
This was originally published on thegreencarguy.com. Author John O'Dell is a distinguished career journalist and has a been an automotive writer, editor, and analyst specializing in alternative vehicles and fuels for over two decades.
Toyota, a firm believer in the power of hydrogen to help remake the world of transportation, has turned its longtime R&D center in Southern California into its North American hydrogen development headquarters. Christened H2HQ, the small complex in Gardena is being repurposed to bring all of Toyota Motor North America’s hydrogen propulsion and stationary powerplant development activities under one roof. Toyota also has hydrogen research and development centers in Japan and Europe.
The new North American hydrogen facility initially will concentrate on hydrogen technology for heavy trucks and stationary power plants but will also continue working on the automaker’s fuel cell system for passenger vehicles. Toyota’s Mirai sporty sedan is one of only three fuel-cell electric passenger vehicles marketed in the U.S., alongside the Hyundai Nexo SUV and the new Honda CR-V e:FCEV plug-in hybrid. All are available only in California, which has all but two of the nation’s publicly available hydrogen fuel stations.
While such vehicles still serve only a tiny niche market, their fuel cell technology is exportable. Toyota uses the same fuel cell stacks developed for the Mirai in its heavy-duty truck and stationary power generation systems as well. On the heavy truck side, the automaker already has developed a hydrogen fuel cell powerplant ‘kit’ it will market to commercial truck manufacturers to offer their customers as an alternative to diesel engines.
The company believes, as do Hyundai and Honda, that hydrogen fuel cells have a robust future as the basis for clean power for transport and that right now, heavy-duty trucking – under tremendous pressure to clean up the air pollution caused by diesel engines – is where a lot of effort needs to be applied.
Work at H2HQ will enable Toyota to localize its global hydrogen work on both light and heavy-duty fuel cells and fuel cell vehicles, on hydrogen fueling, and on stationary fuel cell power plants, thus “creating real-world products to help reduce carbon emissions,” said Ted Ogawa, TMNA president and chief executive. Meaningful carbon reduction requires hydrogen made using renewable energy, and Toyota is working with various regulators and the power industry to promote increased use of renewables.
The H2HQ campus already includes a scalable test bench for working on stationary power plant applications, a hydrogen fueling station for light- and heavy-duty vehicles, and Toyota’s largest dynamometer, a 1.2 megawatt giant capable of testing electric drive systems for the largest heavy duty vehicles.
On the non-automotive side, Toyota recently developed a one megawatt fuel-cell generator for the National Renewable Energy Laboratory in Colorado and, in collaboration with Kohler Energy, a prototype backup power generator – hydrogen fueled – for a medical facility in Washington.
Toyota also aims to be able to make its new hydrogen research and development facility self-contained. To that end, it is installing a flex-fuel micro grid that combines a 230-kilowatt solar system, a one-megawatt stationary proton exchange membrane fuel cell generator, a 325-kW solid oxide fuel cell, and a 500-kWh battery storage system. It is expected to be able to take the facility off-grid, when needed, by 2026. The company said it also plans to operate a sustainable energy information center at the Gardena facility.
In tandem with the announcement earlier this month of the new H2HQ, Toyota Motor North America (TMNA) also unveiled the world’s first ‘tri-gen’ hydrogen fuel cell power plant at its Port of Long Beach vehicle prep facility. The plant, operated by Toyota partner FC Energy, produces hydrogen, electricity, and water from piped-in natural gas. And to offset its carbon footprint, FC pays for an equivalent amount of biogas from a waste facility near the California high desert town of Victorville.
About a third of the Tri-gen plant’s hydrogen – 1.6 tons a day – is sent to a nearby hydrogen fueling station used by Toyota for its fuel-cell passenger car, the Mirai, as well as by heavy duty fuel-cell electric trucks serving the port. The rest is passed through a pair of fuel cell stacks to produce 2.8 megawatts of electricity and about 1,400 gallons of water, a byproduct of combining hydrogen and oxygen in the fuel cell stacks. The water is used at a car wash at Toyota’s vehicle prep facility. Most of the electricity – 2.3 megawatts – is used at Toyota’s port facility. The remaining 500 kilowatts is used to power the Tri-gen station.
We’re behind the wheel of our Toyota RAV4 long-term test vehicle and just looked at the instrument cluster’s mpg reading. It’s showing 43 mpg toward the end of our 150 mile cruise on the 101 freeway along California’s Central Coast. There was no traffic to speak of, so we had kept our ride at a fairly steady state around 65-70 mph, reasonable for this stretch of California highway though far short of the much faster speeds and stop-and-start driving experienced in Southern California.
The surprise? This welcome fuel efficiency was achieved without hybrid or plug-in power. We were piloting a Toyota RAV4 XLE crossover powered by a 2.5-liter four-cylinder that, at the time we started our adventure, came with a manufacturer’s suggested price of $29,085, topping out at $33,987 after options. Adding to the surprise is that EPA rates this RAV4 at 34 mpg on the highway and 27 mpg in the city. We were beating that by a long shot, not through crazy hypermiling techniques but simply by easy driving without unnecessary bursts of acceleration or driving at higher speeds.
Look, reality check: While that kind of better-than-EPA fuel efficiency can’t be expected as a matter of course – because, let’s face it, we aren’t always driving traffic-free and there are times when we want to go fast – it is possible, as our experience showed. There is a lesson here for anyone who wants to optimize efficiency and lessen their carbon emissions while driving conventional vehicles. High fuel efficiency is out there for those who actively seek it.
During our drives, the RAV4 consistently delivered all the power we needed, seamlessly delivered to pavement through an 8-speed electronically controlled automatic transmission. Riding on independent MacPherson strut suspension up front with multi-link suspension at the rear, we found ride and handling on the money, as we would expect from Toyota. Along the way we have also appreciated filling up with regular 87 octane gas rather than the premium that some models require, which costs up to 35 to 40 cents per gallon more than regular grade in our area.
Inside this RAV4 is a well-appointed interior with an 8 inch multimedia touch display offering Apple CarPlay and Android Auto connectivity. Nicely bolstered seats provide plenty of comfort as the miles drift by. While our RAV4 came with cloth seats and we prefer leather (or these days, artificial leather), Toyota’s SofTex synthetic leather seating only comes with the uplevel XLE Premium trim at nearly $3,000 more, so cloth it is. Hauling life’s usual stuff is well handled with 37 cubic feet of storage behind the rear seat and 70 cubic feet total with the rear seat folded.
Cloth seats aside, our only complaint, and it’s a mild one, is the RAV4’s stop-start system sometimes engages a bit too abruptly from a stop, something we have experienced in other models with stop-start functionality as well. We chalk that up to the quest for maximum efficiency as the engine is shut down after a pause when stopped, then automatically started again when the brake pedal is released.
