An important measurement of your vehicle’s efficiency is understanding the cost per mile of your daily driving. For a gasoline vehicle, one merely divides the cost of a gallon of gasoline by the miles-per-gallon the vehicle gets to determine cost per mile. As we move into the electric vehicle era, determining a vehicle’s operating cost becomes more complicated. That’s because an electric vehicle’s cost per mile can depend on many factors that influence what you pay for charging its batteries – the price of electricity, the length of time it takes to charge, time of day, how close to ‘full’ the battery is, and even an EV’s onboard charger capabilities. The cost of charging EVs can also vary considerably based on whether they are being charged at home or at public chargers.
We’ll guide you through the process of understanding electric vehicle charging and how this directly impacts driving costs. Just a note, though, that our calculations focus on battery electric vehicles (EVs) and plugin hybrid electric vehicles (PHEVs) when running solely on battery power. Because things get more complicated when the gasoline engine of a PHEV is operating, this is not covered here.
Electric vehicle energy use is measured in terms of kilowatt hours per 100 miles (kWh/100 miles). This would be like gallons per 100 miles in a gasoline vehicle. The Environmental Protection Agency (EPA) includes this number on the window stickers of plug-in vehicles along with their estimated miles per gallon equivalent (MPGe), since we’re so used to a gas vehicle’s mpg rating as an efficiency reference. EPA determines MPGe by assuming a gallon of gasoline is equivalent to 33.7 kWh of electrical energy (MPGe = 3370/kWh/100).
So how do you determine what each mile of driving costs in your electric vehicle? Let’s do an example. The cost of electricity in a sample California city is about 15 cents per kWh ($0.15/kWh). If a current model Kia Soul Electric with an EPA rating of 31 kWh/100 miles was charged here, it would cost $4.65 to travel 100 miles. This translates to $0.15/ kWh x 31 kWh/100 miles = $4.65/100, or 4.65 cents per mile.
Gasoline prices in the U.S. vary considerably depending on markets and world events. In recent times, that range was between $3 to $4 per gallon, while the average price of electricity ranged from $0.095/kWh in Louisiana to $0.31/ kWh in Hawaii. Even within a state the rate depends on what a specific utility charges, which can differ substantially. Thus, the cost to drive an electric Kia Soul could range from 2.95 to 9.6 cents per mile. In comparison, the cost of driving a gasoline Soul could range from 10.0 to 13.3 cents per mile.
Unlike gasoline, the price of electricity can vary not only by location, but the time of day it is used. Utilities typically have two types of rate plans – level-of-use and time-of-use. With level-of-use, the price rises with the amount of electricity used. Here, the last kilowatt used in a month could cost more than the first one, which would most likely be the case for electric vehicle owners. With time-of-use, utilities divide a day into peak, off-peak, and sometimes a mid-peak period. Some utilities have as many as six time-of-use periods. In any case, electricity is most expensive during peak usage times, usually in the morning, late afternoon, and early evening. Others offer a lower rate for EV charging than the rest of a home’s electrical service, but the savings may not amortize out considering the fee charged for installing a separate meter. Additionally, many offer the option of a special EV rate plan that can make the cost of charging an electric vehicle more financially favorable.
You can charge an EV or PHEV using Level 1 household 110 volt current using a portable charger often provided with a plug-in model, with the charger powered via a standard wall outlet. Typically, electricity is supplied at a 1.4 kW rate. This is workable for topping off batteries after limited daytime driving where little battery power was used, but the time required for charging a fully depleted battery can be considerable. For example, to charge a Chevy Bolt’s 66 kWh battery to 80 percent state of charge (SOC) with Level 1 charging would take about 38 hours…far too long for most drivers. This time is reduced to about 7 hours with a Level 2 charger at 240 volts and a 7.2 kW charging rate. Level 2 charging is recommended for any vehicle with a battery capacity larger than 10 kWh.
While the latest generation EVs and some PHEVs have the capability to fast-charge to 80 percent SOC in a half-hour or less at a Level 3 and above charging rate, Level 3 charging is not available for homes since this requires 480 volt electrical service. In all cases it’s important to avoid discharging EV batteries to near-zero percent SOC to avoid diminishing battery longevity.
Charging at home at a more convenient Level 2 rate requires special Electric Vehicle Supply Equipment (EVSE). These wall or portable chargers cost between $200 to $1000, with wall chargers also requiring installation that can run from $800 to $1300. Most automakers offering EVs and PHEVs have a recommended EVSE provider, but there are many companies selling EVSEs.
In penciling out the financial benefit of a plug-in vehicle, your number crunching should include the cost of the EVSE. For example, if an EVSE costs $1500 installed and you plan to drive an EV 75,000 miles over a five year period, the EVSE’s amortized cost will be 2 cents per mile. Since most people will likely drive their EV for many more years, amortized EVSE cost could be much lower.
While the overall cost of driving electric can vary widely depending on vehicle purchase or lease cost, electricity rates, EVSE and installation cost, and the length of time an EV is driven, as a general rule owning and operating an EV will be less than that of an equivalent gasoline vehicle.
While there are many reasons why the alternative fuel vehicle field has radically changed in recent years, there’s no greater contributing factor to this tectonic shift than Tesla breaking the EV barrier with electric cars people really wanted. Now, with most other automakers going all-in with advanced electric models of their own, these other alternative fuels get precious little media focus.
Today it’s all about plug-in electric vehicles and hybrids. But why? Did these other alternatives fail, or were they so successful they became mainstream technologies? In short, the answer is that their technology has matured to the point where discussion of these alternative fuels simply generates little attention.
Their widespread use has also been limited by the lack of a fueling infrastructure. For the most part, electrified vehicles do a better job of meeting greenhouse gas reduction goals than alternative fuels that add CO2 to the atmosphere. Plus, the availability of affordable gasoline and diesel fuel hasn’t helped the case for these fossil fuel alternatives.
There are currently 3,561 E85 ethanol stations in the U.S. As might be expected, the majority of these stations are in Midwest corn growing states since ethanol is largely made from corn in this country. E85, also called flex-fuel, can contain 51% to 83% ethanol and the balance gasoline, depending on location. E85 can only be used in flexible-fuel vehicles (FFVs) that are specially designed to run on gasoline, E85, or any mixture of these two fuels in the same tank. Currently, only about two dozen FFV models are available. Over the past 30 years, automakers fitted a great many models with FFV-capable engines to earn bonus federal fuel efficiency credits at little cost. This did little to actually encourage alternative fuel use, though, since it’s estimated that less than 10 percent of the 21 million FFVs on U.S. highways actually use E85.
