The SF90 Stradale represents many firsts for Ferrari. It’s the legendary automaker’s first plug-in hybrid electric model, the marque’s first all-wheel-drive supercar, and the most powerful Ferrari production car ever sold. The SF90 boasts the highest output ever for a Ferrari V-8 and, in fact, this is the first time a V-8 has powered a top-of-the-range Ferrari model. Not a replacement for LaFerrari, the SF90 Stradale's name celebrates the 90th anniversary of the founding of the Scuderia Ferrari racing team that harkens back to 1929.
The two-seat SF90 Stradale supercar combines the output of a rear-mounted, 4.0-liter twin-turbocharged V-8 engine and three electric motors. A motor/generator between the engine and the transmission drives the rear wheels. Two motors at the front axle, which are not mechanically connected to the internal combustion driveline, drive each front wheel. This results in a sophisticated AWD system that Ferrari says is needed to handle the SF90 Stradale's tremendous horsepower.
The SF90 V-8 makes 769 horsepower at 7,500 rpm, while the three electric motors add 217 horsepower to bring a combined 986 horsepower and 590 lb-ft torque to this supercar. Since the electric motors provide instant torque from 0 rpm, Ferrari claims a 0-62 mph (0-100 km/hr) time of 2.5 seconds, with the car hitting 124 mph (200 km/hr) in 6.7 seconds. Top speed is 211 mph (340 km/hr).
Interestingly, the 8-speed automatic transmission has no reverse gear since the front motors handle backing up. The hybrid system also helps further improve Ferrari's renowned braking. The SF90 Stradale's brake-by-wire system allows braking torque to be split between the hydraulic system and the electric motors’ regenerative braking, boosting both performance and brake feel.
There are four drivetrain modes – eDrive, Hybrid, Performance, and Qualify. In eDrive, the Stradale is powered solely by the two front motors, making it a front-wheel-drive EV. A 7.9 kWh lithium-ion battery provides an all-electric range of about 16 miles with a top speed of 84 mph, depending on road conditions and how quickly the car accelerates. Hybrid is the default mode when the car starts up. Here, all three electric motors and the gasoline engine work together to achieve optimum fuel efficiency and performance. In Performance mode, the V-8 is always providing power for great performance.
In Qualify mode, the V-8 and all three electric motors provide their peak output with no regard for fuel economy.
The new SF90 Stradale is relatively light even with its batteries and three motors. Curb weight is 3,527 pounds, a nod to lightweighting and other measures. For example, hollow castings replace conventional ribbed castings. Two new aluminum alloys are used including a high-strength 7000 series alloy for some of the body panels. Carbon fiber is used for the bulkhead separating the engine from the interior. The SF90 Stradale’s chassis features 20 percent increased bending stiffness and 40 percent higher torsional rigidity than previous platforms, without any increase in weight.
Adding to this Ferrari’s exceptional driving experience, the steering wheel allows controlling virtually every aspect of the SF90 Stradale without ever taking hands off the wheel.
Range Rover’ stylish Evoque enters its second generation with a complete redesign that features the automaker’s Premium Transverse Architecture and little in common with the outgoing version. Conventionally-powered and mild hybrid (MHEV) versions will be sold in the U.S., with the hybrid coming at a base cost of $46,600. A plug-in hybrid variant is planned for offshore markets but it’s not yet clear if it will make it to the States.
The model’s extended, 105.6-inch wheelbase is identical to that of the Jaguar E-Pace, bringing with it more interior space and extra rear knee room. Evoque also gets a version of the E-Pace 's Integral Link rear suspension. The new Evoque platform uses more high-strength steel as well aluminum to save weight. The Evoque also contains about 70 pounds of recycled material.
A 48-volt, lithium-ion battery pack mounted beneath the floor in the MHEV variant connects to a belt-driven motor-generator mounted at the side of the SUV’s turbocharged, 2.0-liter Ingenium engine. The engine turns off while coasting with the system recovering and storing energy normally lost during deceleration. The engine will also shut off while braking at speeds below 11 mph to increase efficiency, restarting as soon as it is needed. This reduces fuel consumption by about 6 percent.