After six months in our long-term test fleet and some 5,000 miles on the odometer, we can say this: Toyota’s RAV4 is a rock-solid choice for those looking to drive a conventionally powered small SUV at a price a great many can afford. We still find ourselves beating EPA mpg estimates by at least a few mpg if we’re focused, but most of the time we are in the range of the 27 to 34 mpg efficiency expected of this model, depending on whether we’re doing city or highway driving. We’re pretty enthused with our daily drives in this RAV4 test car and looking forward to sharing our continuing experiences in the months ahead.
California has banned the sale of new gas vehicles in the state by 2035. Eight other states have adopted its far-reaching rule and more are considering it. This is an environmental win but also a huge worry for many who feel their mobility way of life will be increasingly challenged as we head toward an electrified future. They have a right to be concerned.
It’s true that many assumptions are at work today as we head toward a world replete with electric cars, and these should be well considered. Perhaps the most controversial notion is that the nation’s electrical grid will support a massive influx of electric vehicles on our highways. If we accept that calculations supporting this conclusion were accurate at the time they were made, it’s apparent they didn’t take into account the challenges now posed by an increasingly contrary climate.
One example is Electric Vehicles at Scale – Phase 1 Analysis: High EV Adoption Impacts on the Western U.S. Power Grid, the first of a multi-part analysis by Pacific Northwest National Laboratory conducted on behalf of the Department of Energy. This comprehensive and well-documented report analyzed how the many millions of electric cars expected on the road by 2028 would affect the Western grid.
Without diminishing the considerable work and expertise that went into this report, it’s important to note that there’s an important caveat. In its words, the study’s outcomes “are predicated on normal grid conditions, absent of any grid contingencies, such as generator or transmission outages, extreme weather scenarios, extreme high loads, or fire conditions that require deactivation of major transmission lines.”
This is an eye-opening footnote. In recent years, the nation has experienced a greater incidence of extreme weather events like historic heat waves, deep freezes, high winds, hurricanes, and monsoon-like downpours. These have disrupted the electrical grid and caused blackouts in diverse parts of the country. This not only brings the misery of living in the dark without air conditioning, lights, or staying connected, but also an inability to charge an electric vehicle if one happens to be in your garage.
During yet another California heat wave in a recent summer, the state’s Independent System Operator issued 10 straight days of Flex Alerts asking consumers to cut energy use to avoid rolling blackouts. The ask was that thermostats be set higher and that consumers avoid using major appliances, including electric vehicle chargers, during specific times. Consumers rallied to the call and blackouts were averted. But this is not sustainable as an answer to an overloaded grid.
Overtaxing the grid isn’t exclusively a problem here. Heat waves and a severe drought impacting hydroelectric power affected a million electric vehicles in China, causing public charging stations to go offline. This underscores the challenge, illustrating the fragile balance of power generation and demand, and how unanticipated heat waves, droughts, and wildfires – and of course millions more electric cars – can potentially strain any electrical grid past its breaking point.
California has been successful in increasingly moving toward renewable wind and solar power, but phasing in renewables to displace the need for conventional power generation takes time. In anticipation of projected electricity shortfalls and the potential for blackouts in the years ahead, California extended operation of the state’s last operating nuclear powerplant, Diablo Canyon, which was scheduled to shut down in 2025. The powerplant supplies 9 percent of the state’s electricity and was deemed critical to California’s short-term electrical needs.
Over three decades ago when attention first turned to electric cars, the need for environmental improvement was real. It is, by all measures, now acute. Will a 2035 ban on gasoline cars in California and other ‘green’ states come to pass as planned, and will we be able to charge the millions of electric vehicles this will bring? A great many people hope so. But along the way, history shows us we need to be prepared with realistic options and contingency plans…just in case.
Green Car Journal editor Ron Cogan has focused on the intersection of automobiles, energy, and the environment for 35 years. He is an acknowledged electric vehicle expert and spent a year of daily travels behind the wheel of GM’s groundbreaking EV1 electric car.
Buyers of Acura ZDX models and all Honda Prologues built after Feb. 26, 2024, will qualify for the full federal $7,500 federal clean vehicles tax credit. Those who lease will also get the credit in the form of reduced monthly lease payments regardless of the vehicle’s production date. The 2024 Prologue EV will start at under $50,000 while Acura’s ZDX, an electric crossover built on the same platform, will start at just over $65,000.
Honda is offering the Prologue in three trims, two available with single-motor, front-drive or dual-motor, electric all-wheel drive (eAWD) powertrains, and one with dual-motor eAWD as the only powertrain. Acura’s ZDX will come in two trims, one with both rear-wheel drive and eAWD options, the other with eAWD only. The two EVs are the fruit of Honda’s short-lived EV co-development program with GM. They share their underpinnings and batteries with the Chevrolet Blazer and Cadillac Lyriq.
The base rear-drive Acura ZDX A-Spec trim will start at $65,745 including a $1,245 destination charge. The eAWD variant will start at $69,745. The eAWD Type S will start at $74,745 and there’s a sport edition with performance wheels and tires for $1,000 more. Acura said the base A-Spec can deliver up to 313 miles of range- slightly more than its Honda Prologue platform mate. The eAWD version comes close at 304 miles. Both Type S variants are rated at 278 miles.
Honda’s base front-drive 2024 Prologue EX will start at $48,795 including a mandatory $1,395 destination fee. The eAWD version, with two motors and more horsepower, jumps to $51,795. The front-drive Prologue Touring starts at $53,095, jumping to $56,095 with eAWD. Prologue Elite, available only with electric all-wheel drive, starts at $59, 295. EPA range estimates are 296 miles for the front-drive EX and Touring, 281 miles for the eAWD EX and Touring and 273 miles for the Elite.
This was originally published on thegreencarguy.com. Author John O'Dell is a distinguished career journalist and has a been an automotive writer, editor, and analyst specializing in alternative vehicles and fuels for over two decades.
Alfa Romeo, one of Italy’s legendary performance brands, returned to the U.S. market in 2006 to reassert its Italian heritage with the sporty 4C. Since then, the Guilia coupe and Stelvio SUV have done an admirable job relaunching the brand.
The newest Alfa, the Tonale luxury subcompact SUV, speaks to buyers here that overwhelmingly skew toward crossover and SUV models. The Tonale, with its performance styling, advanced engine/battery technology, all-wheel drive, and high levels of utility, offers a combination that has never before been available in an Alfa Romeo.
Tonale is not only Alfa’s first hybrid powered car of any kind, but also its first plug-in vehicle. When fully charged – which takes somewhere under three hours with a Level 2 charger – the Tonale will deliver an EPA estimated range of 33 miles on battery power alone. With a combined average rating of 29 mpg and 77 MPGe (miles per gallon equivalent) on electric power, total range on both gas and electric power brings about 360 miles of driving.