Most of the gasoline sold in the U.S. contains up to 10 percent ethanol (E10) to mitigate vehicle emissions, with the amount varying by region and season. All automakers approve blends up to E10 in their gasoline vehicles. As of 2011, EPA began allowing the use of E15 (10.5 to 15 percent ethanol) in model year 2001 and newer gasoline vehicles. While the amount of ethanol used per gallon of fuel is minimal, overall ethanol use is significant and growing due to the huge number of gasoline fueled vehicles on the road.
Far fewer biodiesel stations are available across the country, about 192 at last count. Biodiesel can be used in its pure form (B100) or blended with petroleum diesel fuel. Common blends include B2 (2 percent biodiesel), B5 (5 percent biodiesel), and B20 (20 percent biodiesel). Since most automakers only approve use of blends up to B5 and some up to B20 in their diesel models, and light-duty diesel vehicles are sold in small numbers in the U.S., biodiesel accounts for a small fraction of the country’s fuel use.
One of the big criticisms of biofuels like ethanol and biodiesel is that they require the same resources –water, land, and fertilizer – that are used to grow food. According to researchers at the University of Virginia, about a third of the world’s malnourished population could be fed by using resources now used for biofuel production.
That said, things could be looking up for biofuels. Today there are hundreds of research projects worldwide – and even some near-ready production facilities – aimed at capturing CO2 and converting it into conventional fuels, biofuels, and carbon-based chemicals. This would effectively release agricultural resources to produce needed food rather than fuel. Plus, whether CO2 is converted to conventional fuels or biofuels, the result is the same since this serves to decrease fossil fuel use and reduce CO2 in our atmosphere.
Compressed natural gas (CNG), liquefied natural gas (LNG) and liquefied petroleum gas (LPG) are niche fuels used mainly by government and private fleets, many with their own fueling facilities. A limited number of new CNG and LPG light-duty vehicles are available, mostly pickups and vans. There are also companies that specialize in aftermarket conversion of light-duty models to run on CNG and LPG that are suitable for varying fleet uses, from taxis and government vehicles to service trucks and vans. Combined, there are presently some 21 CNG models and 22 LPG models from which to choose.
These fuels are popularly used in heavier vehicles like transit and school buses, trucks, and vocational vehicles. Since these alternative fuel vehicles are typically owned by fleets where operating cost is a driving force in their decision making, it’s possible we may see trending toward electric propulsion in coming years as the cost of electrification comes down and driving range increases. At present, the U.S. Alternative Fuels Data Center estimates there are 884 CNG, 62 LNG, and 2844 LPG stations available for refueling these alternative fuel vehicles.
Even amid the frenetic activity and product introductions surrounding electrified vehicles, we know this: Alternative fuels beyond electrons remain in play and will continue offsetting petroleum use in their own way. Some may be suitable for commercial applications but not personal transportation. Others may find success only in niche markets. Still others – depending on further development and commercialization – may fuel vehicles while also achieving important societal objectives like removing carbon from our atmosphere. Plus, of course, there could be new ‘green’ or designer transportation fuels that emerge in the coming years. All this means it could be a fascinating ‘alternative’ road ahead.
Even amid the huge effort now underway to gain market share with new and coming battery electric vehicles, automakers show a continuing interest in keeping the potential of hydrogen vehicles alive. Indeed, the most high-profile players in this space are taking the next steps toward normalizing the way we look at zero-emission hydrogen fuel cell vehicles, models that drive on electricity generated by an electrochemical reaction of hydrogen and oxygen.
One of the advantages of a hydrogen fuel cell vehicle has been its ability to refuel in five minutes and then deliver 300 or more miles of driving range. That’s about the same amount of time it takes to fill a gas tank, an important baseline. Electric vehicle batteries, on the other hand, typically take many hours to charge. Today’s electric vehicle fast-charging, and the potential for newly-developed extreme fast charging (XFC) technology, could diminish the hydrogen fuel cell vehicle’s rapid refueling advantage.
Still, high-profile players in the auto industry like Honda, Hyundai, and Toyota apparently feel strongly that hydrogen fuel cell electric vehicles (FCEVs) may play an important part in our driving future. Honda currently leases the Clarity Fuel Cell sedan to California residents living or working in areas where hydrogen fueling stations are available. Hyundai also offers its NEXO hydrogen fuel cell crossover model and Toyota its Mirai fuel cell sedan. Since there are only 47 hydrogen stations in the U.S. with 42 of these in California, it’s really no surprise that all three automakers focus their fuel cell vehicle sales exclusively to limited areas with hydrogen fueling.
Underscoring hydrogen’s continuing momentum, Toyota will shortly release its second generation Mirai sedan. Introduced five years ago as the first fuel cell model offered for sale to retail customers, Toyota’s current Mirai is as notable for its styling as it is for its advanced zero-emission propulsion. Its swoopy, angular, and stylistically forward design does speak ‘future” – which, by the way, is what ‘Mirai’ actually means in Japanese – but that design has been a bit too much for most folks’ taste. The coming, all-new 2021 Mirai changes all that.
As shown by the new model’s concept, the second-generation Mirai is nicely sculpted with smooth-flowing lines, presenting as a stylish mainstream sedan with coupe-like design influences. Evolving from the front-drive first-generation Mirai, it uses a new rear-drive platform with a more rigid body structure that’s longer, lower, and wider than its predecessor, riding on a 114.9-inch wheelbase and featuring a length of 195.8-inches with a 74.2-inch width.
This new design is accompanied by a reimagined interior that’s more spacious and now allows for five passenger seating rather than four. Its multimedia system includes navigation and dynamic audio provided by a JBL sound system with 14 speakers. The Mirai’s handsomely sculpted dash features a 12.3-inch, high resolution TFT touchscreen. Drivetrain advancements are also part of the package. While full details have not yet been disclosed, the 2021 Mirai is expected to feature a more advanced fuel cell system featuring increased performance and up to 30 percent greater driving range. Like the model before it, the new Mirai is capable of filling up its hydrogen tank in just five minutes.
Beyond light-duty vehicles, where hydrogen could become a major transportation fuel is in over-the-road trucks that travel fixed routes, where hydrogen refueling stations are available. While adding larger and heavier batteries to increase the range of personal-use electric vehicles is not a big problem, every pound of battery capacity added to increase the range of commercial trucks means a pound less of payload, impacting the bottom line. Thus, fuel cells could prove to have a large advantage over electric trucks and be appealing in the commercial world.
