Green Car Journal editors had the opportunity to live with Mitsubishi’s third-generation Outlander PHEV over the course of two full years, the longest test conducted by the magazine. The experience was satisfying with this vehicle meeting every possible need. Our preference at all times was to drive on zero emission electric power whenever practical and this plug-in hybrid SUV allowed us to do that, since our daily drives were almost always within its 22 mile battery electric range. If we were consistent with plugging in overnight, which was the case unless another test car required a charge, then our drives around town were inevitably on electric power.
On those occasions when we drove beyond the Outlander PHEV’s electric range, we did so without thinking about it because the experience is seamless. There are no decisions to be made, other than start, shift into ‘drive,’ and head on out. During these drives, the switchover to combustion or hybrid power happened behind the scenes without any real indication it was taking place.
With that in mind, we headed out on an adventure from our base in California to the Oregon Coast. We’ve enjoyed the coastline in California for years, from Southern California’s Coronado Beach in San Diego and Newport Beach in Orange County to the environs of lesser known but delightful areas like the Central Coast’s Avila Beach, or the funky throwback beach town of Cayucas. Still, there’s just something about the rugged Oregon coast that calls to us. It offers dramatic and unspoiled coastal vistas that are compelling in a different way than the perennially sun-drenched, surfs-up beaches found in much of California. So, we packed up our Outlander PHEV tester and headed northbound on US 101.
Our northernmost area of interest was Tillamook, Oregon, the beginning of the Oregon Islands National Wildlife Refuge that protects some 1,800 rocks, reefs, and small islands over a thousand acres of coastline, running from Tillamook Head to the California border. Also calling us to the area was our appreciation of Tillamook cheeses and ice creams, so of course a visit at Tillamook Creamery was on our road trip agenda.
From our headquarters in San Luis Obispo, California, the trip to Tillamook is a direct drive of some 14 hours and nearly 900 miles. But being a road trip, that was just part of our unfolding story. There were many stops along the way and loads of opportunities for new experiences during our meandering, week-long journey. Our first overnight was in Ashland, Oregon, just north of the California border and about a nine hour drive from our starting point. A quaint city of 21,000 located at the southern edge of the Rogue Valley, Ashland has a college town feel with its Southern Oregon University and is home to the annual Shakespeare Festival.
Northward we headed, driving for some six hours before arriving at the century-old Tillamook Cheese Factory. At the time of our visit, Tillamook offered visitors self-guided tours, food and ice cream take-out service, and shopping for souvenirs and cheeses at its market gift shop. At the end of our visit, we left with collectible Tillamook-branded bowls and heaping portions of ice cream…offering the perfect break before continuing our Tillamook Road Trip.
After that it was a leisurely drive south along the scenic Oregon coast as we headed back toward California, with no particular plan in mind other than drive, stop to see interesting things, and stay at random hotels along the way. Our drive took us past Lincoln City, a self-proclaimed kite capital of the world, and then on to Yaquina Bay and Newport, Oregon, a city known for its Dungeness crab and home port to one of Oregon’s largest fishing fleets. Also located here is the Oregon Coast Aquarium where Keiko, killer whale star of the 1993 movie Free Willy, was rehabilitated before being relocated to Vestmannaeyjar, Iceland, and eventually released to freedom.
After an overnight in the coastal town of Florence near the Oregon Dunes National Recreation Area, our drive took us through Coos Bay and then a quick stop in the town of Bandon, population 3,066. Bandon is the heart of Oregon’s cranberry production and home of the annual Cranberry Festival. A bit of sightseeing in Old Town found us appreciating Nora the Salman, a large sculpture made of plastic debris reclaimed from the sea by the group Washed Ashore. Apparently, Nora gets around, as she journeyed cross-country several years ago to the United Nations’ Ocean Conference in New York in support of the Clean Seas Campaign.
While in Bandon, we paid a visit to the small Face Rock Creamery, located at the original site of the Bandon Cheese Factory that thrived when cheesemaking was an important part of the local economy, and before Bandon became a brand of Tillamook Creamery. Here, you can watch craft cheesemaking in process and grab a meal for the road from the Face Rock deli if you’re so inclined. We were.