Green Car Journal editors' recent time behind the wheel of a Tonale allowed experiencing how this sporty and efficient Alfa performs on the open road and while negotiating the meandering, twisty canyons of California's Central Coast. As with all Alfa Romeos, performance is expected, and in this case delivered via Tonale’s 1.3-liter MultiAir turbocharged four-cylinder engine that provides 180 horsepower to the front axle. The rear axle is separately powered by a 121 horsepower electric motor generating 184 lb-ft torque. The sum of all this is a best-in-class power rating of 285 hp and 347 lb-ft. torque, all in. A 15.5 kWh lithium-ion battery provides power for the electric drive system. An integrated high-voltage belt starter-generator mounts to the engine to assist in delivering smoother drive cycle transitions and start-stop capability. Notably, at times we found the Tonale delivering slightly more than its rated 33 mile battery electric range.
The Tonale sports a host of family friendly features that allow this stylish Alfa to hold lots of things, as SUVs are required to do. Along with the ability to transport your stuff, the Tonale’s standard content is also quite high. Among its many systems are Adaptive Cruise Control, Intelligent Speed Assist, Blind Spot and Rear Cross Path Alert, Lane Departure and Lane Keep Assist, and Forward Collision Warning with Automatic Emergency Braking for pedestrians. Yep, they are all there. Level 2 autonomy with Traffic Jam Assist is also available, as is an optional 360-degree camera system.
Three versions of the Tonale are available, starting with the Sprint edition, then the Ti, and finally the high end Veloce version that we drove. All three feature an excellent Uconnect 5 system with information displayed through a 10.25- inch center-mounted touch screen and a 12.3-inch drivers’ dashboard screen. Each screen can be customized by the driver to display the data most desired. In addition, an on board Alexa system allows connecting to the vehicle via voice commands – no inputs necessary.
The Tonale is one of the best looking subcompact SUVs on the market with its exceptional style and signature Alfa Romeo grille set into the surrounding bodywork. Its sculpted side profile flows past cool alloy wheels and is pure Italian. An elegant interior continues to delight, with a blend of brushed aluminum and suede-like seat upholstery. The stamp of Alfa approval adorns each seat back – very cool.
Alfa Romeo’s Tonale is covered by a four year/50,000 mile limited warranty with a full powertrain warranty for the same length of time. Pricing for the base Tonale Sprint is $43,845 with the Ti coming in at $46,500 and the Veloce $51,040. The Tonale Veloce we drove, with its extras and destination charge, featured an as-tested price of $57,290.
Kia’s Carnival minivan, or MPV as it is officially referred to by the Korean automaker, has been part of the Kia lineup here since 2022. Kia’s previous minivan, the Sedona, was replaced by the Carnival after a 20-year run. Now, the 2025 Kia Carnival returns to the fold after receiving a mid-generation refresh and an efficient new hybrid powertrain.
The 2025 Kia Carnival HEV carries a good amount of optional equipment along with its new refresh. It’s built on a joint Hyundai-Kia N3 platform shared with other models like the Hyundai Santa Cruz and Kia Sorento. Four trim levels are available, ranging from the entry-level LSX trim, mid-range EX and SX trims, and the range-topping SX Prestige trim. All trims carry identical power, space, and fuel economy ratings.
Powering the 2025 Carnival HEV is Kia’s 1.6-liter turbocharged inline-four paired with a 54 kW electric motor, which utilizes a 1.49 kWh lithium-ion battery pack. Thanks to the aforementioned power sources, the Carnival HEV produces up to 242 horsepower and 271 lb-ft torque. A six-speed automatic transmission handles the Carnival HEV’s power, and front-wheel drive is the sole drivetrain option. For those not interested in a hybrid powertrain, the Carnival also comes with a 3.8-liter V-6 borrowed from the Kia Telluride that manages 290 horsepower and 262 lb-ft torque. Handy hybrid-exclusive driving aids include electrification-vehicle motion control that allows users to adjust the amount of regenerative braking and E-Ride, which helps smooth out bumps with the help of a specially-tuned suspension.
The new Carnival HEV’s styling takes inspiration from Kia’s ‘Opposites United’ design language that aims to combine the rugged looks of an SUV with the familiarity and comfort of an MPV (aka SUV). The front fascia embodies this motif best, with chiseled lines and a muscular radiator grille. A pair of crystal-like headlights sit above the grille and feature Kia’s Star Map daytime running lights. Down its flanks, the Kia MPV retains much more of a minivan look with typically large windows and doors. At its rear, the Carnival again takes up the SUV look and dons a pair of angular Star Map LED taillights along with a repositioned license plate mounting area, allowing for a cleaner rear hatch look. Those whose tastes run to the dark side will enjoy the optional Carnival Dark Edition appearance package that adds black exterior accents. Buyers have a choice of 17 or 19 inch wheels, the latter offered in two different styles.
Inside, the Carnival is just as novel and futuristic. Designers utilized simple shapes and three-dimensional effects through the use of optional ambient lighting. Seating for up to eight passengers is still a hallmark of the Carnival, along with a class-leading maximum cargo space of 145.1 cubic feet. Second-row seats can be removed and third-row seats can fold into the floor for uninterrupted cargo space.
An available twin-12.3-inch digital display takes center stage and does the job of both the infotainment and digital gauge cluster screens. A 12-inch infotainment screen and a 4.2-inch digital gauge cluster screen are standard. Other optional tech upgrades include a full-color head-up display and a Full Display Mirror, which replaces the standard rearview mirror with a camera and display. Seven USB-C ports are standard within the Carnival along with two handy 115-volt power inverters. Saying the phrase “Hey Kia” will activate the Carnival’s multi-zone voice control, allowing users to control or adjust systems like climate control or open and close windows. Brand-new for the Carnival is an available Connected Car Rear Cockpit system, which uses two 14.6-inch monitors and allows entertainment streaming from select platforms.
Carnival features a litany of standard and available advanced driver assistance features. Among these is standard Forward Collision Avoidance Assist, which detects imminent vehicle or pedestrian collisions and assists with steering and/or braking to avoid them. Other available safety features include Junction Crossing, Evasive Steering Assist, and Lane-Change Oncoming, among others.
The 2025 Kia Carnival is poised to make waves in today’s family mover field, though some competitors like the Chrysler Pacifica plug-in hybrid and Toyota Sienna hybrid won’t make it easy. Pricing for the 2025 Carnival will be released as the model gets closer to going on sale this summer.
Mazda’s new 2024 CX-90 is the automaker’s replacement for its long-popular CX-9 and serves as the brand's flagship three-row model. It’s longer, wider, and lower than the earlier CX-9 and features many improvements relating to space, efficiency, power, and style. Importantly all engine options are now hybrids with one of them a plug-in hybrid variant.
