Karma Automotive has emerged a notable force in the luxury electric vehicle world with 1,000 employees since its launch in 2014, with multiple offices in the U.S. and a manufacturing facility in Southern California. Over these years it has focused on forming relationships with companies developing new technologies, taking engineering risks, and challenging convention in automotive design.
One of its recent forays is a partnership with famed Italian design house Pininfarina to explore a two-door variant of the already-stunning Karma Revero sedan. Known for its design collaborations with the likes of Ferrari, Maserati, and Alfa Romeo, Pininfarina’s efforts have resulted in an all-new, bespoke Grand Touring version of the original Revero.
Pininfarina’s sinewy two-door Karma GT features all-new body sides along with softer overall features and a relaxed shoulder line. Its aggressive front end integrates innovative LED headlamps and a slatted grille with large air intakes, while the rear features an elegant look with boomerang-style taillamps. The Revero’s existing frame and suspension were modified for the coupe design.
Why the partnership with Pininfarina? According to Karma Automotive, it illustrates how the company is moving toward a new business model that shares resources and platforms for creating multiple revenue streams.
“As a relatively young start-up company, Karma does not yet have the deep financial and in-house technological resources of an established OEM,” shares Dr. Liang Zhou, Karma Automotive CEO. He adds that the company will “use partnerships to accelerate our progress by acquiring and developing key technologies important to connectivity, performance, artificial intelligence, shared mobility platforms, and electrification. Partners can use our product platform as an incubator to test and prove their new innovations, and likewise, our engineering and design resources can be offered to help other partners advance their needs.”
If consumer interest is high, it’s possible Pininfarina may build a limited run of Karma GTs at its facility outside of Turin, Italy, with customers able to configure the model to their personal tastes. Regardless of how this evolves, it appears that the Karma/Pininfarina GT collaboration is just the beginning of a long-term relationship between the two companies.
Subaru’s first plug-in hybrid vehicle, the 2019 Crosstrek Hybrid, uses the Subaru Global Platform designed for hybrid and electric powertrains. It features new Subaru StarDrive Technology that integrates two electric motors, a 2.0-liter direct-injection SUBARU BOXER engine, Subaru Symmetrical All-Wheel Drive, and a new Lineartronic continuously variable transmission. With the series-parallel StarDrive Technology, one motor functions as an engine starter and as a generator powered by the engine to charge the lithium-ion hybrid battery. The second motor powers the vehicle in hybrid and electric driving modes. It also charges the hybrid battery during regenerative braking.
The plug-in SUV can reach speeds up to 65 mph in full electric mode and achieve 90 MPGe. It drives up to 17 miles exclusively on lithium-ion battery power and features a total range of 480 miles when using both gas and electric power.
The Crosstrek Hybrid features a Linerartronic CVT plus X-MODE and Hill Descent Control for enhanced performance in low-friction and off-road conditions. SI-DRIVE powertrain performance management allows tailoring throttle characteristics by choosing between Intelligent and Sport modes. Active Torque Vectoring applies light brake pressure to the inside front wheel while cornering for improved handling.
Crosstrek is well-equipped with the latest advanced driver assist technologies. Subaru EyeSight includes Pre-Collision Braking and Throttle Management, Adaptive Cruise Control, Lane Departure and Sway Warning, and Lane Keep Assist. Reverse Automatic Braking can apply the vehicle’s brakes if an obstacle is detected while reversing. Blind Spot Detection with Lane Change Assist and Cross Traffic Alert is standard. Pedestrian Alert provides an audible warning to pedestrians within the proximity of the vehicle while traveling below 20 mph.
The model’s STARLINK Multimedia Plus offers an 8-inch high-resolution touchscreen, Rear Vision Camera, Bluetooth hands-free phone and audio streaming connectivity, AM/FM stereo, and smartphone integration with Apple CarPlay, Android Auto, Aha, and Pandora as standard equipment. Multimedia Plus includes a single-disc CD player and voice activated controls for phone and Near Field Communication. Multimedia with Navigation adds navigation powered by TomTom, voice activated navigation, and over-the-air updates.
Remote Battery Charging Timer manages the Crosstrek Hybrid’s charging schedule and monitors its status. A STARLINK Safety and Security Plus package includes Remote Climate Control and Remote Battery Charging Timer, SOS emergency assistance, and automatic collision notification.
The all-new 2019 RAM 1500 debuted with eTorque mild hybrid technology, an efficiency-enhancing system that’s exclusive to the segment. This new feature, while potentially important to buyers seeking a fuel economy bump in the increasingly-crowded and always competitive light pickup field, is not readily understood by all. So here’s an overview on how RAM’s eTorque mild hybrid works.
Functionally, eTorque works by replacing the RAM’s conventional alternator with a more robust motor/generator in 3.6-liter V-6 and 5.7-liter V-8 HEMI engines. The eTorque-equipped V-6 mounts its Continental motor-generator in front of the engine with the pulley pointing aft. A dedicated, water cooled coolant circuit is used since the internal cooling fans in a typical alternator would not work in this configuration. In the HEMI V-8, a Magneti Marelli motor-generator mounts conventionally near the top of the engine where air cooling works fine. The 48-volt eTorque system adds 90 pounds to a the HEMI V-8 and 120 pounds to the V-6, with the water-cooling circuit accounting for the difference.
When lifting off the throttle at speed, eTorque’s motor/generator begins to generate electrical energy that feeds back to its battery pack while also smoothing transmission downshifts. It provides a brief torque boost of 90 lb-ft in V-6 RAMs and 130 lb-ft in V-8 models. Along with adding torque during shifts, it contributes torque while transitioning in and out of four-cylinder mode during V-8 cylinder deactivation. The eTorque system restarts the engine and resumes forward motion within 70 milliseconds after an auto-stop. An interactive deceleration fuel shut-off system also saves fuel.
Electrical energy in the eTorque system is stored in a 30 pound, 430 watt-hour LG Chem battery pack mounted at the rear wall of the pickup cab. The system includes a DC-to-DC converter to supply the vehicle’s regular electrical loads and charge its 12-volt starter battery.
Alternators only draw modest power from an engine’s accessory drive. However, eTorque’s motor-generators use their accessory drive belt to slow and accelerate these trucks, so the belt must be larger and stronger, and also must wrap farther around the pulley. It also requires a tensioner on both sides to keep belts tight as the motor/generator transitions from generating to motoring. The eTorque Hemi gets a larger crankshaft pully as well that improves the motor/generator’s leverage.
While Audi and Mercedes-Benz are selling similar systems in Europe, FCA (Fiat Chrysler Automobiles) is the first to market vehicles using the technology in large numbers in the U.S. With an estimated 2 to 3 mpg savings in city/combined fuel economy, eTorque delivers improved environmental performance and has the potential to have a measurable effect on FCA’s corporate average fuel economy as well.