The battery stores up to 200 watt-hours of electrical energy that can be used to generate up to 103 lb-ft torque to assist during acceleration. The MHEV system delivers a combined 296 horsepower and 295 lb-ft torque. This compares to 246 horsepower and 269 lb-ft for the conventional Evoque. A sprint from 0 to 60 mph is quicker in the hybrid at 6.3 seconds, down from 7.0 seconds.
Gear transitions are handled by a 9-speed automatic transmission with paddles in the AWD Evoque. Driveline Disconnect allows running in front-wheel drive to reduce transmission losses when four-wheel drive is not needed, with this system automatically detecting surfaces and adjusting settings accordingly. Terrain Response offers six drive modes – General, Eco, Sand, Grass-Gravel-Snow, Mud-Ruts, and Auto – with the latter automatically selecting the most appropriate mode for road conditions and adjusting suspension and electronic systems as needed. Evoque also includes hill-descent control and all-terrain progress control capabilities that enable the vehicle to handle throttle and braking automatically when driving tricky off-road trails, allowing the driver to focus on steering and watching for obstacles.
The Evoque is the first vehicle that can be equipped with Land Rover’s ClearSight ground camera system. Cameras in the radiator grille and side mirrors project images in the infotainment display that allow viewing what‘s in front, under, and to the sides of the front wheels. Through the optional ClearSight rear view mirror, a driver also gets a crystal-clear, unobstructed wide-angle view to the rear for backing up and parking. Cameras are covered with a hydrophobic coating that repels water and mud, a handy feature since the Evoque can wade through water up to 23.6 inches deep.
Plug-in hybrid power combines a 197-horsepower, 1.5-liter three-cylinder Ingenium engine driving the front wheels with a 107-horsepower electric motor powering the rear. There is no mechanical connection between the front and rear axles. The Evoque PHEV is capable of operating as a front-wheel drive vehicle, rear-wheel drive electric vehicle, or as an AWD hybrid with both power sources combined.
There are countless reasons to visit California’s picturesque Monterey Peninsula. We’ve made road trips to this storied destination many times over the years on holidays, to take in races at Laguna Seca Raceway (now Mazda Raceway Laguna Seca), and attend automotive events of one type or another, including the region's high-profile Monterey Car Week. More on that in a bit.
Feeling the need to visit once again, we headed out from San Luis Obispo behind the wheel of a 2019 Hyundai Sonata Hybrid, one of this automaker’s high-profile answers to driving ‘green.’ Our drive this time was via US 101 to Salinas and then SR 68 to Monterey, an easy 2 1/2-hour trip. Along the way you pass through a landscape of rolling hills, farmlands, and wide-open spaces dotted with fruit and vegetable stands, small towns, and a few modest cities that are worth a quick visit if you have the time.
A spectacular alternative is negotiating winding Highway 1 from San Luis Obispo to Monterey, the most awe-inspiring section of California’s historic El Camino Real (Spanish for “The King’s Highway”). El Camino Real is the heart of the historic Mission Trail that connects the state’s 21 Spanish missions established between 1769 to 1833, running from San Diego to Santa Cruz . From Cambria to Monterey, this section of El Camino Real hugs the coastline and goes through Big Sur, providing truly breathtaking views of the Pacific Ocean along the way.
Be prepared for at least a 4 hour or longer drive on this more leisurely route, and also be aware that the route has historically experienced landslides that can close Highway 1 for many months at a time. Still, even with its sometimes sporadic availability and longer transit time, we drive Highway 1 every few years as a reminder of just what an unhurried and sensory fulfilling road trip can be for the soul.
It wasn't lost on us how the Sonata Hybrid is a stylish and accommodating vehicle for our road trip. The hybrid variant of Hyundai’s popular Sonata sedan is quite fuel efficient at a rated 46 mpg on the highway and 40 mpg in city driving, which goes a long way toward mitigating carbon emissions. It’s also ideal for road trips with a driving range up to 668 miles on a tank of fuel. While the Sonata Hybrid has the overall bold and distinctive look of its conventionally powered counterpart, there are some distinguishing features. These include a slightly different front and rear fascia and aerodynamic wheels that help achieve a low drag coefficient of 0.24. It’s powered by a 2.0-liter GDI Atkinson cycle, 4-cylinder engine with a Blue Drive parallel hybrid system. Engine output is 154 horsepower with 140 lb-ft torque to provide spirited and confident driving.