The CX-90 employs a front-engine, rear-wheel-bias powertrain with Mazda’s i-Activ all-wheel-drive system standard across all trim levels. Its three hybrid engine choices start with an entry-level 3.3-liter inline-six turbo producing 280 horsepower and 332 lb-ft torque. A more powerful 3.3-liter Turbo S delivers 340 horsepower and 369 lb-ft torque. Both the Turbo and Turbo S utilize Mazda’s 48-volt M-Hybrid Boost mild-hybrid system. Those looking for an ability to drive exclusively on battery power should look to the CX-90’s turbocharged 2.5-liter plug-in hybrid version, which produces 323 horsepower and 369 lb-ft torque using a 17.8 kWh battery.
All engines are rated at a combined 25 mpg, with the plug-in version topping out the range with a combined rating of 56 MPGe when running on battery power. The 2.5-liter PHEV option offers a total 490 mile driving range with the ability to drive exclusively in electric mode for 26 miles. Among the three engine options, 11 trim levels are available in total, ranging from the entry-level Select up to top-line Premium Plus. The availability of these trim levels depend on engine selection with the Turbo trim offering five and both the Turbo S and PHEV versions offering three.
A low-slung and hunkered-down appearance conveys a subtle sportiness in this crossover SUV that Mazda has been keen to showcase in the rest of its recent lineup. The front fascia is minimal when compared to other current full-size crossovers, but is in no way boring. A large black grille acts as a centerpiece and is accented with a chrome insert running beneath the grille, swooping up to meet the headlights at both ends.
The CX-90 features flared wheel arches and a muscular persona along its flanks. It’s complemented with a low roofline and smooth lines along the doors that reinforce a sporty and elegant demeanor. At the rear, two slim LED taillights extend toward the middle of the hatch while a discreet, curved spoiler sits at an upward angle above the rear window. A chrome accent sits at the bottom of the rear end, finishing its run around the entirety of the CX-90.
Mazda has taken great care to deliver a more accommodating interior than the earlier CX-9, with the CX-90 going above and beyond. A commanding and wide-set dash greets drivers with a large center console dividing the front seats and a 12.3-inch infotainment screen perched atop the dash. Traditional Japanese design and modern practicality blend together in a unique-to-Mazda fashion, exemplified by a sewing technique called Kumihimo, a classical Japanese book-binding practice that’s used to produce a hanging stitch pattern on the dash. Nappa leather and real-wood trim is an option throughout the cabin, along with tone-on-tone fabrics. Up to 75.2 cubic feet of carbo space is available with the second and third row seats folded flat.
The CX-90’s tech and safety options are ample with all trims receiving Mazda’s i-Activsense Safety package that includes Smart Brake Support, Blind Spot Monitoring, and Mazda Radar Cruise Control. Brand new for 2024 is Mazda’s See-Through View monitor that uses cameras positioned throughout the exterior to create a 360 degree perspective, allowing drivers to better park and maneuver in tight spots.
Mazda’s CX-90 is an exemplary replacement for the CX-9 and comes at an entry price of $39,595.
The Volvo S60 model introduced in 2000 was positioned to compete with the popular BMW 3 Series and Mercedes-Benz C-Class of the time. Since then, it has been a popular staple for the Swedish automaker. Now well into its third generation, the S60 has evolved as part of Volvo’s promise to electrify its entire fleet and now is available exclusively in electrified form as a plug-in hybrid. Green Car Journal editors had the opportunity to spend time behind the wheel of this Volvo PHEV and came away impressed by its style and satisfied with its overall performance.
Volvo has borrowed from its subsidiary company Polestar for power. The S60 is equipped with a 312 horsepower 2.0-liter, turbocharged inline-four cylinder engine augmented with a 143 horsepower electric motor located at the rear. Energy for the motor is supplied by an 18.8 kWh battery. The combination ekes an impressive 455 horsepower and 523 lb-ft torque overall. Power is handled by an eight-speed Aisin automatic transmission and distributed via an all-wheel-drive system.
The S60 offers a combined EPA-rated range of 530 miles. If drivers choose to use the S60’s Pure driving mode using only the battery, they should expect an EPA range of about 41 miles. When using Pure mode, the S60 Recharge is rear-wheel-drive. The 14.9 kWh battery can be charged to full capacity in about five hours using a 220-volt charger.
The exterior of the Volvo S60 Recharge can be summed up in one word: refined. When looking over the front of the vehicle one notices Volvo’s familiar Thor’s Hammer LED-accented headlights, with the large Volvo badge front and center. Its hood slopes down toward the fenders at either end to lend a slightly muscular appearance. At its flanks, the S60’s roofline rakes gently to its rear haunches and ends abruptly at the rear end, again giving it an air of muscularity. A high trunk line is accented by a small rear diffuser and familiar Volvo taillights at the back.
Stepping into the S60’s interior presents another example of a refined experience. A sleek and functional design here finds Volvo’s nine-inch infotainment screen taking center stage. Large HVAC vents frame the screen with a brushed aluminum trim piece accenting the bottom of the dashboard. Adequate storage is present in the center console and doors pockets. Rear seat passengers get a good amount of legroom for two adults in the outboard positions but less so in the middle position. Two B-pillar-mounted HVAC vents provide heated or cooled air to passengers on both sides. Trunk space is adequate for a mid-size sedan, though depth and a spare tire is sacrificed to store more batteries beneath the floor.
Volvo employs a new Android OS for its infotainment system that integrates an array of features into its tech arsenal. Google Maps is incorporated, with the S60 utilizing GPS information to adjust efficiency parameters according to driving conditions encountered in city or highway driving. A 12.3-inch digital gauge cluster ahead of the driver is also capable of displaying Google Maps information. A handy heads-up display lends the ability to easily read current speed and other information without taking eyes off the road.
A proud hallmark of Volvo is safety, and the S60 Recharge is no exception. The car received a five out of five star crash test safety rating, along with receiving Volvo’s award winning safety tech. The S60 Recharge is equipped with 360-degree cameras, Blind Sport Warning, Cross-Traffic Alert, among other notable tech features. Four trim levels are offered including the base Core, mid-range Plus, and Ultimate trims, all available in an aptly named Black Edition that adds black accented wheels, grille, and badges.
The Volvo S60 Recharge T8 is a welcome blend of refinement and power offering an entry price of $51,950. It bears consideration as a great all-around car for anyone desiring the ability to get home quickly and in comfort while also stepping up to the environmental benefits of plug-in electric power.
The common belief that the simpler design of EVs and fewer mechanical parts would prove a detriment to car service providers is slowly changing course. There may not be an oil change but software- and hardware-related issues, along with an array of recalls, have shown EVs will be making repeated stops in the service department.