Growing significantly from its original compact form, Ford’s 2019 Ranger pickup is nearly the same size as a mid-1990s F-150. That means it’s a direct competitor to popular mid-size pickups like the Chevrolet Colorado, GMC Canyon, Toyota Tacoma, and Nissan Frontier. It does well in the efficiency department with EPA ratings of 21 mpg in the city and 26 mpg on the highway.
Ranger is available as a SuperCab or SuperCrew built on a common 126.8-inch wheelbase. The SuperCab comes with a 6-foot bed while the SuperCrew gets a 5-foot bed. Unlike the aluminum-bodied F-150, the Ranger is steel with steel bumpers mounted directly to the frame for durability and crashworthiness.
2019 Ford RangerPower is delivered by a 2.3-liter, turbocharged EcoBoost four-cylinder coupled to a 10-speed automatic transmission. Rear- and part-time four-wheel-drive are available. Electronic “Shift-on-the-Fly” 4WD allows a driver to switch from 2WD to 4WD HIGH at speeds up to 55 mph, and to 4WD LOW at lower speeds.
Electronic-Shift-on-the-Fly comes with a two-speed transfer case, Dana electronic locking rear differential, and Ford’s Terrain Management System. The latter provides a choice between Normal, Grass/Gravel/Snow, Mud/Ruts, and Sand modes. A new low-speed Trail Control off-road cruise control standard on 4WD models can be selected to take over the throttle and brakes, letting a driver steer through rugged terrain.
Power goes through Dana Trac-Lok differentials on both two- and four-wheel drive models. An electronic locking rear differential is optional. A new fully boxed frame is unique to North American Rangers. The Ranger is equipped with electronic power-assisted steering. It has an independent dual A-arm with coil spring front suspension and a solid Dana rear axle with two-stage leaf springs in back.
The Ranger comes in XL, XLT and Lariat trim levels. An FX-4 Off-Road Package available on all of these adds a front steel skid plate, other steel underbody skid plates, off-road shocks and tires, and Magnetic Grey trim accents.
Electronic features include FordPass Connect Wi-Fi with 4G LTE connectivity for up to 10 devices, a Sync 3 infotainment system, LCD gauge cluster screens, Apple CarPlay and Android Auto, optional navigation, and USB outlets. The Ranger offers nearly as many driver assists as the rest of the Ford lineup, including standard forward collision warning with automatic emergency braking. A blind spot warning system is available that includes trailer coverage.
Ranger is available at a base MSRP of $24,300 for the SuperCab and $26,520 for the SuperCrew variants, with four-wheel drive an additional $4,160.
Henrik Fisker, former head of design at such places as Aston Martin, BMW, and Ford, is best known in the ‘green’ car space for the gorgeous Fisker Karma electric grand touring sedan he designed and briefly sold under his own brand in 2012. He’s back in the game at Fisker Inc. with his previously-shown eMotion electric supercar prototype, and now an electric SUV the company says it intends to sell first.
The as-yet unnamed electric SUV is a strategic move since SUVs represent the most important and fastest-growing segment in the automotive market. Powering the Fisker SUV will be front and rear electric motors offering all-wheel drive functionality. An ‘enhanced’ 80 kWh lithium-ion battery pack aims to offer a range approaching 300 miles. The SUV will feature a large heads-up display, a premium interior, and the latest emerging connected technologies…all at a targeted starting price under $40,000.
The eMotion is planned to use Fisker’s flexible solid state batteries under development for even greater range. Fisker claims this next-generation battery technology will offer 2.5 times the energy of today’s lithium-ion batteries.
Fisker has appointed Don Jackson – formerly president of manufacturing at Volkswagen of America and vice-president of manufacturing at Toyota – as the company’s senior advisor of manufacturing. The company says a driveable prototype of the electric SUV will be coming later this year with a production model out the last half of 2021.
Chevrolet introduced its efficiency-enhancing Active Fuel Management (AFM) cylinder deactivation system in 2005 and has now followed up with even more sophisticated Dynamic Fuel Management (DFM). While AFM alternates between eight- and four-cylinder operation, DFM features 17 cylinder patterns that constantly determine how many cylinders are required to meet real-time driving needs.
Dynamic Fuel Management uses a sophisticated controller that continuously monitors every movement of the accelerator pedal, running a complex sequence of calculations to determine how many cylinders are required to meet the required torque. It makes this determinations 80 times-per-second to optimize efficiency and power delivery at all speeds. with only the cylinders needed to provide this torque in play…down to a single cylinder.
An electromechanical system controls all 16 of the engine’s hydraulic valve lifters, using solenoids to deliver oil pressure to control ports in the lifters that activate or deactivate the lifters’ latching mechanisms. When a cylinder is deactivated, the two-piece lifters effectively collapse on themselves to prevent opening the valves. When the cylinder is reactivated, solenoids send an oil pressure signal to the control ports on the lifters and the latching mechanism restores normal function, allowing the valves to open and close.
The first application of GM’s Dynamic Fuel Management emerged in the 2019 model year, available on the all-new Chevrolet Silverado’s optional 5.3-liter and 6.2-liter V-8 engines. This efficiency-enhancing system will certainly find its way to additional models across the GM line. Chevrolet says DFM improves fuel economy by about 5 percent.
Jaguar’s first electric vehicle, the I-PACE offers a pleasing and aggressive design, luxury appointments, and exceptional driving characteristics. Part of Jaguar’s PACE family of vehicles along with the gasoline-powered E-PACE and F-PACE, the electric I-PACE blazes its own trails with great acceleration and handling on purely battery power, something it proved time after time in Green Car Journal’s drives on interstates, in the city, and on twisty canyon roads.
The I-PACE is is available in three trim levels, S, SE and HSE, starting at $69,500. Besides being Jaguar Land Rover’s first all-electric vehicle, it is also the first one that can receive over-the-air system software updates as new capabilities become available.
I-PACE is powered by two identical 197 horsepower electric motors that produce a total of 394 horsepower and 512 lb-ft torque. One motor drives the front wheels while the other powers the rear, resulting in all-wheel-drive. It can also operate on a single motor for more efficient two-wheel drive motoring when appropriate. Acceleration from 0-to-60 mph is a claimed 4.5 seconds, a performance characteristic we enjoyed throughout our drives.
This Jaguar electric SUV is essentially equal to its all-electric competitors when it comes to range between charges at 234 miles. Electrical energy is stored in a 90 kilowatt-hour, underfloor battery pack consisting of 432 high-energy density lithium-ion pouch cells. The battery pack's location provides a low center of gravity that enhances driving dynamics.