While adding larger and heavier batteries to increase the range of personal-use electric vehicles is not a big problem, every pound of battery capacity added to increase the range of commercial trucks means a pound less of payload, impacting the bottom line. Thus, fuel cells could prove to have a large advantage over electric trucks and be appealing in the commercial world.
Supporting this notion is Anheuser-Busch, which has ordered up to 800 Nikola Two hydrogen fuel cell semi-tractor trucks for its operations. Two prototypes are already delivering Budweiser beer. On another front, Hyundai and big-rig producer Cummins may jointly develop and commercialize fuel cell powertrains by combining Hyundai’s fuel cell systems with Cummins’ electric powertrain, battery, and control technologies. Toyota and Kenworth are building 10 fuel cell semi tractors for use in and around the Port of Los Angeles and Port Heuneme, California, where decreasing port-related emissions is a significant challenge.
Where is this all leading? Toward the future, of course…one that continues to evolve with an as-yet unknown mix of conventional, electrified, and alternative fuel vehicles being developed by legacy and newly-launched auto and truck manufacturers. Each has its own vision of what our driving future will look like. Time will tell what role hydrogen will play in this unfolding transportation world.
These days, Henrik Fisker bringing to bear insights and lessons learned from his first effort at Fisker Automotive to his new company, Fisker Inc, with what looks like another groundbreaking vehicle – the Fisker Ocean. Most recently, the company has made moves to bolster the funding of its new electric vehicle launch with a $2.9 billion reverse merger with Spartan Energy Acquisition Corp. a move that’s taking Fisker public. Plus, there’s reportedly a deal in the works with VW to use that automaker’s MEB platform for Fisker’s new electric vehicle.
Fisker’s all-electric, five seat SUV is slated to begin manufacturing late in 2022 and feature several versions with two- or four-wheel-drive. The quickest variant will feature a 302 horsepower electric motor that will accelerate the Ocean from 0 to 60 mph in under 3 seconds, with power from an 80 kWh battery said to provide a range of 300 miles. A Combined Charging System (CCS) Type 2 Combo plug offers a 150 kW charging capability that Fisker says will allow the battery to be fast-charged to provide 200 miles of range in 30 minutes.
A state-of-the-art heads-up display integrated into the windshield is complemented by a 16-inch center touchscreen and a 9.8-inch cluster screen. Karaoke mode displays lyrics for your favorite song in the windshield so you can keep eyes on the road. A full-length solar roof provides electric energy. One-touch ‘California Mode’ simultaneously opens all side windows, rear hatch glass, and the solar roof to create an instant open-air feeling. This feature allows the rear hatch glass to roll down to handle carrying long items.
Over time Fisker has brought in some significant talent to help get the job done. One of these moves is bringing in Burkhard Huhnke, former vice president of e-mobility for Volkswagen America, as chief technology officer to lead Fisker’s R&D activities in Los Angeles and Silicon Valley. Another member of Fisker’s executive team is senior vice president of Engineering Martin Welch, formerly with McLaren cars and Aston Martin.
Fisker says the Ocean will start at $37,449 and will be leased for $379 per month, allowing an impressive 30,000 miles per year with maintenance and service included. The company is currently accepting $250 deposits.
There are challenges ahead even as electric pickups are poised to enter a potentially enthusiastic market. Those challenges could mean a more gradual market trajectory than that of electric sedans and SUVs, which have already taken quite some time to gather momentum. For example, cars and SUVs used for commuting or running errands are typically driven less than 40 miles daily, with occasional trips of several hundred miles with passengers. That’s a reasonable and flexible duty cycle for electric passenger vehicles. It’s different for trucks.
With the exception of work trucks in urban areas, pickups in many rural areas travel hundreds of miles every day without refueling. That’s not an issue for conventionally powered pickups with their considerable driving range. It could be for coming electric pickups since their battery range is about half that of most full-size gas pickups. When conventional pickups do need to refuel, it takes but a few minutes to fill up with gasoline compared with the hours required for electrics. Realistically, it's difficult to see electric pickups meeting the duty cycles of work trucks like these until fast charging becomes widespread, especially in rural areas.
Towing presents additional food for thought. It’s well-known that fuel economy, and thus range, is reduced when conventional vehicles tow trailers, boats, or any load. Range is impacted more dramatically in electric vehicles, a fact that could make electric pickups less desirable for towing a boat or heavy load any significant distance since charging would likely be required every couple hundred miles. Illustrating the challenge is that towing a 5000 pound trailer with a Tesla Model X or Audi e-tron has been shown to result in a range reduction of up to 40 percent. Increasing range by adding batteries in an electric pickup may bring longer range, but it also means reducing payload and towing capacity pound for pound.
Looking at the demographics of pickup owners and comparing this with available charging stations presents a stark reality. The 13 states where pickups represent 25 percent or more of new vehicle sales have about 2600 public charging stations, less than 10 percent of all public charging stations in the country. That’s quite a disconnect. These are typically large states where long distance travel is the rule. This underscores the importance of charging opportunities and the formidable challenges electric pickups may face in areas where charging infrastructure is behind the curve.
Another challenge is maintenance. Even though electric pickups require significantly less maintenance than their gasoline or diesel counterparts, there are times when EV-specific service will be required. While the usual tire, brake, and fluid maintenance can be performed by mainstream service providers, electric pickup manufacturers must provide for other potential servicing involving an electric drivetrain, on-board electronics, and the many other controls and systems unique to an electric vehicle. That’s not a significant issue for legacy automakers like Ford and GM that have a widespread dealer sales and service network, even in sparsely populated states. Service personnel at dealerships can be trained in EV-specific work. Fledgling and start-up electric pickup companies will certainly be at a disadvantage here.
Will electric pickups succeed? Time will tell. Plus, we’ll have to see how some wishful launch schedules align with reality since COVID-19 has caused auto manufacturing delays and shutdowns. Plus, with today’s extraordinarily low gas prices, the value equation for electrics of any kind is skewed, at least for the present time. That doesn’t mean there won’t be demand for electric pickups…just that expectations for timing and market penetration should be tempered.
We’ve spent plenty of time now behind the wheel of the Mitsubishi Outlander PHEV GT as part of our long-term test of this highly functional vehicle. We can tell you this: It’s obvious to the Green Car Journal staff why the Outlander PHEV was named the magazine’s 2019 Green SUV of the Year™ and now the 2020 Family Green Car of the Year™.