That’s why CDK Global reached out to dealership and service department leaders across the country and brands that sell EVs to find out where they stand today and what they think of the future. If nothing else, the EV Service: Today and Tomorrow study suggests that the current service model is unlikely to radically change for years to come.
When you look at EV sales and service, there are a lot of conflicting numbers out there. There are two important facts, though, that overshadow the entire conversation that need to be addressed head-on and then simply put aside. Essentially, half of all EVs sold today are Teslas. And half of all EVs, Tesla or not, are sold in California.
These giant figures are why you hear such different attitudes about EVs from traditional automakers and, of course, their franchised dealer networks. Overall, EV sales may be up by 50 percent in 2023 but to a dealer in the Midwest or Southeast, they may be staring at slow-moving inventory and sales in the single digits.
Just 2.5 percent of new car sales at franchise dealers nationwide are EVs. Not surprisingly, 2.4 percent of all repair orders at dealership service departments are for EVs. These numbers may rise as 2023 comes to a close, but it’ll still be far lower than any national number that’s being reported, which includes Tesla sales and, of course, California.
Yet, every respondent in CDK’s survey said they’ve already begun servicing EVs or will within the next two years, and 99 percent said they have at least a portion of their staff trained on EVs. Nearly nine out of 10 (88 percent) has charging stations on site and 64 percent of those respondents have more than one charging station in the service department. The next time you see a story that claims dealers aren’t prepared for EVs, please keep this in mind.
The single finding that I come back to in our study is that dealers are somewhat pessimistic about EVs in the service lane but not about how much money they’ll make. Only 42 percent of service leaders feel positive about the future of EVs. There’s no sugar coating that.
But when you ask this same group where they see revenue going in the next two years, four out of five see both total revenue (79 percent) and EV revenue (78 percent) increasing.
Much of this is likely due to warranty work, which has always been profitable for dealers, but the latest wave of EVs have proven to require a bit more than most anticipated. Indeed, 89 percent of the service leaders CDK surveyed expect EV warranty volume to increase in the next two years.
Two of the primary reasons people choose a dealer over an independent mechanic or chain for service is for the factory-trained technicians and OEM-supplied parts.
When you look at the EVs from traditional OEMs today, and in the next few years, there are few, if any, options for service outside of a dealership.
Service retention falls quickly when a new car ages out of its warranty, but for EVs that may not be the case. And in many areas across the country, there simply won’t be another option for many years. That could be why 77 percent of service leaders said they expect retention to remain the same or increase for EVs.
Now, will independent shops eventually be able to invest in the advanced equipment, additional lifts, safety gear, and training that dealers already have to fix EVs? Yes. But this is one area where traditional dealers have a leg up on the competition, and they need to ensure they prove their value during this transitional moment.
Service departments will focus more on tire maintenance with the demise of oil changes to keep customers coming in and many respondents agreed on their importance. And while there are fewer moving parts in an EV, there’s more technology that’ll require skilled labor to address. Not everything will be solved by an over-the-air update.
EVs will need service and maintenance, and the infrastructure for it is already in place at the dealership.
David Thomas is Director of Content Marketing at CDK Global, a leading provider of cloud-based software to dealerships and original equipment manufacturers across automotive and related industries.
Just over three years ago, when California’s Governor announced an executive order allowing only zero-emissions vehicles (ZEVs) to be sold in the state, most media (and probably the governor, regulators, and supporters of the rule) understood “ZEV” to mean battery electric vehicles (BEVs) only.
Although the final rule included plug-in hybrids and hydrogen vehicles, we theorized a standard hybrid, with an internal combustion engine (ICE) powered by E85 could have emissions similar to BEVs. When total lifecycle greenhouse gas (GHG) emissions were tallied, as well as carbon intensity (CI) scoring correctly reflecting CI reductions being achieved by farmers and ethanol producers, a standard hybrid flex-fuel vehicle (FFV) can be a ZEV long before any EV.
The American Coalition for Ethanol (ACE) began testing our theory 10 months after the California executive order, using a hybrid vehicle the U.S. Department of Energy (DOE) identifies as midsized, to avoid naysayers dismissing the results as coming from a specialty vehicle or tiny clown car that would get good mileage on any fuel. We also wanted a vehicle similar in size to the best-selling BEV on the market, the Tesla Model 3 Long Range. We bought a 2019 Ford Fusion Hybrid in July 2021 for $30k to $50k less than the most popular new EVs of the day, and before converting it to the Hybrid Electric Flex-Fuel Vehicle we call “HEFF.”
We filled it with regular gasoline and drove 3,688 miles to establish a real-world regular gasoline use baseline, rather than having to compare our real-world results with fictional best case showroom sticker miles-per-gallon (mpg) and EPA’s emissions estimates based on that mileage. EPA pegged our car at 42 mpg on regular, with lifecycle GHG of 255 grams per mile (g/m). While that’s much better than the 25 mpg and 429 g/m of the non-hybrid Fusion, our pre-transition Fusion hybrid results were just over 34 mpg and around 310 g/m. We also adjusted the “regular gas” number we use for comparison using generally accepted mileage differentials for cold weather, and have periodically run tanks of regular gasoline to recalibrate for winter temps, vehicle age, and battery capacity changes during the demonstration project.
Those results are used to estimate regular gasoline consumption and also when we record flex-fuel purchases, cost, and odometer reading with each fill. We record current regular gas price along with the baseline mileage to make a cost comparison. Although our goal is to demonstrate the low CI capability of a hybrid FFV and durability of a standard engine using flex-fuel, we track fuel expenditures because we know critics will always ask about mileage and cost.
Once we calculate real mileage and CI, we compare the results to the Tesla mentioned above, and depending on where you plug in, EPA estimates the 2019 Tesla 3 Long Range emits 80 to 200 g/m lifecycle GHGs, with a national average of 111, assuming a range of 310 miles per charge. However, unscientific anecdotal Tesla Uber driver estimates told us the actual range is from 225 to 240 miles, and Car and Driver’s more scientific 40,000-mile test confirmed the drivers’ reports, saying the 2019 Tesla 3 Long Range got 80 miles less than the expected 310 miles per charge. Changing Tesla’s range to 230 miles increases its real CO2 number to 110 to 270 g/m in different markets, and boosts the U.S. average to 150 g/m.
Our baseline mpg-establishing journey ended in San Diego in August of 2021, where Pearson Fuels, the nation’s largest E85 distributor, arranged to transform the Fusion to HEFF with an eFlexFuel Plus conversion kit. The app that communicates with the flex-fuel converter provides actual ethanol content of the flex-fuel purchased, since flex-fuel can have 51 to 85 percent ethanol. Since the amount of carbon in gasoline and ethanol is different, we need the breakdown to calculate how many grams of carbon are being burned, and we divide that number by miles traveled to get our CI. We also use the ethanol and gasoline content to calculate BTU content of whatever fuel is in the tank to compare the mileage one should expect given that energy content with actual mileage to judge the effectiveness of the conversion kit.