Like all Sonatas, the hybrid offers standard Bluetooth with audio streaming and a 7.0-inch infotainment screen with Apple CarPlay and Android Auto compatibility. Standard safety tech includes blind spot detection and rear cross traffic alert. New standard features on the Limited trim include automatic emergency braking, smart cruise control with start/stop, and lane keeping assist. Importantly the Sonata comes with a hefty 5-year or 60,000-mile bumper-to-bumper warranty, or 10 years and 100,000 miles of coverage for the powertrain.
As we arrive in Monterey, we’re reminded of the very special nature of this place. Views here are among the awe-inspiring in the world. If you ever have reason to question that, just take a leisurely journey along the area’s famed 17 Mile Drive from Pacific Grove to Pebble Beach as the route hugs the Pacific coastline.
Stop along the way at such scenic vistas as Spanish Bay, Bird Rock, Stillwater Cove, and Point Joe, where converging currents create a mesmerizing and constantly restless sea. Take time to appreciate The Lone Cypress, which has majestically withstood the elements for over 250 years. Take in the stately Lodge at Pebble Beach and appreciate the Pebble Beach Golf Links, considered one of the finest golf courses in the world, then get a bite at one of the resort’s excellent restaurants.
Beyond its grandeur, there are other compelling reasons to head to the Monterey Peninsula. One of the highlights is the annual spectacle of Monterey Car Week each August, a celebration of classic and modern vehicles with a 10-day series of events capped by The Quail – A Motorsports Gathering at Quail Lodge & Golf Club, and the renowned Pebble Beach Concours d'Elegance that’s taken place at this famed golf resort for the past 60 years.
We recently attended both along with other elements of Monterey Car Week, including Exotics on Cannery Row and classic car auctions with some of the most amazing and historic automotive iron on the planet. In recent years, these events have seen a major showing by automakers at exhibits and pavilions as they display their current vehicles, along with concepts, pre-production, and electrified models. Examples of advanced and electrified vehicles on hand included the electric Polestar 1, Porsche Mission E, Karma Revero, Mercedes-AMG Project One, and Byton K-Byte.
Beyond the visceral thrill imparted by all manner of automotive history on display, one of our most memorable moments was during an afternoon at the Mecum Auction. Here, we witnessed a vintage Porsche 550 Spyder (think James Dean) bid up to $925,000…without selling because it failed to meet the seller’s reserve price.
More often than not, our sojourns to the area have included stays at the seaside Monterey Plaza and Clement Monterey hotels, or the Portola Hotel at Monterey Bay adjacent to Fisherman’s Wharf. The Carmel Valley Ranch Resort, where you can appreciate an inevitable greeting by deer and perhaps even wild turkeys, is also a favorite. All are located within easy reach of such memorable Monterey attractions as Fisherman’s Wharf, the historic Carmel Mission, the Maritime Museum of Monterey, the Monterey Bay Aquarium, and the historic Carmel Mission that was founded in 1771 by the Franciscan friars.
Heading home with the sights and sounds of Monterey behind us, we can only say that this is one road trip that everyone should take at some time in their life, if it’s in the cards. Doing so in the month of August when Monterey Car Week is happening, of course, makes it all the better.
Photography by Sheree Gardner Cogan
Ford has completely redesigned America’s all-time best selling SUV, the Ford Explorer. Redesigned from the ground up, the fourth-generation 2020 Explorer returns to the truck-like roots of its first two generations with a longitudinal-engine, rear-drive architecture. Moving away from the outgoing third-generation Explorer’s more car-like, front drive-based transverse-engine powertrain delivers improved on- and off-road capability and greater towing capacity. The Explorer lineup now includes base, XLT, Limited, and Platinum models. All include the Explorer ST and Explorer Hybrid choices.
Two EcoBoost engines are available. A 2.3-liter turbocharged four-cylinder standard on base, XLT, and Limited models is rated at 300 horsepower and 310 lb-ft torque. The 3.0-liter twin-turbocharged V-6 that powers the Explorer Platinum produces 365 horsepower and 380 lb-ft torque. Both are mated to a 10-speed automatic transmission. Explorers equipped with the 2.3-liter engine and Class III Trailer Tow Package can tow up to 5,300 pounds. With the 3.0-liter engine this increases to 5,600 pounds. That represents a 77- and 12-percent increase in towing capacity from previous Explorers, respectively.