The I-PACE has an aluminum body like other current Jaguar Land Rover vehicles. In this case the underfloor battery pack housing is used as a structural component, which provides I-PACE the greatest torsional stiffness of any model in Jaguar Land Rover’s lineup. The battery pack can be charged to 80 percent capacity in 40 minutes from a 100 kW source or in 85 minutes with a 50 kW charger.
Because there is no engine up front, the base of the windshield has been moved forward compared to the E-PACE and F-PACE to provide more interior space. Thus, while being similar in dimensions to its conventionally-powered siblings, it has a roomier interior. While a battery electric vehicle, it retains the appearance of an internal combustion model. For instance, there’s a radiator behind the front grille for the battery's liquid-coolant system. The grille also directs airflow through the hood scoop to reduce drag, and active vanes in the grille and front bumper can close to further improve aerodynamics when battery cooling and the climate-control system aren’t needed. Other aerodynamic features include powered hideaway door handles. Air springs are standard and can lower the car by as much as 0.4 inches at highway speeds to further reduce drag.
Torque Vectoring by Braking gives the I-PACE sports car-like agility. Controlled independent braking on the individual inside front and rear wheels adds to the turning forces acting on the car. Under most conditions, more braking pressure is applied to the rear inside wheel as this best supports increased cornering capability, while the front inside wheel is braked for greater effectiveness and refinement. Adaptive Surface Response constantly monitors the car's driving environment and adjusts appropriate motor and brake settings.
The I-PACE offers a wide array of driver assist and connectivity features that vary with trim level. The Park Package includes Park Assist, 360-degree Parking Aid, and Rear Traffic Monitor. A Drive Package provides Blind Spot Assist, Adaptive Cruise Control with Stop & Go, and High-Speed Emergency Braking. Connectivity features include Remote, Navigation Pro, Connect Pro, 4G Wi-Fi Hotspot), and Stolen Vehicle Locator.
Nissan updated its LEAF last model year with new styling and now offers its LEAF PLUS with even greater driving range. The second-generation Nissan LEAF is more attractive and has excellent aerodynamics, resulting in a drag coefficient of only 0.28. The latter includes a sealed underbody, diffuser-type rear bumper, and aero wheels. Improved aerodynamics also mean a quieter ride and improved vehicle stability.
The LEAF PLUS features an increase in battery capacity to 62 kWh compared to 40 kWh in the standard LEAF model. This results in an increase in EPA range from 151 miles for the LEAF to 226 miles for the LEAF PLUS.
While the interior dimensions of the latest generation LEAF remain essentially unchanged, the rear cargo area has been redesigned for more luggage space. Even with an increase in energy storage capacity, the LEAF PLUS battery pack is almost the same size and configuration as in the LEAF. The car’s exterior and interior dimensions are virtually unchanged. On the outside, the LEAF PLUS gets some small accents and distinctive emblems on the rear. Other subtle changes include a revised front fascia with blue highlights.
Connectivity and advanced driver assist systems are a big thing in this model. Nissan Intelligent Mobility focuses on three key elements including Nissan Intelligent Power (how Nissans are Powered), Nissan Intelligent Driving (how Nissans are driven), and Nissan Intelligent Integration (how Nissans are integrated into society). Nissan Intelligent Power includes the e-powertrain that provides 147 hp in the LEAF and 214 hp in the LEAF PLUS, with both exhibiting increased torque for improved acceleration.
Nissan Intelligent Driving includes ProPILOT cruise control that maintains distance to the vehicle ahead. If that vehicle stops, ProPILOT automatically applies the brakes to bring the LEAF to a full stop, remaining stationary even if the driver’s foot is off the brake. The car resumes driving when the driver touches a switch or lightly presses the accelerator to reactivate ProPILOT.
ProPILOT also helps steer and keep the vehicle centered in its lane at speeds between 19 and 62 mph. Other LEAF technologies include Intelligent Lane Intervention, Lane Departure Warning, Intelligent Emergency Braking, Blind Spot Warning, Rear Cross Traffic Alert, and Intelligent Around View Monitor with moving object detection.
Using NissanConnect, a key part of Nissan Intelligent Integration, the driver can search for continuously updated information such as the location and operating hours of free charging stations and station availability. Owners can also access their smartphone to check the battery’s state of charge, schedule charging for minimum electric rates, find the nearest charging station, and pre-heat or cool the car. NissanConnect links drivers, vehicles, and communities to share power between electric vehicles and homes, buildings, and power grids. While connected to vehicle-to-home systems, the battery can store surplus solar energy during the daytime and use it to help power a home in the evening.
The dashboard is dominated by a 7-inch display for infotainment and the navigation system, if equipped, as well as Nissan’s Safety Shield, the vehicle’s state-of-charge, and a power gauge. The driver is faced with another 7-inch screen in place of conventional dials. Apple CarPlay and Android Auto are included with the higher-spec infotainment system that also includes navigation. LEAF PLUS gets a larger 8-inch touchscreen and an updated navigation system. Applications, maps, and firmware are updated over the air.
Nissan’s LEAF is the world’s best-selling electric vehicle and the automaker aims to keep it that way with approachable prices. The LEAF offers an MSRP of $29,900 with the longer-range LEAF PLUS coming in at $36,550, before federal and state incentives.
The 2019 Lexus UX, an urban crossover SUV with an edgy design, is available as the conventionally-powered UX 200 or the UX 250h, a series-parallel hybrid with two electric motor-generators. The UX is the first Lexus model to use the automaker’s new Global Architecture Compact platform, resulting in a lightweight yet super-rigid structure. The UX features extensive use of high-tensile steel and high-strength adhesives, a composite tailgate, and aluminum side doors, fenders, and hood.
Powering the UX 200 is a high-efficiency, 2.0-liter four-cylinder engine coupled to a 10-speed direct shift continuously variable transmission. This is expected to deliver a combined 33 mpg. This same 2.0-liter engine is used in the next-generation Lexus Hybrid Drive that powers the UX 250h, along with a pair of electric motor/generators integrated into a hybrid transaxle.
The new transaxle mounts the electric motor-generators coaxially rather than in-line to create a smaller and lighter package that reduces frictional losses by 25 percent. In addition, the second motor-generator in the new Lexus Hybrid Drive is a higher-speed motor, yielding better performance and efficiency. Lexus expects this powertrain to deliver a combined 38 mpg.
The UX 250h model offers all-wheel drive using a separate, dedicated electric motor-generator integrated into the rear differential. Power distribution between the front and rear axles is automatically optimized by the vehicle stability control system when accelerating, cornering, or driving on slippery surfaces. All-wheel drive provides stable driving on uphill slopes or snow-covered roads with lower fuel consumption than a conventional AWD system.