Recording price, miles and ethanol content of every fuel purchase, and calculating E10 use and cost, after two years and three months and almost 30,000 miles on flex-fuel averaging 72 percent ethanol, produced average lifecycle GHGs of 205 g/m CO2 at 26.2 miles per gallon – not much higher than real Tesla average numbers, and lower than a Tesla 3 in many parts of the country. We calculated regular gas mpg at 32.7, which would’ve emitted 375 g/m CO2. And HEFF (Hybrid Electric Flex-Fuel) chugged 1,135 gallons of E72 versus a calculated 906 gallons regular, but the E72 cost $2,942, compared to $3,183 for gas.
We have been able to calculate some other interesting numbers based on our test results so far. Had we been able to use true E85 – 83 percent ethanol – throughout the test, our emissions number would drop to 181 g/m, and further to 113 g/m if the ethanol was CARB-approved low-CI corn fiber ethanol. Blending low-CI ethanol with renewable naphtha would provide a CI of 71 g/m in our converted Ford Fusion Hybrid – lower than the same size Tesla could achieve plugged in anywhere in the U.S. All the flex-fuel blends just mentioned are real; they have been or are being sold today.
And although the flex-fuel hybrid – even a converted flex-fuel hybrid – is capable of achieving such results, a fact recognized by Toyota and Volkswagen and being put into use in the 2024 model year in Brazil, fuel regulations being adopted in the U.S. simply refuse to acknowledge that reality. Ethanol has been responsible for nearly all the air quality improvements seen in the U.S. in the past 20 years, and its ability to reduce carbon intensity is a proven fact. But people who claim to be interested in reducing carbon pollution are enacting regulations that increase the use of electricity that is still 60 percent fossil fuel generated, over plant-based fuels like ethanol, based on what they hope and believe will be done to make electricity cleaner over the next few decades. They use buzz-phrases like “extending the life of petroleum fuels” and “false climate solution” to avoid dealing with real numbers. Projections of cleaner electricity are assumed to be facts, and scientific facts of cleaner ethanol production are ignored.
The inclusion of plug-in hybrids and hydrogen vehicles in CARB’s final Advanced Clean Cars II rule provides a sliver of hope that regulators will eventually be as concerned about actually reducing CO2 emissions as they are enforcing the electric car solution they prefer and believe in. If environmentalists and regulators are truly interested in reducing carbon emissions, solutions are available today. HEFF is proof. But if you can’t trust HEFF, ask Brazil. Or Toyota. Or Volkswagen.
Ron Lamberty is the chief marketing officer of the American Coalition for Ethanol.
Toyota’s full-size Highlander SUV has been with us since 2001 and has developed a loyal following. Unlike its utilitarian body-on-frame competitors of the era like the Chevy TrailBlazer and Jeep Grand Cherokee, the Highlander emerged with a unibody platform that delivered a much more comfortable and car-like ride. This, in addition to Toyota’s reputation for reliability and value, enabled the Highlander to blossom in popularity. Now Toyota has expanded upon its celebrated Highlander with the much anticipated and more spacious Grand Highlander SUV.
New for the 2024 model year, the Grand Highlander is built on Toyota’s GA-K platform and shares it with countless other Toyota models including the original Highlander. In the case of the Grand Highlander, Toyota modified this platform with a longer wheelbase and wider track to allow for expanded interior comfort. Three trim levels are offered including base XLE, mid-range Limited, and top-line Platinum.
Buyers also have a choice of three powertrain options. A 2.4-liter turbocharged inline-four cylinder featuring 265 horsepower and an eight-speed automatic transmission is standard. Next up is a 2.5-liter inline-four Dynamic Force hybrid with two electric motors, a combination that pushes out 245 horsepower and connects to a CVT transmission. The most powerful choice is Toyota’s Hybrid MAX powerplant offering 362 horsepower and 400 lb-ft torque. This uses a 2.4-liter turbocharged motor with two electric motors coupled to a six-speed automatic transmission. EPA estimated combined fuel economy is 24 mpg for the 2.4-liter turbo, 36 mpg for the hybrid, and 27 mpg for the Hybrid MAX.
Front-wheel or all-wheel drive is available on all but the Hybrid MAX variant, which comes with all-wheel drive as standard fare. Driver selectable Sport, Eco, and Normal drive modes allow tailoring the driving experience with all powertrains. Off-pavement adventures are further enhanced in Hybrid MAX and gas AWD variants with Multi-Terrain Select driving modes for Rock & Dirt, Mud & Sand, and Snow.
Toyota has not forgotten that SUVs are often used to haul things, whether camping gear, home improvement supplies, or toys for the kids. There’s plenty of room for all since the Grand Highlander has 20.6 cubic feet of stowage capacity behind the third row seat and 57.9 cubic feet with the second row seats folded. With second and third rows folded flat, the Grand Highlander boasts an impressive 97.5 cubic feet of total storage space. Those who need to tow gear along on their journeys will find that the Grand Highlander delivers here as well. The Dynamic Force hybrid comes with a tow rating of 3,500 pounds while the gas variant and Hybrid MAX models up the ante with the ability to tow up to 5,000 pounds.
The Grand Highlander expands upon Toyota’s current design language. At the front of the SUV, a familiar large gloss-black grille is situated front and center. A pair of functional air curtains sit below and diagonally, allowing air to flow over the front wheels to reduce drag. A discreetly muscular hood sits high atop the front end. Down the sides, very large windows are a hallmark of the Grand Highlander’s look, allowing as much light into the cabin as possible. At the rear, a large roof spoiler spills out atop the similarly large rear window. A pair of slim and stark LED taillights line either end of the rear hatch.
Inside, Toyota conveys what it believes the Grand in Grand Highlander should represent. Ample room is present throughout, with tons of charging ops and storage space. For example, a total of 13 cupholders and seven USB-C ports are present. Soft-touch materials are peppered throughout the space, including on seats and armrests. Up front, a standard 12.3-inch infotainment system sits center-stage with climate control buttons positioned beneath. A standard 8-inch digital gauge cluster sits in front of the driver with a 12.3-inch digital cluster optional. Both the second and third row seats make use of the same soft-touch materials and offer more examples of abundant storage.
A generous amount of tech and safety features are included in this SUV. Wireless Apple CarPlay and Android Auto are standard, along with over-the-air update capability. A one-year free trial for Toyota’s Drive Connect is included that makes Intelligent Assistant, Cloud Navigation, and Destination Assistant available to drivers. Toyota Safety Sense 3.0 is included as well, with Proactive Driving Assist and an Emergency Driving Stop System that will attempt to safely stop the vehicle if the system senses an unresponsive driver.