The all-new Explorer ST, the newest SUV from Ford Performance, is the most powerful Explorer ever with a specially-tuned 3.0-liter EcoBoost engine projected to make 400 horsepower and 415 lb-ft torque. It will reach a targeted top track speed of 143 mph.
Explorer Hybrid features a 3.3-liter, naturally aspirated DOHC V-6, 10 speed modular hybrid transmission, and a liquid cooled lithium-ion battery built into the chassis below the second-row seats, thus preserving cargo and passenger space. Total combined power output is 318 horsepower. Both rear- and four-wheel drive versions are available. An EPA-estimated range of over 500 miles is expected between fill-ups in the rear-wheel-drive model.
The new Explorer’s wheelbase grew six inches even though the new model is only fractionally longer in overall length, resulting in more passenger space in each of its standard three rows of seats. Explorers equipped with the available E-Z entry second-row bench seat can accommodate four foot-wide sheets of plywood or drywall flat on the floor for the first time. Second-row captain's chairs are optional as are PowerFold third-row seats. A power liftgate is offered.
Improved off-road capability is provided with intelligent four-wheel drive, available with both engines. An all-new Terrain Management System features an easy-to-use dial in the center console for selecting normal, trail, slippery, sport, tow/haul, and a new eco modes in rear-drive-drive only models. Explorers equipped with four-wheel drive add a deep snow and sand mode for improved off-road performance
The 2020 Explorer comes with an 8-inch digital touch screen offering SYNC 3 and FordPass Connect with 4G LTE Wi-Fi for up to 10 devices. FordPass Connect provides remote access via a smartphone to lock, unlock, locate, and start the vehicle, as well as monitor key vehicle diagnostics. A wireless charge pad is available for recharging compatible mobile devices. Up to four USB ports are provided, including new type-C variants that allow charging next-generation mobile devices. Also available are up to three 12-volt DC outlets and one 110-volt AC outlet.
Explorers come standard with Ford Co-Pilot360, a suite of driver-assist technologies that includes Pre-Collision Assist with Automatic Emergency Braking, Pedestrian Detection, Forward Collision Warning and Dynamic Brake Support. Also included are a Blind Spot Information System with Cross-Traffic Alert, Lane-Keeping, and a Rearview camera with built-in lens cleaner and Auto headlamps with auto high-beams. Optional Ford Co-Pilot360 technologies include Evasive Steering Assist that provides steering support to help avoid a collision, plus Post-Impact Braking that provides braking after a collision to lessen injury and damage caused by a secondary crash.
Ford’s all-new Intelligent Adaptive Cruise Control with Speed Sign Recognition is also available. In addition to automatically slowing when traffic ahead slows and helping keep the vehicle centered in its lane, the system uses cameras to read speed signs. It adjusts cruise control settings as necessary when combined with the available navigation system.
The all-new Explorer introduces the automaker’s Active Park Assist 2.0. Standard on Explorer Platinum, this feature allows parking in a parallel or perpendicular spot with the touch of a button without requiring a driver to work the steering wheel, gear shifter, gas pedal, or brake. Available reverse brake assist, also standard on Platinum, uses radar and ultrasonic sensors to detect an object in an Explorer’s path, applying brakes automatically to avoid a collision when backing up at low speeds, such as when exiting a driveway.
An available 10.1-inch, portrait-mounted touch screen allows navigation maps to fill the entire screen for easy viewing or split the space with audio information. The screen uses capacitive glass like that found in smartphones and tablets, providing quicker and more responsive interaction with the updated SYNC 3 system. The more intuitive layout of Explorer’s standard SYCN 3 provides compatibility with Apple CarPlay, Android Auto, and Waze navigation. The touch screen shares information with an available 12.3-inch, all-digital instrument cluster that displays important vehicle information such as speedometer and fuel level.
The Kona, Hyundai’s newest and smallest crossover, serves up a pleasing design and welcome functionality. It is offered with a choice two gasoline engines that net up to 33 highway mpg, and also as a battery electric vehicle.
Styling cues are a bit different on the Kona Electric, but subtle except for its distinctive closed grille. Silver side sills, unique 17-inch alloy wheels, and badging also differentiate the electric variant. Kona Electric sales are initially being focused on California and select states that have adopted California’s Zero Emission Vehicle (ZEV) program.