First of all, it’s a joy to drive. The Outlander PHEV is spacious, well-appointed with an upscale leather interior, and reasonably priced for a plug-in hybrid crossover in today’s market, at $36,295 for the SEL S-AWC and $41,695 for the GT S-AWC. It’s rated at 74 MPGe on electricity and 25 combined mpg on gas, so it’s quite thrifty when driven as intended – as an electric vehicle for around-town driving and as an intelligent hybrid when the need calls for longer distance travels.
This is what we do on a daily basis. We plug in at night with a 240-volt wall charger, top off the batteries while parked, and start the day off with a full charge. Most of our driving, which is likely a reflection of what most folks will experience, is daily use for commuting and running errands within this vehicle’s EPA rated 22 miles of battery-powered driving range. That means if we’re diligent about charging every night – happily, at our utility’s discounted electric vehicle rate – we won’t be visiting a gas station anytime soon.
Of course, if circumstances dictate a daily commute that’s longer than the Outlander PHEV’s rated range and there is on-site charging available at the workplace, it’s possible to effectively double all-electric range by plugging in at work for the drive home. Four hours at 240-volt Level 2 charging at work or at a public charger brings the Outlander PHEV’s pack back to a full charge from a depleted state. If a rapid charger is available, then the battery can be energized to 80 percent capacity in just 25 minutes.
The importance of plug-in hybrid power is that regardless of battery state-of-charge, there’s never anxiety about range. While this Mitsubishi crossover’s battery range is suitable for zero-emission motoring around-town, the Outlander PHEV itself is geared for any transportation needs required. It offers a 310 mile overall driving range that we’ve found very workable and convenient for longer drives and road trips when we do travel beyond those 22 electric miles.
Beyond its electric capability, we’ve found many reasons to appreciate our time in the Outlander PHEV. It’s right-sized for a family of five and it’s comfortable, with loads of room up front and plenty of room afforded by the rear seats. The rear seats three, but with only two in the back there’s a handy pull-down center console and armrest to deploy with cupholders and storage. A 120-volt AC outlet is located at the back of the center console for plugging in a laptop or other device that requires household power. USB power is also available front and rear.
We also appreciate the driving experience. Acceleration is brisk and handling confident, with excellent steering input. The Outlander PHEV offers a smooth ride and is well isolated from road noise. Its series-parallel hybrid drivetrain intelligently balances power from its 2.0-liter engine and twin electric motors under most driving circumstances, providing optimum performance and efficiency. Transitions between electric and combustion power are seamless and virtually unnoticeable, even if you’re looking for them. An EV Drive mode is also driver selectable via a console-mounted switch to allow traveling exclusively in electric mode, with the engine kicking in only when additional acceleration is needed. Steering wheel paddles can be used to control the vehicle’s level of regenerative braking force.
As is the case with most drivers today, we’ve come to appreciate the many sophisticated on-board systems working behind the scene to ensure our safety, and the safety of others. We fortunately haven’t had the need for forward collision mitigation, but we know the system is there in the background. The Outlander PHEV’s many driver assist systems – from adaptive cruise control and automatic high beams to rear cross traffic alert and lane departure warning – inspire that extra level of driving confidence. Particularly helpful every day is the center display’s birds-eye view of the vehicle’s surroundings as we’re backing up.
It's not lost on us that we enjoy a measure of exclusivity while driving this long-term tester. While the Outlander PHEV has been sold worldwide for years – achieving the distinction as the world’s best-selling plug-in hybrid – it has only been here in the U.S. since the 2018 model year. Plus, the Mitsubishi brand’s presence in the U.S. market is significantly smaller than competitors like Honda and Toyota, so you won’t see as many Outlanders on the road as you will CR-Vs or RAV4s. But that’s a good thing if you’re looking to drive something that stands apart from the crowd…which our stylish, PHEV-badged Outlander PHEV GT certainly does.
The MINI E was a pretty cool car based on the MINI Cooper two-door hardtop, fun to drive and pretty attention-getting with its unique, yellow electric plug graphics. We were sorry to see it go and really expected to see a production version introduced shortly after the MINI-E’s 2009/2010 field trials came to an end…but that wasn’t to be.
More recently, MINI has been offering its Cooper SE Countryman ALL-4, a plug-in hybrid model featuring gasoline engine power and 18 miles of all-electric driving. It’s not all-electric, but does champion MINI’s continuing interest in electrification. Now, after a long wait by MINI fans, the follow-up all-electric 2020 MINI Cooper SE has arrived.
The earlier Mini E’s battery pack replaced the rear seat, making it a two-seater. Contrasting this is the T-shaped battery pack in the new MINI Cooper SE that’s located beneath the rear seat and runs between the front seats. Thus, the Cooper SE remains a four-seater without compromising passenger or luggage space. While the MINI E had a range of about 100 miles on its 35 kWh lithium-ion battery, the Cooper S E improves on this a bit with an EPA estimated range of 110 miles with power from a smaller 32.6 kWh battery. It’s also energy efficient with an EPA rated 108 combined MPGe (miles per gallon equivalent).
Powering the Cooper SE is a synchronous electric motor featuring 181 horsepower and 199 lb-ft torque. Since maximum torque is available from standstill, the front-drive Cooper SE accelerates from zero to 60 mph in a brisk 7.3 seconds. To prevent slip during launch, the electric traction control system was integrated into the MINI’s primary electronic control unit (ECU), enabling computer control to shorten the time between wheel slippage and system response.
Four driving modes are offered. The default MID setting brings comfort-oriented steering characteristics, while a GREEN mode results in greater efficiency to increase range. GREEN+ disables features like heating, air conditioning, and seat heating to further increase range. SPORT mode, as you would expect, provides more sporty driving.
A driver can control the car’s degree of regenerative braking to increase or decrease deceleration intensity. A stronger regen setting can be selected if one-pedal driving is preferred. With aggressive regen, a Cooper SE begins decelerating as soon as a driver’s foot is lifted from the accelerator, enabling the car to be slowed at low speeds without using the hydraulic brakes. The softer regen setting is available for those who prefer a more conventional driving and braking feel.
Cabin heating is provided by an energy-efficient heat pump system that collects waste heat from the motor, drive controller, high-voltage battery, and outside temperatures. The result is 75 percent less energy use than a conventional electric heating system, thus saving all-important battery power to gain additional driving range. On hot or cold days, cabin temperature can be pre-conditioned by activating heating or cooling through the MINI Connected Remote App on a smartphone. The app also displays battery state-of-charge, available range, and energy consumption statistics. A map shows nearby public charging stations.