The drive south continued along Oregon’s Highway 101 Coastal Route that passes nearby Face Rock State Scenic Viewpoint, which offers some pretty spectacular vistas. Next up was Port Orford for a photo op with a T-Rex. Really. Here we found Prehistoric Gardens, a must-see roadside attraction since its beginnings in 1955, situated in a rainforest replete with 23 life-size dinosaurs. Afterward it was a short drive to scenic Gold Beach where the Rogue River meets the Pacific Ocean, our last stop before reaching California. As with any road trip, there’s always the chance of unexpected surprises. Another of ours was about three hours later as we stopped to appreciate a herd of Roosevelt elk in the California Redwood National Forest off Highway 101, on our way to Arcata and an overnight there.
Our final road trip stayover was a long-time favorite, California’s Monterey Peninsula. There is so much to see here it really requires more than a day, so we accommodated that with several nights at the Monterey Plaza Hotel while we explored Monterey, Carmel-by-the-Sea, and Pacific Grove. Among the top experiences here are strolling along Monterey’s Fisherman’s Wharf, enjoying the many seafood restaurants in the area, and of course a drive along the area’s spectacular 17 Mile Drive that winds its way along amazing ocean vistas on its way to Pebble Beach. At the end of our time here it was just a 2 1/2 hour drive back to our Central Coast home.
Our Tillamook Road Trip was everything we had hoped it to be, with fascinating stops along the way in the comfort of our Mitsubishi Outlander PHEV test car. We enjoyed this SUV’s accommodating ride, dependable performance, and confidence delivered by its sophisticated series-parallel hybrid system that allowed driving non-stop over great distances whenever needed, and charging up for times of all-electric driving when convenient. There was plenty of room inside for stowing all the gear and trappings of a road trip, and we enjoyed the array of features offered by the Outlander, from its heated steering wheel and seats on chilly mornings, to its handy navigation and many driver assist systems that make driving easier, like adaptive cruise control, blind spot warning, multi-view camera system, and automatic high beams.
While driving conditions during our trip were favorable and we ventured off road only briefly, it was confidence inspiring to know that Mitsubishi’s advanced S-AWC (Super All Wheel Control) system was there at the ready. The Outlander was fully equipped to provide whatever was needed on the road, a vehicle for all seasons and all reasons, as well. That makes us eager to try out the new-generation Outlander PHEV on another road trip when it hits our shores later in 2022.
Photography by Sheree Gardner Cogan
Ford’s popular full-size Transit Van continues to evolve, and this year there’s a new and more environmentally compatible option for commercial buyers. While the conventionally-powered Transit will no doubt represent the bulk of Ford’s van sales for a while yet, it’s new electric 2022 E-Transit will surely find a welcome home with those companies and businesses where its zero-emissions operating parameters are a good fit.
The 2021 Ford E-Transit’s powertrain consists of an underfloor battery delivering energy to an electric motor that drives the rear wheels, delivering 266 horsepower and 317 lb-ft torque. A 67 kWh lithium-ion battery pack is located beneath the van’s floor so it’s out of the way and does not intrude on the E-Transit’s flat load floor. Charging is via a port located in the front grille, making it convenient to pull forward head-in to a charging station. Driving range varies from 108 to 126 miles depending on van configuration.
E-Transit is available in Regular, Long, and Extended versions with low, medium, and high roof heights, plus a cab-chassis configuration for those wanting to adapt unique cargo boxes. The vans offer cargo volumes of 246 to 487 cubic feet and payload capacity of 3,240 to 3,800 pounds, depending on configuration. Driving range on battery power also varies between the models from 108 to 126 miles. While typical charging will be via a standard 240-volt Level 2 charging station in about 8 hours, the E-Transit is fast-charge capable and able to charge from 15 to 85 percent charge on a 50 kW charger in 65 minutes, and from 15 to 85 percent in just 34 minutes on a 115 kW DC fast charger.
The driver is placed well forward in the two passenger E-Transit cabin with a large windshield and expansive side glass for maximum visibility. Driver controls include a tilt and telescopic steering wheel, with a large rotary dial for drive mode selection just to the right of the steering column for easy access. Steering is electric-assist for easy maneuvering even when heavily loaded.