Inside is a comfortable and well-appointed interior featuring a sweeping instrument panel, intuitive controls, and a standard 7-inch TFT LCD display. An available Lexus Navigation system replaces this with a 10.25-inch screen. Attention to detail expected of a Lexus is evident, with such features as heated and cooled seats, leather-trimmed steering wheel, and luxurious finishes. The UX is designed to support the digital lifestyles of its drivers by enabling them to use their smartwatch to start their engine, lock or unlock doors, and even check fuel level before heading out for the day.
Predictive Eco Drive Control working with the navigation system learns driving habits, predicts the expected roadway ahead, and analyzes real-time traffic reports to optimize charging and discharging of the hybrid battery. Also operating with the navigation system, Predictive Deceleration Support uses knowledge about a driver’s behavior to predict when and where the vehicle is likely to slow down or stop, increasing regenerative braking appropriately to allow more energy to be recovered.
The Lexus UX is EPA rated at 29 mpg in the city and 37 mpg on the highway, efficient for a conventionally-powered crossover SUV. The hybrid UX 250h ups the economy ante with a 43 city mpg rating and 41 mpg in highway driving. The standard UX is priced at $32,000 with the hybrid UX 250h available at $34,000.
Toyota is no stranger to high efficiency vehicles, having successfully blazed new trails for nearly two decades with its mega-mpg in all its various forms. Rather than resting on its laurels, the automaker has continued to move the efficiency numbers of its models upward as well to appeal to a broader market.
The fifth generation Avalon Hybrid is one such example. Readily identified by its massive grille and large air intakes, the 2019 Avalon Hybrid rides on the latest Toyota New Global Architecture platform shared with the smaller Toyota Camry. Its wheelbase is nearly two inches longer and overall length three inches greater than the previous Avalon model. Avalon Hybrids come in base XLE, sporty XSE, and loaded Limited trims. The XSE has features like steering wheel paddle shifters, sunroof, black honeycomb mesh inserts in the grille. and sport-tuned suspension. The latter includes tweaks to the springs, anti-roll bars, and shocks to enhance performance.
Power is delivered by the automaker’s Toyota Hybrid System II (THS II) that integrates an updated 2.5-liter, Atkinson-cycle four-cylinder engine, a pair of electric motors, and a 1.6 kWh nickel-metal-hydride battery pack. One motor assists the engine when maximum power is needed while both feed electrical energy back to the battery during coasting. The Dynamic Force engine is more fuel efficient, runs cleaner, and is more powerful than previous versions. The battery pack now resides beneath the rear seat rather than in the trunk like the previous version, lowering the car’s center of gravity while providing additional trunk room.
The Avalon Hybrid’s continuously variable transmission has six simulated gears that can be shifted by the gearshift, or via steering wheel paddles in the XSE. EPA rates the Avila Hybrid at 43 city and 43 highway mpg, quite impressive for the largest sedan in the Toyota lineup. The combination of the gasoline engine and twin motors produces 215 horsepower, 15 more than the previous version. The Avalon Hybrid has Sport, Normal, and Eco modes, the latter adding power from the hybrid system for improved acceleration.
Smart and connected technologies are a matter of course for the 2019 Avalon. The model comes standard with Toyota’s Entune 3.0 infotainment system using Apple CarPlay displayed on a standard 9.0-inch center screen. It can integrate devices with Alexa-enabled voice connectivity and offers a Wi-Fi hotspot. The instrument panel features a 7.0-inch driver’s display showing vehicle information, navigation instructions, safety information, and alerts.
The Avalon’s standard Toyota Safety Sense P includes a Pre-Collision System with Pedestrian Detection, Full-Speed Range Dynamic Radar Cruise Control, Lane Departure Alert with Steering Assist, and Automatic High Beams. Additional standard safety systems include a Blind Spot Monitor with Rear Cross Traffic Alert and Back Guide Monitor. Also available are a Panoramic View Monitor with Alert and Intelligent Clearance Sonar, which now includes a Rear Cross Traffic Braking system.
All 2019 Avalons have Toyota’s Star Safety System, which includes enhanced vehicle stability control, traction control, electronic brake-force distribution, brake assist, anti-lock braking, backup camera, and smart stop technology. A surround-view camera system, front and rear parking sensors, and automatic reverse braking are optional.
The price of entry for the Avalon Hybrid is $36,550, just $1,000 above the price of the standard, conventionally-powered Avalon model.
When Tesla began selling its long-awaited $35,000 Model 3 early this year, there was no doubt a collective sigh of relief on the part of Tesla fans who had waited three years for this to happen.
This price tag is important since the Model 3 has been widely-promoted as a $35,000 ‘everyman’s electric vehicle’ affordable to the masses, even as the cheapest models available were uplevel, higher content variants initially priced at $49,000. That cost moved down to $46,000 and ultimately $43,000 before Tesla made the leap to its latest $35,000, slightly decontented base model. At that price it’s doubtful that Tesla makes a profit, and in fact it wasn’t long ago when Tesla CEO Elon Musk said the company would lose money on the Model 3 at that price point.
Still, the promised base model is here and we can celebrate that. But it’s not an entirely happy story for some – no doubt many, many thousands – who were expecting something more.
When the Model 3 was introduced in April 2016, anticipation had been building a long time already for an affordable long-range electric car from Tesla. For fans of the marque who couldn’t pony up the substantial bucks for a premium-priced Model S or Model X, the $35,000 Model 3 was their answer. The problem is, a great many buyers understandably assumed that the bottom-line cost would be much lower.
Until recently, the federal tax credit for a Tesla was $7,500. Add in state incentives that could vary from $1,000 to $5,000 or more, and buyers were looking at an all-electric Tesla Model 3 they could acquire for a very approachable, conventional vehicle-like price as low as net $25,000. While the cost of a typical Tesla has always been beyond the reach of most buyers, a bottom line transaction of 25 grand was considered do-able by many.
There were an estimated 200,000 reservations for the Model 3 within a day of its unveiling accompanied by $200 million or so in deposits, a number that has continued to grow to surpass 400,000 reservations over time. Deliveries of higher-priced, uplevel Model 3s began in mid-2017, with qualified buyers enjoying the generous $7,500 tax credit. However, it has taken so long to get to a deliverable $35,000 Model 3 that the federal tax credit for Teslas has been a reduced $3,750 for the first half of 2019, then $1,875 for the second half, then at year’s end…done.
Why is this happening? To its credit, Tesla has cumulatively sold over 200,000 electric vehicles (Models S, X, and 3). This number triggers a federal tax credit phase-out according to a predefined schedule set for all makers of electric vehicles. The federal incentive’s strategy is that once an automaker has momentum for its electric vehicles by achieving greater than a 200,000 sales volume, there is no further need for a subsidy.
To those who lament the loss of federal EV subsidies and feel it unfair, consider this: The program was never intended to last forever, but rather help more environment-friendly electric vehicles gain traction in a market that has been dominated by internal combustion for well over a century.