Standard equipment includes either Connected Navigation or Connected Navigation Plus, depending on the trim level. Connected Navigation includes a 6.5-inch central touchscreen. It enables Real Time Traffic Information to help a driver navigate around traffic congestion, along with Apple CarPlay and the internet platform MINI Online. Connected Navigation Plus includes an 8.8-inch color screen and adds wireless cellphone charging.
Speed, remaining range, battery charge level, and power demand are shown on a 5.5-inch digital instrument cluster screen behind the steering wheel. Also shown are navigation directions, selected MINI driving modes, status of driver assistance systems, and traffic sign detection.
The Cooper SE can be charged with a 120 volt AC household outlet or quicker with a 240 volt Level 2 wall or public charger, the latter taking about 3 1/2 hours from depleted to full charge. When 50 kW Level 3 fast-charging is available, the Cooper SE can be charged to 80 percent battery capacity in only 35 minutes. Charging is via a charge port above the right-hand rear wheel, the same location where you refuel a conventional MINI.
MINI’s Cooper SE is what fans of the marque have been waiting for. It’s packed with technology and promises a fun driving experience, at a reasonable base price of $29,900. Sign us up!
The 2020 Karma Revero GT is a major remake that delivers a new model substantially more refined than the original Karma Revero, which evolved from an existing series hybrid sedan. Externally, all of the Revero GT’s body panels have been restyled, including the doors. Most noticeable are the new grille and front fascia that present quite a departure from the Revero’s original and rather massive grillework.
Besides a more modern look, weight has been reduced by more than 500 pounds, an important move since this is one heavy grand touring car weighing in at some 5,050 pounds total. Optional carbon fiber wheels shave off an additional 55 pounds. Inside, there are new seats, center console, and an all-new infotainment system.
There are also big changes in the drivetrain. A turbocharged 1.5-liter three-cylinder engine, sourced from the BMW i8, replaces the previous GM-sourced 2.0 liter engine originally used in the Revero series hybrid. Two electric motors drive the rear wheels through a single speed transmission. Combined power output has noticeably increased from 403 to 535 horsepower, with a beefy dose of 550 lb-ft torque at the ready. All this brings an impressive 0-60 mph sprint in just 4.5 seconds. In a departure from the norm, the exhaust for the Karma GT’s three-cylinder engine is located behind the front wheels.
A lighter 28-kWh battery pack is configured to run down the spine of the car. This nickel-manganese-cobalt lithium-ion pack provides a battery electric range of up to 80 miles, an impressive gain over that offered by the 2019 Revero. With the 280 mile range afforded by electricity from the car’s gasoline engine-generator, overall driving range comes in at 360 miles. EPA rates the 2020 Karma Revero GT at 26 combined mpg and 70 MPGe when driving exclusively on battery power.
Drivers can choose between Stealth, Sustain, and Sport modes to tailor the driving experience. Stealth is for all-electric driving. Sustain mode uses the BMW range-extender engine to supply electricity to the rear motors, preserving power from the battery pack for later use. Sport mode maximizes performance by combining the power from both the engine-generator and battery pack. Three levels of regenerative braking can be selected using steering wheel paddles.
A Karma Revero GTS is planned for introduction later in 2020. Here, torque will be increased to a massive 635 lb-ft for even greater performance. The GTS variant will also feature electronic torque vectoring and Launch Control to handle all that torque. In addition, a planned battery upgrade is expected to provide up to 80 miles of all-electric driving.
Porsche has entered the electric vehicle market in a big way with its long-awaited Taycan, known for some time by its concept name, the Mission E. While Porsche has had plug-in hybrids in its model line for some time, this is the marque’s first all-electric vehicle.
Taycan comes in three versions to fit varying desires – the Taycan 4S, Taycan Turbo, and Taycan Turbo S. All variants feature all-wheel-drive using two electric motors, one driving each axle. The three Taycan versions differ only in battery capacity and horsepower, with each featuring varying levels of performance and driving range.
The point of entry for the model is the $103,800 Taycan 4S, which features a 79.2 kWh battery pack and 522 horsepower from its two motors. The $150,900 Taycan Turbo is energized by a 93 kWh battery and delivers 616 peak horsepower. This same 93 kWh battery pack is optional on the Taycan 4S. At $185,000, the Taycan Turbo S shares the same powertrain as the Turbo model but is tuned to deliver an even greater 750 horsepower when using launch control. Launch control power lasts for short bursts of 2.5 seconds. After that, all models reduce output slightly to protect the drivetrain from heat.
EPA rates the Taycan Turbo at a 201 mile driving range. That breaks the 200 mile barrier perceived by many as necessary for next-generation electric vehicles, but it is lower than some other electrics like the Audi e-tron and Tesla Model S. EPA fuel efficiency for the Taycan Turbo is a combined 69 MPGe (miles-per-gallon equivalent). Efficiency and range ratings for the Taycan 4S and Taycan Turbo S have not yet been released.
Porsche’s Taycan is the first electric vehicle to use an 800-volt electrical architecture. This allows more powerful 270 kW charging that enables recharging the battery from 5 to 80 percent in about 22 minutes. This requires an 800 volt DC public fast charger that is still quite rare. More common 400 volt DC fast-charging is limited to 50 kW, with some 150 kW chargers available that triple maximum charging power at 400 volt DC fast-charging stations. These can bring an 80 percent charge in 90 minutes or less. Charging the Taycan using a widely-available 240-volt Level 2 public or home charger takes 10 to 11 hours.
All Taycans come with a 10.9-inch infotainment screen, Apple CarPlay, navigation, Bluetooth, HD and satellite radio, four USB ports, panoramic sunroof, and adaptive air suspension. Among the model’s standard safety equipment is a rearview camera, parking sensors, forward collision warning with brake assist, lane keep assist, traffic sign recognition, and adaptive LED headlights. Optional safety items include blind spot monitoring, adaptive cruise control, night vision camera, and a surround-view parking camera system. Adding the optional performance package brings four-wheel steering and active anti-roll bars.
Lincoln’s new Aviator comes in two versions, the conventionally-powered Aviator and the Aviator Grand Touring plug-in-hybrid. Both luxury SUVs feature a 3.0-liter twin-turbocharged V-6 engine, which in the Aviator is rated at 400 horsepower and 415 lb-ft torque. The Grand Touring adds a 101 horsepower electric motor and a 13.6 kWh lithium-ion battery pack. Adding the electric motor to the V-6 increases output to a combined 494 horsepower and 630 lb-ft torque.