Ford kept the interior configuration of the E-Transit compatible with traditional engine-powered Transit vans so existing aftermarket cargo racks and accessories should bolt right in. That’s a real plus for current Transit owners desiring a transition to electric. Since the view out the back of a cargo van is limited, the E-Transit comes standard with Reverse Brake Assist, a rear vision obstruction sensing system that will stop the van before it hits objects behind the van while backing up. The system also provides help when backing around obstacles. Moving forward, E-Transit features both Intelligent Adaptive Cruise Control and pre-collision braking assist.
In addition to delivery duties, the E-Transit is well-suited for construction and other traditional van applications. To that end, there’s an available Pro Power Onboard 2.4 kW electrical system that can be utilized run power tools and other electric needs at the jobsite. Convenient outlets are located just inside the rear doors.
Ford is promising a network of over 2,100 EV-certified dealerships if service is ever needed, something that not all electric vehicle manufacturers can offer. The E-Transit cargo van is now in production and starts at $47,185.
GMC’s Hummer EV Edition 1, the heavily-optioned model available at launch, is one powerful electric pickup. It incorporates an Ultium system consisting of a 24-module, double-stacked array of nickel-cobalt-manganese-aluminum (NCMA) batteries being produced in Lordstown, Ohio, through a joint venture with LG Energy Solution.
Power is delivered through three separate motors in two Ultium Drive units. One motor in the front unit drives both front wheels, while the motors in the rear drive unit independently power each rear wheel, with the ability to vary torque at each wheel to optimize traction under varying conditions. GM estimates the system will produce more than 1,000 horsepower, and when multiplied through the front and rear drive unit gear ratios, more than 11,500 lb-ft torque.
Driving range for the Hummer EV Edition 1 is estimated at over 325 miles, pretty remarkable for a heavy-duty electric pickup weighing in at over 9,000 pounds. Also impressive is that it’s expected to accelerate from 0-60 mph in about 3 seconds. Subsequent models available after launch, the Hummer EV 3x, Hummer EV 2x, and Hummer EV 2, will produce somewhat less power and, in the case of the 2x and 2 models, have two drive motors rather than three.
Among the features of the Hummer EV’s Ultium battery pack is technology that mechanically switches the batteries from parallel to series mode during recharging, which allows the pickup to use public fast-charging stations of up to 350 kW. At that rate, the Hummer EV can add 100 miles of range in about 10 minutes of charging, says GM.
The structural rigidity provided by the Ultium platform allowed GM designers to give the Hummer EV an optional Infinity Roof, which consists of four panels that can be removed for an open-air driving experience, enhanced with the lowering of the cab’s optional power back window. The Hummer EV’s cabin seats five. Amenities include a 13.4-inch central infotainment screen, 12.3-inch driver information display, driver-controlled Regen on Demand and one-pedal driving capability, and the latest generation of GM’s Super Cruise driver-assistance system.
Hummer EV Edition 1 is equipped to offer serious off-roading ability, from its 35-inch-tall mud-terrain tires to its independent front and rear suspension and locking front and rear differentials. It features five-mode Drive Control, an adaptive air suspension system with Extract Mode that raises the Hummer about 6 inches, UltraVision underbody cameras, and the ability to ‘crab walk’ around obstacles at low speeds thanks to four-wheel steering.
First up is GMC’s uplevel Hummer EV Edition 1 being delivered before the end of the year at a premium price of $112,595. Those looking for an entry-level Hummer EV should be prepared to pay $79,995 and be patient, since that model isn’t expected to be here until 2024. The $99,995 EV3x is coming in 2022 with the $89,995 EV2x hitting the market in 2023. Also coming is the 2024 Hummer EV SUV that’s expected in late 2023.
Reservations for Hummer Edition 1 are now full, but those wanting to get in on the action can reserve coming models at gmc.com/HummerEV.
Toyota’s Sienna minivan is a winner…literally. Introduced as an all-new generation last year, the Sienna has continued into the 2022 model year with few changes other than the notable addition of an adventure-focused Woodland Edition, because honestly, no changes were needed. Sienna is a standout, distinguished as Green Car Journal’s 2021 Family Green Car of the Year™ in its launch year with a back-to-back win as 2022 Family Green Car of the Year™ this year. Green Car Journal had the opportunity to live with the Sienna over the course of a long-term test and found this vehicle indispensable for daily activities.