Tesla surpassed 200,000 electric car sales and has achieved impressive momentum. Its electric Model 3 became the best-selling luxury car in the U.S last year. By all measures, for Tesla the federal tax subsidy’s story is ‘mission accomplished.’
Hyundai, part of a very exclusive club offering hydrogen fuel cell vehicles in the U.S., has followed its initial Tucson FCEV with the all-new Nexo. It’s available only in California where hydrogen fueling opportunities, while limited, exist in greater numbers compared to other states.
The Nexo represents a step forward for FCEVs in that Hyundai is selling the 5-passenger hatchback and not just leasing it, as is typically the case with hydrogen vehicles. It also uses a purpose-built platform rather than being based on an existing model like the Tucson FCEV.
As a hydrogen fuel cell vehicle, the Nexo’s fuel cell takes in hydrogen and oxygen to create electricity for powering an electric motor, with zero emissions. The heart of the Nexo is its 95-kW proton-exchange membrane fuel cell stack and 1.6-kWh lithium-ion battery pack. These supply electricity to a 161-horsepower, 291 lb-ft AC induction motor located beneath the hood. Power is transferred to the road through a single-speed, direct-drive gearbox. Hydrogen is stored in three 10,000 psi tanks with a total capacity of 156 liters, delivering an EPA estimated driving range up to 380 miles.
Hyundai reduced the size and weight of the fuel cell compared to that used in the earlier Tucson FCEV. The new fuel cell uses only 56 grams of expensive platinum rather than the Tucson’s 78 grams. Hyundai also improved cold-weather performance so the fuel cell starts in temperatures as low as -22 degrees F. Like the Tucson and other fuel cell vehicles, refueling with hydrogen can be done in as little as five minutes.
Audi's new 2019 e-tron electric SUV joins Jaguar and Porsche in giving Tesla some serious competition. The automaker’s first-ever all-electric vehicle looks much like the rest of the Audi lineup, foregoing the temptation to go too futuristic or quirky in an effort to stand out as an electric. Its iconic Audi grille reinforces the sense of normalcy even as it handles the distinctly-electric job of directing cooling air to pass under the battery pack. Some electrification cues are provided, though, as the e-tron features slats running across the rear bumper that highlight the lack of tailpipes. Lights in the front are also designed to look like the bars of a charge status indicator. A dark colored section along the sides show battery pack location.
Efficient aerodynamics and other efficiency-enhancing touches were important in designing the e-tron, which features a drag coefficient of just 0.30. Features include cooling ducts for the e-tron’s front brakes and its adaptive, speed-dependent air suspension. Standard ultra-low rolling resistance 20-inch wheels are aerodynamically optimized. Full underbody cladding incorporates an aluminum plate to help protect the battery and also lower drag.
The e-tron's electric quattro all-wheel drive uses two asynchronous motors, each driving one set of wheels. Single-stage transmissions transfer torque to the axles via differentials. At moderate cruising speeds, the e-tron is powered mainly by the rear motor. The battery pack's location between the axles plus the low positioning of other drive components results in low center of gravity. Weight distribution is approximately 50:50. A driver can select from seven different driving modes, from comfortable to sporty, that alter suspension stiffness, steering responsiveness, and how aggressively the SUV accelerates.
Two electric motors accelerate the e-tron from 0-60 mph in 5.5 seconds with a top speed of 124 mph. It can tow up to 4000 pounds when equipped with the optional tow package. While EPA has yet to provide driving range numbers, testing in Europe resulted in 248 miles from the 95 kWh battery pack. EPA's testing here tends to yield somewhat lower range numbers.
Audi put heavy emphasis on recuperating as much energy as possible. Depending on driving conditions, terrain, and driving style, regenerative braking can provide as much as 30 percent of the e-tron’s range. The driver can select how aggressively the car uses this system, allowing for "one pedal" driving where taking the foot off the throttle will bring the car to a full stop using only regenerative braking.
The e-tron is available with a full range of standard or optional driver assistance packages including adaptive cruise assist, intersection assist, rear cross traffic assist, lane change and vehicle exit warning, and park steering assist. It comes in three trim levels - Premium Plus, Prestige, and First Edition. A panoramic glass sunroof is standard.
The popular Toyota RAV4 was fully-redesigned this model year to meet the requirements of today's ever-expanding SUV market. Now in its 5th generation, the 2019 RAV4 is built on the Toyota New Global Architecture (TNGA-K) platform and engineered to be more efficient. Both conventionally-powered and hybrid versions of the RAV4 are offered, with blue accents on the Toyota logo and hybrid badges the only visual cues that set the RAV4 Hybrid apart from its non-hybrid counterpart.
Power in the hybrid is delivered by Toyota’s Hybrid System II, which in this model uses a 2.5-liter, four-cylinder Atkinson cycle engine producing 176 horsepower and 163 lb-ft torque. The system’s two electric motors deliver 118 horsepower and 149 lb-ft torque to the front wheels, with 54 horsepower and 89 lb-ft torque to the rear wheels. Combined hybrid system output is 219 horsepower. All-wheel drive is a standard feature on the hybrid, and the RAV4 Hybrid is very capable off-roading as we proved during our time driving off-road trails and in challenging conditions.
The RAV4 Hybrid’s electronically-controlled, continuously variable transmission (ECVT) comes with sequential shift modes. Sport mode changes throttle mapping and the way the transmission operates for a more responsive feel. An Eco mode optimizes fuel economy. EV mode provides an extremely limited all-electric range using light throttle.
The hybrid’s nickel-metal hydride battery pack is located beneath the rear seat so interior space is not compromised. In fact, there is a bit more cargo room compared to the previous generation RAV4 since the battery pack is more compact. An 8.0-inch touchscreen displays the hybrid powertrain’s battery activity.
New to the 2019 RAV4 HV models, Predictive Efficient Drive essentially reads the road and learns driver patterns to help optimize hybrid battery charging and discharging operations, based on actual driving conditions. The system accumulates data as the vehicle is driven and ‘remembers’ features such as hills and stoplights, for example, and adjusts hybrid powertrain operation to maximize efficiency.
The 2019 RAV4 Hybrid is equipped with the second generation of Toyota Safety Sense (TSS 2.0), which includes a Pre-Collision System with Pedestrian Detection, Full-Speed Range Dynamic Radar Cruise Control, Lane Departure Alert with Steering Assist, Automatic High Beam, Lane Tracing Assist, and Road Sign Assist. Blind Spot Monitor with Rear Cross Traffic Alert and Rear Cross Traffic Braking are standard on XLE grade and above, and optional for the LE. Limited grade adds standard Intelligent Clearance Sonar, which is available on XLE and above.
Other available safety technologies include a panoramic backup camera with customizable dynamic grid lines. The Limited grade adds a Bird’s Eye View Camera with perimeter scan, overhead 360-degree view, and curb view. Every model is equipped with Entune 3.0 multimedia, including Wi-Fi Connect powered by Verizon, Amazon Alexa, Google Assistant capability, and Apple CarPlay compatibility.