That kind of power means the Aviator Grand Touring has V-8 big block-like performance, with acceleration coming on strong courtesy of an electric motor that deliver loads of torque from zero rpm. Hybrid power also means better fuel economy than a conventionally powered model, with the Grand Touring variant offering an EPA combined fuel economy rating of 23 mpg, compared to 20 mpg for the all-wheel-drive version of the conventional Aviator. The Aviator Grand Touring comes only with AWD while the conventional model has the option of rear-wheel drive.
The Aviator Grand Touring uses Ford's innovative new modular hybrid transmission that’s also used in the Ford Explorer Limited Hybrid and Ford Police Interceptor Utility Hybrid It was created by essentially inserting an electric motor and disconnect clutch between the engine and torque converter on Ford's 10-speed SelectShift automatic transmission. The MHT shares about 90 percent of its components with Ford’s conventional 10-speed automatic.
Drivers are afforded 21 miles of all-electric driving in the plug-in hybrid for typical around-town needs. The Aviator Touring’s 13.6 kWh battery pack features under-floor packaging that does not infringe on interior space, so this 7 passenger SUV’s cargo-carrying capacity is not compromised when the third row seating is folded flat. Charging a depleted battery takes three-to-four hours using a 240-volt Level 2 charger.
All Aviators have five Lincoln Drive Modes that change the suspension settings, steering, shift points, and ride height with the optional Air Glide Suspension. The Aviator Grand Touring has two additional modes – Pure EV for all-electric driving and Preserve EV to save stored electrical energy for later use. The Aviator can tow 6,700 pounds while the Aviator Grand Touring can tow 5,600 pounds.
Lincoln's all-new Aviator offers a point of entry at $51,100 for the base rear-drive model, with the Grand Touring plug-in hybrid variant coming in at $68,900.
First making its appearance in 1966, the Corolla has proved to be a serious mainstay for the Toyota brand. To date it has sold over 46 million copies worldwide, along the way becoming the best-selling nameplate in the world. Its sales have far surpassing that of the original Volkswagen Beetle, the ubiquitous everyman’s car that was seemingly everywhere for years on end, but in actuality sold less than half the number achieved by the Corolla. Unlike the Beetle that remained true to its unmistakably simple form over its lifetime, Corollas have seen many major redesigns over the years and this year’s 2020 Corolla sedan features the model’s most compelling redesign in decades.
As with previous models, the 2020 Corolla’s strengths are its affordability, reliability, and notably high fuel economy. Now, it can add style to that list of strengths…along with the title 2020 Green Car of the Year®.
The latest Corollas use Toyota's New Global Architecture (TNGA). This brings a stiffer platform with an independent multilink rear suspension that replaces the previous torsion beam setup. The standard base engine on lower-end L, LE, and XLE trims is the long-used and dependable 1.8 liter four-cylinder engine, rated at 139 horsepower. Stepping up to SE and XSE trims bring a 169 horsepower, 2.0-liter four-cylinder powerplant to bear. Both are quite fuel efficient, with the 1.8-liter delivering 30 city/38 highway mpg and the 2.0-liter 31 city/40 highway mpg.
Power is delivered to the road through a 6-speed manual on the SE and an electronically controlled, continuously variable transmission on lower end models. Upper trims get a continuously variable transmission with intelligence. Shift Mode starts out with an actual first gear and then shifts to a CVT operation. Paddle shifters allow selection of 10 simulated gear ratios.
For optimum fuel economy there’s the new Corolla Hybrid LE model that features a 121 horsepower, 1.8-liter Atkinson-cycle four cylinder and a pair of electric motors. This highly efficient hybrid system achieves an impressive, Prius-like EPA estimated 52 combined mpg. Energy is provided by a 1.3 kWh nickel-metal hydride battery pack positioned under the rear seats, so trunk capacity is not compromised. Importantly, the Corolla Hybrid LE is priced at just $23,100, about $3,500 more than the base gasoline-powered model. Its high fuel efficiency, affordability to the masses, and huge worldwide sales means this model has an outsized impact on decreasing gasoline use and carbon emissions reductions.
In addition, this affordably-priced car offers a a full complement of driver assist systems that rivals those found in much more expensive vehicles. All versions have Toyota Safety Sense 2.0 as standard equipment. This package includes Toyota’s Pre-Collision System with Pedestrian Detection, Road Edge Detection and Sway Warning, Automatic High Beams, Lane Tracing Assist, and Road Sign Assist. Full-Speed Range Dynamic Cruise Control and Lane Departure Alert with Steering Assist are also part of the package.
Our time behind the wheel of a Corolla Hybrid LE proved this vehicle to be a great daily driver. It’s roomier than you would expect, quite comfortable, and delivers a satisfying driving experience while achieving its pretty amazing fuel efficiency. Acceleration is decent though not particularly quick, but then, buyers of the Corolla nameplate in its many forms are not shopping for high performance. They are shopping for value, durability, connectivity, safety, and efficiency, and with the 2020 Corolla they get all this in abundance.
Plus, of course, they now get an all-new Corolla with surprisingly attractive styling. While that might not have been the tipping point for buyers looking for top value and efficiency over the years, it’s sure an important addition that will draw even more interest in this enduring nameplate. And let’s not forget that with today’s greater interest in environmental performance – including significantly lower carbon emissions – the Corolla Hybrid becomes even more compelling as a champion for the cause, all the while sporting more mainstream appeal than many hybrids that came before it.
The BMW 7-Series gets a facelift for 2020, and without a doubt its most notable styling change is a more massive twin kidney grille. Importantly, BMW’s 745e xDrive sedan gets a new and improved plug-in-hybrid powertrain to bolster its environmental credentials. This flagship BMW sedan is now powered by a six-cylinder, 3.0 liter TwinPower Turbo engine that replaces the previous version’s 2.0-liter, four-cylinder engine used in its 740e predecessor. Engine output is now 286 horsepower and the electric motor is rated at 113 horsepower.
Lithium-ion battery output has also improved with battery pack capacity increased from 9.2 to 12 kWh. This provides a bit more all-electric range –16 versus the earlier version’s 14 miles. Total driving range with electric and hybrid drive is 290 miles. The high-voltage battery is positioned underneath the rear seats so luggage compartment volume is about the same as in the non-hybrid 7-series sedans. Importantly, this plug-in hybrid also delivers much better performance when running on the gasoline engine alone or when driving in hybrid mode with both the engine and electric motor supplying power.