The Kona is available in three trim levels – SEL, Limited, and Ultimate. Kona SE and SEL models are powered by a 147-horsepower, 2.0-liter four-cylinder coupled to a six-speed automatic transmission. This combo achieves an EPA rating of 28 city/32 highway mpg. Kona Limited and Ultimate trim levels are powered by a 175-horsepower, turbocharged 1.6-liter four-cylinder with a seven-speed, dual-clutch automatic transmission. Here, EPA numbers are 27 city/33 highway mpg. Front-wheel drive is standard with all-wheel drive an option for both powerplants.
Powering the Kona Electric is a 201 horsepower, permanent-magnet electric motor driving the front wheels. Energy is provided by a 64 kWh lithium-ion polymer battery that delivers an impressive EPA estimated 258 mile range. Offshore markets also get a base electric version with a smaller 39.2 kWh battery that’s good for about 186 miles, but that configuration is not offered in North America. The Kona Electric earns a combined EPA efficiency rating of 120 MPGe. Acceleration is quite good with a 0-60 mph sprint taking 7.6 seconds. Kona Electric’s top speed is electronically limited at 104 mph.
When connected to a fast-charge 10 kW Combined Charging System, the battery pack can be recharged from a depleted state in about 54 minutes. It takes 75 minutes to recharge with a more common 50 kW CCS fast-charge system. With more readily-available Level 2 (240-volt AC) public or home charging and the Kona’s onboard 7.2 kW charger, replenishing a depleted battery takes about 10 hours. The charge port is located in the front fascia just below the driver’s side headlight.
There are a host of driver assist features available. Hyundai SmartSense safety technologies standard on all trim levels include Forward Collision-Avoidance Assist, Driver Attention Warning, and Lane Keeping Assist. Optionally available are Rear Cross-Traffic Collision Avoidance Assist, Blind Spot Collision Warning, High Beam Assist, Rear View Monitor, and Smart Cruise Control.
The gasoline-powered Kona has an MSRP of $19,990, while the Kona Electric is offered at a base price of $36,450.
Part of Honda’s Clarity triple-play – along with the hydrogen-powered Clarity Fuel Cell and more mainstream Clarity Plug-In Hybrid – the Clarity Electric is a model that clearly cuts its own path.
It does not aim to be part of the ‘200 mile club,’ the latest generation of uber-electrics that claim a battery electric driving range greater than 200 miles between charges. It also does not cultivate efficiencies through a compact form designed to eke the most from every electron. Nor is it exceptionally lightweight, another common nod to the need for making the most of the battery power carried on board. In fact, there is little about the Clarity Electric that makes us think of other all-electric vehicles…save for the fact that it runs exclusively on zero-emission battery power, of course. This mid-size, five-passenger battery electric vehicle aims to be in a league of its own.
First of all, let’s discuss driving range, which is EPA rated at 89 miles between charges while delivering a combined 114 MPGe (miles-per-gallon equivalent). Yes, that’s more limiting than that of the 200+ mile club, but there’s a reason. Honda designed the Clarity Electric with the needs of commuters in mind…those who want their daily drive to be in a highly-efficient, zero-emission electric car with a sophisticated look and premium feel. And they designed it so it was significantly more affordable than premium competitors offering higher-end electric models with features similar to those of the Clarity. Currently, the Clarity Electric is offered at a $199 monthly lease in California and Oregon where this battery-powered model is available.
Honda figures that an approach focused on commuters is a sweet spot for the Clarity Electric. Its range fits the needs of most commutes and its price is certainly justifiable for a commuter car, and a luxurious one at that, with fuel costs substantially less than conventionally-powered models. Plus, most households have two cars at their disposal, sometimes more. Having a Clarity Electric as a primary commuter car with a conventional gasoline or hybrid vehicle also in a household’s stable covers all bases.
Honda gave a lot of thought to the cabin design with welcome touches throughout. We especially like the ‘floating’ design of the center console with its array of integrated controls and flat storage tray beneath, with 12-volt and USB outlets. The dash features a handsome suede-like material and an 8-inch touchscreen display elegantly integrated into the dash. Deep cupholders feature flip-up stays for holding smaller drinks. Side door pockets are large enough to accommodate water bottles. The trunk offers plenty of room and is illuminated when the trunk lid is remotely or manually unlatched. At night this allows you to immediately note what’s inside through the trunk lid’s clear back panel before opening…something we’ve really come to appreciate over time.