The RAV4 Hybrid achieves an admirable 41 mpg in the city and 38 mpg on the open road, at an entry price of $27,700.
Tesla’s Model 3 was promised from the beginning to be an advanced electric sedan at an affordable $35,000 entry price. That, as anyone who has followed Tesla with any kind of regularity, has been an elusive goal as only higher-end and much more expensive versions of the Model 3 have been offered. And now…the $35,000 Model 3 is finally a reality.
Model 3 is a stylish and high-tech sedan offering a signature Tesla look and lots of advanced technology. Tesla’s third all-electric vehicle, the Model 3 follows in the footsteps of the well-regarded Model S sedan and Model X crossover SUV. Like these vehicles, the Model 3 is fast and fun to drive. Importantly, it does what Teslas are known to do – offer all-electric driving from about 220 miles up to 310 miles before requiring a recharge, which does a lot to ease range anxiety.
Just as Tesla’s approach to being an automaker is different, so too are its cars. Compared to the Model X, which the company packed in as many ‘firsts’ as possible – a crossover with gullwing-like ‘falcon’ doors and the industry’s largest windshield – the Model 3 is more aligned with the needs of mass production. In fact, Tesla describes the Model 3 as ‘smaller and simpler’ than its predecessors to make it more affordable than the Model S.
The $35,000 entry price tag is important since the Model 3 has been widely-promoted as a $35,000 ‘everyman’s electric vehicle’ affordable to the masses, even as the cheapest model available was initially $49,000, then $46,000, and ultimately $43,000 before Tesla finally made the leap to its recently-announced $35,000, slightly decontented base model. At that price it’s doubtful that Tesla will make money, and in fact it wasn’t long ago when Tesla CEO Elon Musk said the company would lose money on the Model 3 at that price point. An array of industry experts agree with that assessment. But that’s another story.
If not an exercise in simplicity, then perhaps the Model 3 is a statement that ‘less-is-more,’ even as it delivers desired levels of performance, range, technology, and safety. For example, rather than more costly aluminum construction like the Model S and Model X, the Model 3 uses both aluminum and less-costly steel. Its interior is also a model of simplicity devoid of instrumentation and external controls, knobs, or switches, with everything – including the speedometer – incorporated into its 15-inch center-mounted touchscreen display.
Buyers have a choice of battery packs and motors that deliver varying levels of performance and range. The lowest motor output currently available is estimated to offer 220 horsepower and rear-wheel drive, with a range of 220 miles. The dual motor model features 450 horsepower with all-wheel drive and a range of 310 miles.
Like all Tesla models, the Model 3 includes the hardware needed in the future for full self-driving, although this capability is dependent upon extensive software validation and local regulatory approval. Model 3 offers forward radar, eight cameras, and 12 ultrasonic sensors that enable an array of safety and driver-assist functions including automatic emergency braking, collision avoidance, and side collision warning. Over-the-air software updates are part of the package and Tesla’s AutoPilot semi-autonomous driving system is an available option.
Tesla now offers two levels of Connectivity: Standard that is free and Premium that comes at a modest annual cost. Standard Connectivity offers basic maps and navigation, music and media over Bluetooth, and software updates over Wi-Fi. Both receive maps and navigation functionality, traffic-based routing, trip planner, and Supercharger stall availability. All cars with Standard Connectivity will simply need to connect to a Wi-Fi network to receive software updates. Premium Connectivity adds satellite-view maps with live traffic visualization, in-car streaming music and media, and over-the-air software updates via Wi-Fi and cellular.
In an interesting twist to the $35,000 Model 3 saga, Tesla shuttered some of its stores and galleries in an effort to save money in tandem with the lower-cost Model 3 availability, with the intention of potentially closing all of them and exclusively selling online. The company then changed its mind and kept most of its Tesla stores and galleries open. Again, another story…so stay tuned.
The Nissan LEAF benefits from early electrics like the circa-1998 Nissan Altra EV, the first model to use lithium-ion batteries. The Altra EV was one of many electrics explored during Nissan’s decades-long electric vehicle development program, including the Future Electric Vehicle (FEV), FEV II, Prairie Joy EV, Nissan Hypermini, Altra EV, and of course the LEAF. To lend insight into the early years of Nissan’s electric vehicle development, we present the following article from the Green Car Journal archives, as it was originally published in June 1998.
Excerpted from June 1998 Issue: The Nissan Altra EV, an electrified iteration of the all-new R’nessa minivan, an internal combustion model sold only in Japan, created quite a stir at its official North American debut at this year’s 1998 Greater L.A Auto Show.
The reason? It’s the first time any production electric vehicle has used lithium-ion batteries, scaled-up versions of the batteries found in the highest-end notebook computers and video cameras. Just as lithium-ion allows these portable devices to operate longer on battery power, this advanced battery technology also provides an EV with a longer single charge driving range – 120 miles in the case of this minivan.
It could have been more. Nissan chose to go with a minivan because of its universal appeal and functionality. However, there was a desire on the part of some Nissan executives to go with a smaller, lighter EV because the Li-ion batteries could have provided a stunning 200 mile single-charge driving range in a smaller platform. Instead, the automaker chose a platform that weighs in at just over 100 pounds more than Honda’s EV Plus.
The Altra EV’s Li-ion battery pack consists of 12 modules of eight cells connected in series, or a total of 96 cells, each measuring 2.6″ in diameter and 16″ in length. A Hughes-type inductive charging system, the same as GM’s EV1, is used on the Altra EV. A full charge from empty takes about five hours.
The decision to integrate Sony Li-ion batteries represents substantial vision on the part of Nissan, and also, it seems, an ability to absorb significant short term losses. While Nissan sources will not officially comment on the actual cost of the Li-ion battery pack, insiders say that early versions cost somewhere between $50,000 to $70,000 each. Obviously, these costs will drop dramatically and quickly as the technology advances and greater numbers of these batteries are produced. In the meantime, high costs for early EVs used in limited demonstrations are to be expected.
Power is provided by a 83 horsepower permanent magnet synchronous motor and a 32-bit high-speed RISC motor controller processor. The motor features a compact design that weighs just 85 pounds. This electric powertrain achieves a high overall energy efficiency lf approximately 90 percent under ordinary driving conditions.
Green Car Journal editors had the opportunity to put the Altra EV through its paces at the automaker’s Tochigi test track in Japan. This test drive proved the Altra EV to be quite a capable performer, with good acceleration and handling characteristics. In fact, no apparent shortcomings were detected other than some slight gear whine, not a surprising occurrence since this vehicle’s operation is otherwise silent, with no internal combustion engine or exhaust noise to mask normal mechanical sounds.