With the addition of the Grand Highlander in Toyota’s already-ample SUV lineup, buyers now have a new and appealing choice ideally positioned between the mid-size Highlander and full-size Tundra-based Sequoia, at a base price of $43,070. No doubt, Toyota’s long-popular Highlander has paved an extremely successful path for the new Grand Highlander to follow. We imagine that legions of buyers attracted to the many charms of the Highlander but yearn for a roomier package will find the new Grand Highlander an intriguing new option at the showroom.
Unveiled earlier this year, the Polestar 4 is the fourth model produced by the Swedish EV maker. The Polestar 4 takes on a unique coupe SUV design and is placed between the Polestar 2 and 3 in terms of size. Polestar has utilized the SEA1 platform for the 4 model that’s built by Geely Holding, a Chinese automotive giant. This luxurious EV boasts a 50-50 weight distribution and in its more powerful version delivers admirable performance with dual motors and a projected zero to 60 time of 3.6 seconds.
Polestar offers two powertrain options. The standard iteration consists of a single-motor, rear-wheel-drive configuration capable of producing 272 horsepower and 253 lb-ft torque. The second option, which is expected to go toe-to-toe with the Porsche Macan EV, is a dual-motor, all-wheel-drive arrangement sporting 544 horsepower and 506 lb-ft torque. This variant is able to disengage the front motor using a clutch system when under light throttle to save battery power.
All Polestar 4 configurations receive a 102 kWh lithium-ion battery. Fast charge times are not yet available; however Polestar has reported a maximum fast charge capability of 200 kW. The Polestar 4 also carries V2L, or vehicle-to-load ability, allowing users to power their gadgets or other electric items on the go.
The exterior design is a rather singular experience with futuristic style and cutting-edge lines. Precept headlights featuring a Thor’s Hammer design tells one right away that this is a Polestar. Split at the middle, the top half of the headlight travels up and shoots along the fender, while the bottom half turns downward toward the functional air scoop situated in front of both wheels. A long and sporty hood swoops up into a windshield that has been brought forward to allow more interior space.
Looking to the side, more evidence of the model’s subtle sportiness is on display. Wheel options for the Polestar 4 are all sharp and angular in design, matching the knife-edged bodyline at the bottom of the doors.
Polestar has included its LightBlade rear light design that spans the width of the rear end, with 90-degree downward angles at both ends. A notable feature for the Polestar 4 is the absence of a rear window. In its place is a pair of High-Definition cameras mounted at the back of the roof. These cameras are connected to a digital rear-view mirror that allows for a full view of the road already traveled.
Polestar has devoted a lot of attention to designing the interior of the 4. Here, one finds tons of unique options and design cues along with a panoramic roof that extends all the way past the heads of rear passengers. This glass can be fitted with an optional electrochromic feature that allows users to turn the glass from transparent to opaque. Several interior options are available, all of which utilize sustainable materials at every opportunity. Seats are upholstered with SoftTech, a 3D-printed material, and carpets and floor mats use PET. Several interior configurations take advantage of vegan materials, with one option using animal welfare-secured Nappa leather. Drivers can also set the mood using the infotainment system, with its settings taking inspiration from the solar system.
The Polestar 4 is packed with tech. A 10.2-inch digital gauge cluster is used along with a 15.4-inch infotainment screen that takes center stage, the latter employing the Snapdragon Cockpit Platform to control functions. Polestar also includes a 14.7-inch head-up display that can turn yellow for better visibility in snowy conditions. Android Automotive OS grants use of select Google apps, with Apple CarPlay and Android Auto standard fare. Polestar is partnered with Volvo so there’s naturally a myriad of safety features. Mobileye SuperVision is present, allowing drivers to take their hands off the wheel in select driving conditions, as long as eyes are focused on the road. A dozen cameras monitor the inside and outside of the vehicle along with ultrasonic sensors that monitor the driver to detect drowsiness or distraction.
This all-new Polestar model looks to be an all-around contender for the EV world. It’s got power, tech, and style on its side. This upscale coupe SUV has a lot going for it including a more manageable estimated price of $60,000, a significant twenty five grand less than the Polestar 3. Production has begun and the first deliveries are slated for China shortly, though buyers in the U.S. will have to wait patiently until later in 2024.
It is surprising to many people in the United States that globally, propane autogas vehicles exceed the number of battery electric and natural gas vehicles on the road. In addition, the emergence of renewable propane is expected to dramatically increase the number of autogas vehicles operating in the U.S. – currently estimated at 150,000 vehicles – due to its low carbon intensity and cost-effectiveness.
Propane is for much more than your outdoor grill. There are more than 4,000 uses of propane for homes, businesses, and industrial applications, including in the U.S. transportation sector. The Carbon Intensity (CI) of traditional propane is 79.6, less than gasoline, which is currently at 90. Today renewable propane produced in the United States has a CI score of 18-20. In the next five years, innovations such as GTI Energy’s new Cool LPG technology will increase the production of renewable propane globally.
In 2022, rLPG North America formed to bring an increasing amount of renewable propane to the U.S. market in partnership with BioLPG, LLC. Their goal is to utilize GTI Energy’s Cool LPG technology to effectuate the widespread potential of renewably sourced propane. Currently, most renewable propane comes from the production of sustainable aviation fuels (SAF) and renewable diesel. Renewable propane is a co-product of these fuels, which are derived from organic waste such as plant oils, beef tallow, and waste oils.
GTI Energy’s Cool LPG technology was recently recognized at the World LPG Global Science Conference as the technology with the most promise and potential to decarbonize propane and create a legitimate path to zero carbon emissions. Cool LPG technology converts biogas, or bio-syngas, into renewably sourced propane. Cool LPG will expand the number of feedstocks that can be used to produce more renewable propane, as it is agnostic to the feedstock source. This includes landfill waste, livestock and animal waste, food waste, and other sources of biogas. It is estimated that renewable propane derived from the Cool LPG process will have a CI score as low as (-)75 when produced from landfill waste and a score of (-)200 when utilizing dairy and animal waste. This means a blend of renewable propane and traditional propane could be used to provide a zero-carbon solution for small to large commercial fleets and consumers.
Nationally, the average CI score of the electric grid is 165. The battery electric vehicle (BEV) has garnered widespread government support and publicity, but it will be decades before the electric grid can accomplish a CI score equivalent to innovative transportation fuels such as renewable natural gas (RNG) and renewable propane. Companies and consumers who want to make a positive impact today have options. RNG provides a good option for Class 8 trucks and vehicles, while renewable propane autogas is ideal for Class 2 through 7 vehicles.