A look back at the van field’s interesting history lends some perspective on the Sienna’s accomplishment. Green Car Journal editors have a long relationship with vans, from the very beginning of the custom van era in the 1970s to the introduction of the minivan in 1984, then onward as the van field evolved. Stylistically, vans were often boxes on wheels since their mission was function rather than form. Full-size vans were made for work, though many found alternative lives as wild customs or camper vans over the years.
Compared to full-size vans, minivans have a more streamlined purpose. Since the minivan’s introduction, its job has been to conveniently transport families for whatever need, from everyday trips to school, weekend games, or the supermarket to long-distance road trips and quick-weekend getaways. Offering versatile two- or three-row seating to provide options for families of all sizes, minivans also deliver a comfortable riding experience since they feature passenger car-like unibody construction.
While changing exterior designs have been explored over the years and there were some notably futuristic-looking ones that didn’t catch on, most minivans have been predictably straightforward. Their makers focused on elements like family-friendly features, loads of seating, and convenient pass-through access between the seats so parents could tend to the needs of their small passengers in the second or third rows. Designers didn’t devote a lot of attention to soul-stirring style. Over time, families in increasing numbers moved on to sportier SUVs.
Segue ahead and you’ll see how things have changed, with this change no more striking than the image presented by Toyota’s fourth-generation Sienna minivan. Toyota designers aimed high, giving the all-new minivan crisply-chiseled features with well-placed angles and curves, along the way creating a shape and a feel that’s pleasingly aggressive, sporty, and sophisticated for a minivan.
At the front, a large signature grille is striking but not overdone, complemented by angled, wrap-around headlights and a hard-edged lower air dam with LED lights. This sculpted design continues along the sides with angled rocker panels and a distinctive shoulder line. At the rear, there’s an artful blending of curves and angles with a distinctive and integrated spoiler. Matte black accents and darkly-tinted windows add to the Sienna’s sporty persona.
Inside is a spacious and accommodating interior great for daily family duties or longer-distance cruising. The driver is treated to an 8-way adjustable seat with lumbar control while the passenger gets a 4-way adjustable seat. An array of pushbutton controls along the dash complement controls within the vehicle’s 9-inch infotainment touch screen, which is compatible with Apple CarPlay and Android Auto. The instrument panel includes a 7-inch color multi-information display that shows hybrid system output and encourages efficiency driving. A whopping 14 cupholders are strategically placed throughout with eight accessible to the driver and passenger – two always present and visible in the center console, two beneath a lift-up console panel ahead of the gear shift, and two each in the driver and passenger doors.
All the latest safety and driver assist systems are provided with Toyota’s Safety Sense 2.0 suite of active safety features. Among these are dynamic radar cruise control, lane departure alert with steering assist, pre-collision system with pedestrian and low-light detection, lane trace assist, and road sign assist. Also included as standard equipment is Toyota’s Star Safety System offering brake assist and smart stop, enhanced stability control, traction control, and more.
Seating and storage configurations and options are impressive with seven or eight passenger seating available. Second row seats can slide forward and back or recline, with either folding forward to allow access to the third row through powered sliding doors at either side. Privacy screens lift up at each sliding side door window as needed. Rear air conditioning controls are conveniently located on a ceiling panel at the mid-row. While not in our tester, there’s the option for heated second row captain’s chairs with ottomans and super-long slide adjustment, a real luxury feature for minivans. Recognizing that today’s minivan passengers want to be connected, an array of mini-USB and other power ports are located strategically throughout the interior.
Stowing family gear and transporting requisite necessities from home improvement centers is easy. When additional seating isn’t needed, the third row can fold down for more stowage behind the second row, or fold forward vertically to offer storage on the seatback with a deep rear storage well in the floor behind. For large or bulky items, Sienna’s second and third row seats can fold to deliver a flat load floor from behind the front seats to the rear liftgate.