Inside, an innovative, titanium-colored digital instrument panel displays performance and charge status that was easy to read during our test drive. Comfortable seating for four is provided with front and mid-section bucket seats. A good amount of cargo area is provided at the rear.
This four-place seating configuration, rather than the six- or seven-place seating found in conventional minivans, is simply a concession to the need to keep total gross vehicle weight within certain limits to ensure optimum driving range. Everything, from vehicle weight to aerodynamics to rolling resistance, is crucial in electric vehicles that carry a very finite amount of energy onboard. This is an especially important consideration since the Altra EV carries an 800 pound battery pack mounted beneath the floorboard.
Nissan is bringing 30 Altra EVs to the U.S. for testing this year, mostly within its own employee fleet and in the fleets of several electric utilities. Nissan sources tell Green Car Journal that delivery of the first 15 Altra EVs from Japan is slightly behind schedule, but they are expected imminently. After the initial 30 examples arrive, an additional 90 Altra EVs are scheduled to be brought to the U.S. for placement with fleets by 2000.
Of course, the Altra EV represents but one highly visible part of this automaker’s electric vehicle program. By all accounts there’s also a hybrid electric variant coming, possibly based on the efficient Nissan Avenir developmental hybrid platform that Green Car Journal editors had the opportunity to test drive at the automaker’s Tochigi track in late 1997.
While this hybrid vehicle was clearly still in the development stage – much of the interior was devoted to battery placement and instrumentation – it was far enough along to prove the viability of Nissan’s hybrid work.
Tadao Takei, Nissan’s executive vice president, has been quoted as predicting a January 1999 launch of a Nissan hybrid EV in Japan. This follows the late-1998 launch of Toyota’s Prius hybrid EV in the Japanese market. Takei expressed doubt that Nissan would reach the current 3,000 unit-per-month production of the Prius, which was recently ramped up to meet unexpectedly high demand for the Toyota hybrid.
Still, the fact that Nissan is moving forward with a hybrid launch signals an important commitment to what promises to be an exciting and growing segment of the auto industry.
POWERTRAIN
Type: Neodymium permanent magnet DC electric motor
Dimensions: 8.11 inches diameter x 12.01 inches length
Power: 83 hp (162 kW)
Maximum Torque: 17 ft-lbs
Maximum RPM: 13,000
Transmission: Transaxle type with 2-stage planetary gear set
Controller: 216-400 volt input range, Vector controller
Drive Configuration: Front-mounted motor, front-wheel drive
BATTERY
Type: Lithium-ion
Capacity (AH/Hour): 94/3
Nominal Voltage (V/Set): 345
Number of modules: 12
CHARGING SYSTEM
Charger Type: Inductive
Charging Time: 5 hours
BODY/CHASSIS/SUSPENSION
Body Type: Unibody construction
Front Suspension: MacPherson strut with coil springs and stabilizer bar
Rear Suspension: Rear multi-link beam with coil springs
STEERING
Steering Type: Power-assisted electric oil pump
Turning Circle (ft.): 36.2
Turns (lock-to-lock): 4.11
BRAKING SYSTEM
Brake System Type: Electric assist regenerative antilock braking
Front: Ventilated disc brakes
Rear: Drum rear brakes
Input Voltage: 12
Motor Type: DC brush
WHEELS & TIRES
Wheels: 5-spoke aluminum alloy
Size: 15-inch
Tire Type: Low rolling friction all-season radial
Tire Size: 205/65R15
DIMENSIONS
Overall Length: 191.7 inches
Overall Width: 69.5 inches
Overall Height: 66.8 inches
Wheelbase: 110.2 inches
Tread Width (front/rear): 60.4/59.8 inches
Min. Ground Clearance: 5.51 inches
Coefficient of Drag (Cd): 0.36
WEIGHTS & CAPACITIES
Seating Capacity: 4
Curb Weight: 3,749Ibs.
Weight Distribution: 56/44 front/rear
GVWR: 4.579 .lbs.
Cargo Capacity: 221 1bs.
Maximum Payload: 820 1bs.
FUEL ECONOMY
Hwy/City: 304/342 watt hours/mile
PERFORMANCE
Vehicle Range: 120 miles
Maximum Speed: 75 mph (governed)
Along with models like the 2019 Jaguar I-PACE, Audi e-tron, and upcoming Porsche Taycan, we're seeing a new generation of high-tech battery-powered vehicles that bring an exciting new direction to legacy automakers. These models also have something important in common: They aim to disrupt Tesla, the industry’s de-facto electric car leader.
Disruption is a word thrown about with abandon these days as veritable institutions of business and commerce fall from grace, or at least profitability, at the hands of an ever-changing and disruptive world. Think Sears, Borders, and Kodak. The list of major companies disrupted – either gone, a shadow of their former self, or on the ropes – continues to grow. While the auto industry has largely escaped this same fate, change is definitely in the wind. And its bogeyman in recent years has clearly been Tesla.
We’ve seen the auto industry disrupted before, not by innovators but rather by geo-politics, circumstance, and a lack of long-term vision. The Arab Oil Embargo of 1973 and the 1979 Oil Crisis that brought serious gas shortages were a result of political disruption. It was a time when stations ran out of gas, lines of cars snaked for blocks as drivers tried desperately to keep their tanks full and their car-dependent lives on track, and consumers looked for more fuel-efficient vehicles to ease their pain. The problem, however, was there were few fuel-efficient models being produced since there had been no particular demand for them. The auto industry had to adapt, but with typically long product cycles it would take years to adequately fill this need.
Segue to 2003 and the launch of Tesla Motors, an occurrence that seemed interesting but hardly a threat to legacy automakers. Its high-tech Tesla Roadster introduced in 2008 – based on engineless ‘gliders’ produced by Lotus – proved that electric cars could be sporty, fun, and go the distance in ways that all other electrics before it could not, to the tune of 250 miles of battery electric driving on a single charge. Then came the Tesla designed-and-built Model S, Model X, and the new-to-the-scene Model 3. Clearly, the battle for leadership in electric cars was underway.
The auto industry’s penchant for innovation has always characterized its giants. Over its long history, this is an industry that brought us the three-point safety belt, airbags, anti-lock braking, cruise control, direct fuel injection, electronic ignition, and near-zero emission gasoline engines. And let us not forget Kettering’s invention of the electric starter that first saw use in 1912 Cadillacs, an innovation that tipped the scales – and history – in favor of internal combustion over electric cars of the era and helped lead to the combustion engine’s dominance to this day.