The 745e’s electric motor is integrated in the model’s 8-speed Steptronic transmission. As xDrive implies, the 745e features BMW's xDrive intelligent all-wheel-drive. The BMW 745e xDrive is equipped with a hybrid-specific version of the eight-speed Sport Steptronic transmission that incorporates both the electric motor and an improved separating clutch that acts as the link to the engine. The extremely compact design is only about 0.6 inches longer than the Steptronic transmissions in the non-hybrid models.
Drivers are provided an array of selectable driving modes. In default Hybrid mode, the 745e runs on electric power with the combustion engine kicking in only after the car reaches 87 mph. This mode provides an optimized balance between the combustion engine and electric motor. Hybrid Eco Pro mode is biased towards reduced fuel consumption with enhanced coasting. Electric mode provides all-electric driving.
By selecting the Battery Control mode, charge state of the high-voltage battery is maintained at a level determined by the driver, enabling battery power to be used later for emissions-free driving in town, for example. Sport mode combines both engine and electric motor output to provide a total 389 horsepower for maximum performance. Adaptive mode is geared towards relevant driving styles and situations.
BMW is a pioneer in using carbon fiber reinforced plastics (CFRP) in production vehicles. The 7-series’ A, B, and C pillars, as well as the roof, are made of CFRP to reduce weight and the car’s center of gravity. The price of entry for the 745e is $95,550.
Many of us use inductive wireless charging to recharge our cellphones and other electronic devices. Now, some lessees of new BMW 530e iPerformance plug-in hybrids will be able to recharge their batteries using inductive charging as well. Initially, 200 BMW 530e lessees are participating in a global Induction Charging Pilot Program that began in Germany and is expanding to include 13 California counties.
BMW Wireless Charging consists of a GroundPad and the CarPad affixed to the vehicle’s underside. A contactless transfer of energy from a home’s power supply occurs between the GroundPad and CarPad through induction over a distance of about three inches. The GroundPad generates a magnetic field that induces electrical current in the CarPad, which then charges the car’s high-voltage lithium-ion batteries.
The system helps a driver maneuver the 530e into the correct position over the GroundPad with the help of a WiFi connection between the charging station and the vehicle. An overhead view of the car and its surroundings is displayed in the car’s center Control Display with colored lines that help guide the driver into the correct spot. Charging starts as soon as the 530e is in position over the GroundPad and a Start/Stop button is pressed. The system's 3.7 kW output can charge the batteries in about 3 1/2 hours with about 85 percent efficiency. It switches off automatically once the car is fully charged.
All components that conduct electricity are protected from rain and snow. Driving over the GroundPad will not damage it in any way. During charging, ambient electromagnetic radiation is limited to the vehicle undercarriage. Foreign Object Detection and Living Object Detection are part of the certified induction charging system. If something is detected within the gap between the GroundPad and CarPad, charging will be turned off.
To participate in the Induction Charging Pilot Program, participants must lease their 530e from 33 participating dealers in San Francisco, San Mateo, Contra Costa, Alameda, Sonoma, Orange, Santa Barbara, Los Angeles, Santa Clara, Ventura, Riverside, or San Bernardino counties. An online questionnaire is submitted to help determine location suitability, which includes the ability to charge inside an enclosed garage space. A 530e Readiness Survey determines garage and local electric grid suitability. All costs associated with the initial installation, maintenance and deinstallation of the Ground Pad are covered by BMW.
In today's direct fuel injected, overhead camshaft engines, valves driven by belt- or chain-driven camshafts control the amount of air flowing in, and exhaust gases flowing out, of the cylinders. Timing, lift, and duration of intake and exhaust valve opening have significant impact on engine performance, emissions, and efficiency. Today's engines use variable valve control to manage timing of the valve’s opening and closing. Until now, variable valve control techniques could not regulate valve duration, as the valve’s closing timing was subordinate to opening timing and could not respond to diverse driving situations.
Hyundai addresses this with its new Continuously Variable Valve Duration (CVVD) technology that optimizes engine performance and fuel efficiency while reducing emissions. CCVD stretches or shortens the time intake valves are open, depending on engine speed and load. When the vehicle maintains a constant speed requiring low engine output, CVVD opens the intake valves from the middle to end of the compression stroke, improving fuel efficiency by reducing the resistance caused by compression. When high engine output is needed, intake valves are closed at the beginning of the compression stroke to maximize the amount of air for combustion.
CCVD brings a 4-percent boost in performance, a 5-percent improvement in fuel efficiency, and reduces emissions by 12 percent. It works as a complement to existing variable-valve-timing systems, not as a replacement. Hyundai is currently using CVVD on intake valves, but the technology can be used on exhaust valves as well. Hyundai's Smartstream G 1.6-liter engine is the first to feature the technology.
The Hyundai Sonata is all-new for 2020 and emerges slightly larger than the previous generation. A product of Hyundai’s new ‘Sensuous Sportiness’ design language, this advanced four-door sedan exhibits the sleek look of a coupe and a more sophisticated overall persona, showing Hyundai’s commitment to offering more compelling passenger cars in an era where many automakers are abandoning cars in favor of crossovers and SUVs. This all-new sedan’s availability in the U.S. will include two gasoline-powered models and a hybrid, though a plug-in hybrid is said to be in the works. It’s offered in S, SE, SEL, SEL Plus and Limited trims.
The Sonata’s two engines include a new naturally aspirated, 2.5-liter Atkinson cycle four-cylinder making 191 horsepower, plus the carryover turbocharged, 1.6-liter four-cylinder producing 180 horsepower. The new 2.5 liter four has features like split cooling circuits, an exhaust manifold integrated with the cylinder head, and both port and direct fuel injection, resulting in somewhat higher fuel economy than the turbo four-cylinder engine. Both drive the front wheels through a new eight-speed automatic transmission with steering wheel paddles.
The Hyundai Sonata hybrid is powered by a new 150 horsepower, 2.0 liter four-cylinder engine and a 51 horsepower electric motor. This gives a combined output of 192 horsepower. It uses a new six-speed automatic transmission with Active Shift Control that aligns engine and transmission speeds, improving both acceleration and fuel efficiency. The 2020 Hyundai Sonata Hybrid will be the first Hyundai to feature a solar panel roof.
An 8-inch touchscreen is standard with a 10.25-inch touchscreen available. A 12.3-inch virtual instrument cluster is standard on the Limited and SEL Plus and optional on the SEL. Apple CarPlay and Android Auto connectivity is standard and Bluetooth pairing allows phone use while streaming music. A head-up display is optional.