Driving the Clarity Electric is a satisfying experience, with this sedan both well-mannered and responsive. Power is delivered by a 161 horsepower electric motor energized by a 25.5 kWh lithium-ion battery that can be charged in about three hours with a 240 volt charger, or in as little as 30 minutes with a public DC fast-charge system to an 80 percent state-of-charge. While its primary job may well be to handle everyday driving needs and negotiate traffic, it also delivers plenty of fun on twisty canyon roads with flat cornering and confident steering. It’s quick, like almost all electrics are because of instant torque delivered at launch, providing very satisfying acceleration.
Also appreciated is the Clarity’s handy Apple CarPlay integration and its Honda Sensing suite of driver-assist technologies. Among these are important features like adaptive cruise control with low-speed follow, forward collision warning, collision mitigation braking, lane departure warning, and road departure mitigation.
The Clarity Electric has served us well on our daily drives over the course of Green Car Journal’s ongoing long-term test. Its use supports what Honda envisioned for this efficient electric car. It has been ideal for around-town duty, area trips within its range, and daily commutes. Its thoughtful and sophisticated – dare we say futuristic – design and very satisfying drive experience are appreciated every day we’re behind the wheel.
Internal combustion engines power the vast majority of the cars and trucks on the road today. That’s not by any means a bad thing. While electrification of our cars dominates most of today’s headlines and resources, the internal combustion engine is still what moves most of us from one place to another.
These tried-and-true powerplants have evolved to meet modern requirements in ways that lend flexibility to current and future needs. A primary advantage to internal combustion is that engines can be powered by multiple fuel sources including gasoline, diesel, and an array of alternative fuels. That flexibility provides options moving forward.
Hybrid cars and trucks, in all their configurations, are a gateway to pure electric vehicle acceptance. Gasoline-electric hybrids rely on an efficient internal combustion engine to function. The hybrid envelope has expanded in recent times to include plugin models that can travel varying distances on pure electric power as well.
Automatic start-stop function is an important technology that makes internal combustion vehicles more city-friendly by shutting an engine off when stopped at a traffic light for more than a few seconds, eliminating unnecessary idling emissions. The engine remains off as long as a driver’s foot is on the brake pedal and the vehicle is not in motion. When the light changes, lifting off the brake immediately restarts the engine and you drive away.
Fuel economy improvements, lower carbon emissions, and overall emissions reductions are also being accomplished by other strategies. Among the most prominent is engine downsizing, which allows the use of smaller displacement engines boosted with power-adding technologies like turbocharging. The old adage, ‘there’s no replacement for displacement,’ is being successfully circumvented by smart engine downsizing.
Some elegant solutions are presenting themselves. One example is Nissan’s VC-Turbo, the world’s first variable compression production engine. Modifying engine compression ratio through sophisticated computer control allows adjusting compression in real time, optimizing efficiency and performance depending on driving conditions.
Another example is the introduction of Chevrolet’s next-generation Dynamic Fuel Management in Silverado 5.3-liter and 6.2-liter V-8 engines. This advanced technology optimizes power and fuel efficiency through cylinder deactivation, determining 80 times-per-second how many cylinders are actually needed for real-time driving needs, with the engine running on as little as a single cylinder to save fuel and decrease carbon emissions.
Gasoline engines have traditionally required a spark plug to ignite the fuel-air mixture in an engine’s combustion chamber to drive a piston. More thermally efficient diesel engines create ignition as a piston compresses the fuel-air mixture at high pressure, without a plug. So, what if you could combine the best of both worlds and make a gasoline engine work more like an efficient diesel?
It now appears the technology is ready for prime time and production. Mazda’s new SKYACTIV-X is set to become the world’s first production engine to use compression ignition in a commercially available gasoline engine. The automaker’s proprietary Spark Controlled Compression Ignition design provides considerable torque during acceleration, along with sharp engine response, improved fuel efficiency, and lower emissions.
The worldwide push toward electric vehicles has yielded some surprising consequences. One is an all-out effort to make combustion vehicles better and more competitive with the advancement and sharing of technologies across all platforms.
Is the internal combustion engine dead? Hardly. It just keeps getting better, more efficient, and technologically advanced as the years roll by.
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.’