The Sienna is a joy to drive. It’s quiet, offers confident handling, and all the power you need courtesy of its Toyota Hybrid System II powerplant that integrates a 2.5-liter engine and a pair of electric motors energized by a nickel-metal-hydride battery pack. This 243 horsepower hybrid system, the exclusive powertrain in the Sienna, connects to a constantly variable transmission with sequential shift mode. This delivers an EPA estimated 36 combined mpg in front-wheel drive Siennas, dropping slightly to 35 combined mpg on electronic all-wheel drive models. Three driving modes – Normal, Eco, and Sport – are driver selectable to tailer the driving experience.
This power enables additional functionality like the Sienna’s ability to tow up to 3500 pounds when equipped with an available tow hitch. Also available is a factory optional 120-volt AC outlet and 1500 watt inverter for power at campsites or other uses.
Our thousands of miles behind the wheel of the Toyota Sienna illustrated that this is no mere minivan. Sienna is a champion of family transport, a minivan presented in the guise of a long and low – and might we say quite stylish – luxury sedan that happens to feature three-row seating and a pair of power sliding side doors. Not once did we feel our sporting image challenged during our drives . In fact, along our travels we received many compliments on the Sienna's styling and also its distinctive Sunset Bronze Mica exterior.
In the not-so-distant past, if you were driving a minivan of any kind then you pretty much felt like you were driving…a minivan. Your role was clear: parent, family man, soccer mom, a person whose identity was defined by responsibility and not by your cool or sporty nature. Remember that time-worn adage, “You are what you drive?” By that measure, every time we carved a crisp turn, drove in welcome comfort, monitored our impressive mpg, or pulled up to any venue in our stylish Sienna we were driving in high style and feeling mighty sporty, indeed.
Like all of us over the long course of lockdowns and varying degrees of COVID 19-related restrictions, my wife Sheree and I were yearning for the day we could travel somewhere…anywhere…that seemed safe, made sense, and transported us at least briefly beyond the everyday concerns of the pandemic that had literally stopped us all in our tracks. Hawaii was calling to us.
Visiting Hawaii when we did, as the pandemic was loosening its hold on life, was like vacationing during a sort of pandemic ‘shoulder season’ – the traditionally less crowded, less hectic months before and after the masses head to the most desired vacation destinations. While the Governor of Hawaii is now welcoming visitors back as the recent COVID 19 surge has passed in the islands, and things are much more ‘normal’ (read that ‘crowded’) with Hawaii once again a top destination, it was eerily quiet during our before-the-surge visit.
Traveling to Hawaii was no small logistics challenge, though that has eased now with changing visitor requirements . As we viewed our options before deciding on Hawaii, other favorite destinations like Italy seemed better left for another day once things are more sorted out. Australia was off the table since its borders were, and still are, closed to international visitors, though that country has just announced it is again allowing entry to international students and foreign workers. We've done road trips through the Pacific Northwest but were looking for something different. So what about Hawaii? That’s been a work in progress and travel there initially required a 14 day quarantine since March 2020, then a shortened 10 days of mandatory quarantine starting in December 2020 for travel to all of the Hawaiian Islands.
This policy relaxed late last year with the option for a quarantine exemption through the State of Hawaii’s Safe Travels portal, at https://travel.hawaii.gov. A video on the site presents an overview of the program and lists the steps to be completed, including the need for a negative COVID 19 test for non-vaccinated visitors traveling to Oahu. A recent change now grants a quarantine exemption for fully-vaccinated visitors who register with the Safe Travels portal, upload vaccination cards, and then have their vaccination cards confirmed during airport check-in. Other islands have had additional requirements, and the state’s rules continue to evolve, so it’s best to reference the latest requirements and restrictions at the State of Hawaii’s online COVID 19 portal, at https://hawaiicovid19.com/travel/getting-to-hawaii.
Hawaii’s quarantine exemption process is clear but not entirely free from angst, though vaccinated travelers will find it easier than the non-vaccinated. For those who have not been vaccinated, timing is essential since a negative NAAT or PCR COVID 19 test is required from a Hawaii-approved lab. These labs are listed on the Safe Travels portal. After registering for an account through the portal and providing your travel information, including flight and hotel reservation numbers, your negative COVID 19 test can be uploaded and instantly verified.
This test must be done no more than 72 hours prior to your flight to Hawaii. Naturally, there’s a realistic concern that everything go well and the testing lab e-mails a negative test result to you in time. For those with connecting flights, the timeline is based on the final non-stop flight segment you take to Hawaii, not your originating airport.