While Tesla may have established its role as the industry’s electric car innovator, that’s not to say that legacy automakers haven’t made tremendous progress. GM’s short-lived EV1 electric car of the 1990s proved that exciting and fun electric cars were possible, but not necessarily affordable to make at the time. The technologies developed by GM through the EV1 program live on to this day with evolutionary electric-drive technology found in its acclaimed Chevrolet Bolt EV and other electrified models. Advanced battery electric production vehicles have also been a focus at Audi, BMW, Ford, Honda, Hyundai, Jaguar, Kia, Mercedes-Benz, Nissan, Smart, and VW, with others like Porsche set to enter the market with long-range battery EVs.
So here’s the lesson of the day: If a business model no longer works, as was the case with General Motors and Chrysler during the financial meltdown in the late 1990s, you restructure. A brand no longer resonates with consumers? You drop it, like GM did with Oldsmobile. And if a class of vehicles is falling out of favor in lieu of more desired ones, you move on, as Ford is doing by phasing out almost all of its passenger cars in coming years in favor of more desired crossover/SUVs and pickups.
A paradigm shift is also occurring as automakers grapple with changing consumer preferences, regulatory requirements, and the projected demand for future vehicles and technologies. Enter the age of electrification. Over the past decade, Tesla has set the bar for innovative battery electric propulsion, advancements in near-autonomous driving technology, over-the-air vehicle software updates, and more. It has achieved a real or perceived leadership position in these areas and that’s a threat to legacy automakers. Now automakers are responding in a serious way and Tesla itself is under siege.
GM fired the first volley with its 2017 Bolt EV, beating Tesla’s long-touted Model 3 to market with an affordable long-range EV capable of traveling 238 miles on battery power. While Tesla is now delivering its well-received Model 3 in increasing numbers after a series of production challenges, the race with GM to produce an ‘affordable’ mainstream EV with 200-plus mile range was not much of a race to affordability at all. GM won that one handily, holding the line with a $37,500 price (after destination charges), while Tesla’s $35,000 Model 3 has yet to materialize. As Tesla did with its earlier model launches, the automaker is delivering uplevel, high-content, and higher-performance versions first, in the case of the Model 3 from a recently-lowered base price of $42,900 to $60,900, depending on configuration. The Bolt EV’s MSRP has moved in the other direction, dropping slightly to $36,620 for the 2019 model.
Nissan’s all-new, next-generation LEAF that debuted in 2018 improved its range to 150 miles, with a recently-announced LEAF PLUS model joining the lineup with a bigger battery and a range of 226 miles. Hyundai’s 2019 Kona Electric and Kia’s 2019 Niro Electric offer a battery range of about 250 miles, although these offer availability only in California and perhaps a few other ‘green’ states.
Jaguar’s 2019 I-PACE, a fast and sporty crossover with a 234 mile battery electric range, is now available and priced to compete with Tesla’s Model S and X. We'll soon be seeing Audi e-tron and Porsche Taycan long-range electrics on U.S. highways, with others like Aston Martin and Maserati developing high-end electric models as well.
It will be interesting to see how this all plays out over the coming months and years. To be sure, legacy automakers will not cede their leadership positions and market share without a terrific fight… and that fight is intensifying. Tesla doesn’t fear risk and has shown it will go in new directions that others will not, unless they must.
But Tesla doesn’t operate like legacy automakers that have been around for a long time, some more than a century. Those companies have mastered mass production, fielded extensive model lineups, developed widespread and convenient service networks, and have a history of successful worldwide distribution. Tesla is still learning this game, although it is making headway with its intense and successful efforts to deliver increasing numbers of its Model 3 to customers.
Importantly, legacy automakers are immensely profitable, while Tesla has had but a few profitable quarters since its launch and its losses have been in the billions. Tesla’s well-documented difficulties in ramping up mass production of the company’s 'entry-level' Model 3 – and its initial deliveries of only up-level Model 3 examples at significantly higher cost than its widely-publicized $35,000 base price – have added to its challenges.
That said, it would be a mistake to count Tesla out for the long haul based on its current and historic challenges including missed financial and vehicle delivery targets, serious Model 3 production challenges, and a number of high-profile Tesla crashes while driving on its much-touted Autopilot. Regardless of all this, in 2018 Tesla’s Model 3 was the best-selling luxury model in the U.S.
Legacy automakers will have Tesla directly in their sights and Tesla will continue to innovate. A veritable race-to-the-finish!
Volvo’s smallest crossover features an aggressive design that’s a bit of a departure for the automaker, even as it retains the fundamental styling cues that say ‘Volvo.’ The first model built on the automaker’s Compact Modular Architecture, the new XC40 is offered as either a T4 front-wheel drive or T5 all-wheel drive and in three trim levels. The XC40 looks deceptively small but has plenty of cargo and passenger capacity for longer trips. A plug-in hybrid and possibly an all-electric model are likely in the future.
Inside, the stylish cabin aims for an uncluttered look while still providing all the amenities SUV buyers desire. Functionality is a top priority, which the XC40 provides in intelligent ways with features like spacious door bins that accommodate a laptop or tablet, easily accessible under-seat drawers for stashing wallets or other necessities, and even a trash bin for cleaning up clutter. The front storage compartment holds a wireless charge pad for smartphones. Other welcome features include a standard 9-inch Sensus Connect touchscreen and an available panoramic sunroof that provides loads of available light.
All XC40s are powered by a 2.0-liter, turbocharged four-cylinder Drive-E engine. In the T4 this engine is rated at 187 horsepower and 221 lb-ft torque. Engine output increases to 248 horsepower and 258 lb-ft torque in the all-wheel drive T5. Both connect to an eight-speed automatic transmission. Manual gear shifts are possible with the Volvo’s shift lever or, alternatively, via steering wheel shift paddles on the R-Design model.
Standard on all XC40s are Automated Emergency Braking with Pedestrian Detection, Forward-Collision Warning, Lane-Keeping Assist with Lane-Departure Warning, Automatic High-Beam Headlamps, Driver-Attention Monitor, and Traffic-Sign Detection. A self-parking feature, front and rear parking sensors, and Blind-Spot Monitoring with Rear Cross-Traffic Alert can be added as part of the Vision package.
Volvo offers Pilot Assist as a part of a Premium package. This is essentially adaptive cruise control with a semi-autonomous driving mode. It keeps the XC40 within its own lane and maintains a set speed and distance behind the vehicle ahead. Unlike some other near-self-driving systems, Pilot Assist requires the driver to keep his hands on the steering wheel at all times…perhaps not a surprise considering Volvo’s longstanding focus on safety.
The 2019 XC40 serves up 23 city and 33 highway mpg, at a starting cost of $33,700. Another option is Care by Volvo, an innovative subscription service that includes use of a new XC40 Momentum ($600 per month) or R-Design ($700 per month) for a maximum of 15,000 miles per year. Insurance, maintenance, and road-hazard protection are included, plus the opportunity for the lessee to upgrade to a new XC40 each year for the same all-inclusive monthly payment. A subscription lasts for 24 months.