Sonata is outfitted with three radar sensors, five cameras, and 13 ultrasonic sensors to enable the latest advanced driver assist systems. All models come with forward collision warning with pedestrian detection, automatic emergency braking, driver-attention monitor, adaptive cruise control with stop and go, and lane-follow assist.
Also available is blind spot warning, which displays an image of the left rear side of the car when the left turn signal is activated, and the right side when the right indicator is activated. These images appear in place of the speedometer or tachometer display, respectively. Also available is reverse automatic braking and a 360-degree camera system. Remote Smart Parking Assist is used to guide the car into, or out of, a tight parking space and is remotely controlled by a driver outside the car via the key fob.
The price of entry for the 2020 Sonata is $23,400 with the top-of-the-line Limited commanding $33,300. Hyundai has not yet announced cost for the Sonata Hybrid that will be coming soon.
The 2020 Ford Explorer Limited Hybrid, 2020 Ford Interceptor Utility Hybrid, and 2020 Lincoln Aviator Grand Touring will be the first Ford products to feature an efficient Modular Hybrid Transmission (MHT). Developed by Ford supplier Schaeffler, it was created by essentially inserting an electric motor and disconnect clutch between the engine and torque converter on Ford's 10-speed SelectShift automatic transmission.
The addition of the motor unit adds just 6.3 inches to the transmission’s overall length, which is accommodated by shortening the driveshaft on rear- and four-wheel-drive vehicles. It uses the same lug spacing as the non-hybrid transmission. The MHT is built alongside the regular 10-speed automatic since it shares about 90 percent of its components.
Many hybrids do not use a torque converter since the torque of an electric motor is sufficient to get the vehicle moving and help smooth shifts. Ford kept the torque converter mainly to maintain the excellent towing, hauling, and maximum-performance capabilities found in its non-hybrid siblings. The MHT's electric motor provides low-speed torque, an extra boost of power, and regenerative braking with improved fuel economy.
The Ford Explorer Limited Hybrid uses a 44 horsepower electric motor with a 3.3-liter naturally-aspirated V-6. The electric motor can provide 221 lb-ft of additional torque. The MHT system's 1.5 kilowatt-hour liquid-cooled lithium-ion battery is about 33 percent smaller than the first generation battery that debuted in the 2005 Escape hybrid. It is packaged beneath the Explorer's second-row seats so it doesn't compromise cargo space.
The third-generation Nissan Versa is 2.3 inches lower, 1.8 inches wider, and 1.6 inches longer than the Versa it replaces and styling is definitely more handsome. It is available in S, SV and SR levels. With prices starting at $14,730 and fully loaded SRs coming in under $20,000, the Nissan Versa represents great value.
All Nissan Versas continue to be powered by the same 1.6-liter, four-cylinder DOHC engine with Continuously Variable Valve Timing Control System (CVTCS) as used in the outgoing model. However, it is a bit more powerful this year with 122 horsepower and 114 lb-ft torque. A five-speed manual continues to be the standard transmission for the S grade, while the SV and SR trims only come with an Xtronic CVT (Continuously Variable Transmission). The CVT is optional on the base S trim. Manual gearbox-equipped 2020 Versas get 27 city/40 highway mpg while CVT versions net 32 city/40 highway mpg.
The S, SV, and SR each offer a slightly difference appearance beyond their 15-, 16- and 17-inch wheels, respectively, with the upper two alloys. Headlights on the S and SV are halogen, while the SR has LEDS. Interiors also get better as you go up in trim levels. SV and SR trims feature a 7-inch touchscreen compatible with Apple CarPlay and Android Auto. These trims also get a 7-inch instrument cluster. S trims get a 7-inch display, but without the Nissan Connect infotainment system or Apple CarPlay and Android Auto compatibility. All trims have three USB ports, pushbutton start, and Bluetooth for calls and audio streaming.
Even at these budget prices, the Versa has many driver-assist aides. All trims get standard Automatic Emergency Braking with Pedestrian Detection, Rear Automatic Braking, and Lane Departure Warning. SV and SR trims add Blind Spot Warning, Intelligent Driver Alertness, and Rear Cross Traffic Alert. Cruise control is standard on all trims. However, Intelligent Cruise Control that maintains a set distance to the vehicle ahead is only optional on the top SR trim. All trims get auto on/off headlights and high-beam assist.
Nissan strives to ensure a driver never leaves a child in a Versa SV or SR with the model’s standard Rear Seat Alert system, which reminds drivers to check the back seat when exiting by sounding the Versa’s horn.
The ever-popular Mazda 3 is available as both a four-door sedan or five-door hatchback to fit differing tastes. Completely redesigned last year and built on an all-new platform, the sedan and hatchback have distinctly different rear side profiles and rear styling.
The Hatchback is available in Standard, Preferred, and Premium packages, with the sedan adding a Select package at the lower end. Both variants feature a prominent grille accented by slim LED headlights and daytime running lights. Adaptive headlights are offered on the top Premium package. All models are available with either two-wheel- or four-wheel-drive.
Power is delivered by an efficient 2.5-liter, 186 horsepower SKYACTIV-G2 engine featuring dual overhead valves, variable valve timing, and cylinder deactivation. This four-cylinder engine connects to a SKYACTIV-Drive 6-speed automatic transmission with sport mode. A 6-speed manual is available only on the hatchback with the Premium package. All-wheel-drive models use Mazda's i-ACTIV AWD all-wheel drive system. The model also offers the automaker’s latest-generation G-Vectoring Control Plus system that slightly reduces engine torque to sharpen steering feel.
Mazda's long-awaited SKYACTIV-X spark-controlled compression ignition (SPCCI) engine is now available in Mazda3 models Europe and expected to be offered here later in the model year. This innovative engine combines the best features of spark-ignition (gasoline) and combustion-ignition (diesel) engines without either of their disadvantages, while offering greater horsepower, torque, and fuel efficiency.
All 2020 Mazda trim levels now come standard with i-ACTIVSENSE driver-assist features that were previously standard only on higher trim levels. These include Lane Departure Warning, Lane-Keep Assist, Mazda Radar Cruise Control with Stop & Go, Driver Attention Alert, Blind-spot Monitoring, and Automatic Emergency Braking.
The Mazda3’s driver-focused cockpit includes a 7.0-inch instrument cluster screen and an 8.8-inch infotainment screen with Android Auto and Apple CarPlay. A head-up display is optional. The Mazda3 offers an entry price of $21,500 for the sedan and $23,700 for the hatchback variant.