Over the past 15 years, operating a vehicle on propane autogas has averaged fuel costs 35 percent less than gasoline. Small and large commercial fleets can make a positive impact on emissions while also saving money – a rare feature for companies striving to meet their decarbonization and sustainability goals without extraordinary costs.
Renewable propane and traditional propane can be 100 percent produced in the U.S. In fact, more than 24 billion gallons of traditional propane are exported out of the United States. These exports could fuel more than 6 million commercial vehicles or 12 million consumer vehicles on an annual basis. Between today and 2035, it is projected that as much as 2 billion gallons of renewable propane can be produced in the U.S., enhancing the availability of a low-carbon transportation fuel that can make an immediate impact.
Why are propane autogas and RNG not more widely used as transportation fuels in the United States as they are in the rest of the world? Good question. The status quo and resistance to change are part of the reason. The other reason often cited is no longer valid – lack of viable technology. Today, there is vehicle technology to operate fleets efficiently and reliably on autogas or RNG. Companies such as Alliance AutoGas have more than 1,800 EPA-certified vehicle platforms available to businesses and consumers. Renewable propane will be compatible with current propane technology, so the question for consumers now is, why wait for renewable when we can be prepared for a clean, efficient technology right now?
Stuart Weidie is president and CEO of Blossman Gas, Inc. He also serves as president of the nationwide alternative fuels and equipment network Alliance AutoGas and is founder of the industry coalition AutoGas for America.
A ‘green’ aura has been cast over the auto industry in ways large and small. While there has been growing interest in vehicles with greater environmental performance since the 1990s, that interest has been incremental. Higher efficiency models? Yep. Alternative fuel vehicles? Sure, some. Hybrids? Yes please. Plug-in models? Of course, growing slowly over the years but increasing exponentially in recent times, in no small part due to generous federal and state incentives, regulations moving us away from internal combustion, and a wholesale shift in auto industry strategies that are embracing electrification.
For several decades, most of this was driven by the need to address fuel efficiency and energy diversity, tackling a vexing dependency on imported oil. The other important driver was the need for cleaner-running cars with significantly lower tailpipe emissions, which spoke to mitigating the smog that has historically created air quality issues in major cities across the country.
Then, sometime around 15 years ago, there was a shift as concerns about climate change and carbon emissions began taking shape. While smog-forming emissions and fuel efficiency continue to be fundamental to the need for cleaner cars, carbon emissions – and ways to decrease them – is driving greater interest in plug-in vehicles that enable zero-emission driving. All this interest has grown in tandem with awareness of new vehicle models that achieve ever-higher levels of environmental sustainability across the board.
Widely recognized as the most important environmental awards in the automotive field over the past 19 years, Green Car Journal’s Green Car Awards™ program takes all this in account as the most environmentally positive vehicles are identified each year, as they have been since the first Green Car Awards were announced in Los Angeles in 2005. As we’ve seen in recent years, electrification has taken on increasing importance in the automotive market and this is reflected in a greater number of electrified vehicles as finalists, and as it turns out, in this year’s award winners. And that leads us to this year’s Green Car Awards™ program.
Green Car Journal has awarded its prestigious 2024 Green Car of the Year® honor to the Toyota Prius Prime plug-in hybrid electric vehicle. Toyota’s Prius has earned its well-deserved reputation as a leading eco-conscious model since its introduction to American highways in 2000. Yet, amid the tremendously competitive nature of the Green Car Awards™ field and the program’s focus – which considers not only environmental achievement but also traditional touchstones like performance and a fun-to-drive nature – the Green Car of the Year© honor has remained elusive for the Prius and its plug-in iteration over the years. That ends now with the Prius Prime’s win of 2024 Green Car of the Year.
Toyota’s Prius Prime has evolved to become the ideal vehicle for our time. The plug-in hybrid variant of the new fifth-generation Prius hatchback, Prius Prime champions the high efficiency and eco-consciousness that has long defined the Prius nameplate. Now it also speaks to car enthusiasts with its compelling style and impressive performance. Importantly, it offers the range-anxiety-free ability to drive 44 miles on battery power and 600 overall miles as a hybrid. Given the average daily miles driven by consumers, that means most Prius Prime owners will find their daily driving experience to be one behind the wheel of a zero-emission electric vehicle achieving up to 127 MPGe.
There’s no lack of SUV models on the market these days so choices are abundant. Increasingly, many of these models feature electric drive and plug-in capability, and the magazine’s focus has gravitated here. To that end, Green Car Journal editors have identified the Alfa Romeo Tonale, this brand’s first plug-in hybrid, as the magazine’s 2024 Green SUV of the Year™.
The Tonale combines the marque’s sensuous Italian style with welcome functionality, a sporty and high-tech interior, and an engaging driving experience courtesy of adjustable driving dynamics and best-in-class horsepower. Its 15.5 kWh lithium-ion battery, which can be charged in less than three hours with a 240-volt Level 2 charger, enables the Tonale to drive 33 zero-emission miles on battery power while delivering an overall 360 mile range.
Honored with Green Car Journal’s 2024 Family Green Car of the Year™ award is the Mitsubishi Outlander PHEV, the electrified version of this automaker’s seven passenger Outlander SUV. This handsome electrified SUV does it all. Now a two-time winner of Family Green Car of the Year™, and in its earlier generation winner of 2019 Green SUV of the Year, the Outlander PHEV’s charms begin with three row seating for larger families, with the rear seat foldable and stowable in a floor well to optimize cargo space.
The Outlander PHEV’s efficient gas engine/twin motor PHEV drivetrain delivers satisfying efficiency while offering 38 miles of battery electric range as an EV, plus a total 420 mile driving range overall. Like full electric vehicles, the plug-in hybrid Outlander PHEV features ‘one pedal driving’ and DC fast charge capability. Adding to its versatility is Mitsubishi’s Super-All Wheel Control that enables confident driving over varying terrain and in challenging road conditions.
Making the cut to become a finalist in a Green Car Awards™ category is an honor earned by virtue of commendable environmental achievement that distinguishes a model above its peers. Each of these vehicles is recognized with Green Car Journal’s 2024 Green Car Product of Excellence™.
2024 Green Car of the Year© finalists honored with Green Car Journal's Green Car Product of Excellence: Honda Accord Hybrid, Hyundai Ioniq 6, Hyundai Sonata, Tesla Model 3, Toyota Prius Prime.
2024 Green SUV of the Year™ finalists honored with Green Car Journal's Green Car Product of Excellence: Alfa Romeo Tonale, Chevrolet Blazer EV, Dodge Hornet, Genesis GV70 Electrified, Hyundai Kona.
2024 Family Green Car of the Year™ finalists honored with Green Car Journal's Green Car Product of Excellence: Kia EV9, Kia Sorento, Mazda CX-90 PHEV, Mitsubishi Outlander PHEV, Toyota Grand Highlander.