Though we are now fully vaccinated, our trip took place before Hawaii’s ‘vaccine passport’ option was in place. We knew that a number of testing options were available, including relatively new availability for testing on-site at some larger international airports, but decided to take our test at a local urgent care since they work with a Hawaii-approved lab partner. We timed it so the test was taken within the required 72 hour window, doing so on a walk-in basis, though other testing providers may offer appointments. We arrived, filled out the paperwork, and were called in for the Hawaii-approved nasal swab test. Then the anticipation began. We were pleasantly surprised when we received e-mails about 18 hours later with our negative results, quicker than promised. Then we uploaded the test PDFs to our accounts on the Safe Travels portal.
Once you’re within 24 hours of your flight, you need to log-in to the portal and answer a short health questionnaire. A QR code is issued immediately after the questionnaire is submitted, whether you're requesting exemption with a test or vaccination. This QR code allows screeners access to your Safe Travels quarantine exemption status during airport check-in. While you can access this QR code by logging in any time, Safe Travels recommends that you also make a printout of the QR code and carry it with you. Those seeking a quarantine exemption must bring their vaccine card with them. Since this trip involved an exemption with a COVID 19 test, we brought the PDF of our test results with us just to be safe.
We flew Alaska Airlines direct from San Jose, California, to Honolulu’s Daniel K. Inouye International Airport. At check-in in San Jose, we provided our tickets and then logged into the Safe Travels portal on our phones to show our QR codes. During check-in, status on our Safe Travels accounts was changed from Not Screened and Not Exempt to Screened and Exempt. This same process follows now for those who apply for a quarantine exemption with their uploaded vaccine card, with the physical vaccine card confirmed by the airline. With confirmation complete, Alaska Airlines issued Safe Travels wristbands that allowed breezing through the airport upon arrival in Oahu. Those without wristbands must endure long lines as their exempt status is manually confirmed once they arrive in Hawaii.
After check-in, we logged into our Safe Travels accounts on our phones to confirm the change to Exempt was made. A new QR code reflecting this change was shown. You will need to log-in and show this updated QR Code when checking in to your hotel to confirm exemption from quarantine.
This is a lot of work to go through for any trip. However, the yearning to experience this tropical paradise after a seemingly endless time of pandemic restrictions was compelling enough to make it worthwhile. Plus, we knew that once travel began in earnest later, the relatively uncrowded and reasonably priced Hawaii we wished to visit would likely experience rising costs and a crush of visitors. Following our 5 1/2 hour flight from San Jose to Honolulu, the promised benefit of wearing a Safe Travels wristband was immediately evident. Those without one went right at the entry sign for a long line and manual processing, while we went left and, with a quick flash of our wristbands at a check point, continued toward baggage claim. It was that simple.
We had arranged to be met with a ride and lei greeting because, after all, that’s really how you should arrive on the islands and it’s not that costly. It’s also a good plan because rental cars have been very expensive everywhere, including Hawaii, due to tight availability. We even found Uber prices to be higher than normal due to increased demand. The best bargain for travel needs, surprisingly, was an old-school cab since their costs are regulated. If you do want to rent, then you might consider going electric with a Tesla Model S, 3, X, or Y rented from WDT Luxury Tesla Rental Hawaii, though these can't be rented at the airport. The 14 Teslas in this company's growing fleet are currently renting from $125 to $350 per day, with the top-of-the-line Model S Plaid going for $849 daily. Speaking of Teslas, while strolling the main part of Waikiki be sure to head over to the Tesla showroom on Kalakaua Avenue to appreciate some electric car eye candy there.
Over the years, our go-to hotel has always been the Hilton Hawaiian Village, a 22 acre resort located on a wide stretch of Waikiki Beach that’s much less crowded than the stretch of beach adjacent to Waikiki’s main hotels and shopping area. We’ve found the walk from HHV to the main bustle of Waikiki to be easy and enjoyable, with half the walk along the beach. This time, however, we started our vacation with two nights at the Moana Surfrider, a stately and historic hotel located in the heart of Waikiki Beach. We’ve been wanting to experience this hotel for some time and finally took the opportunity. We weren’t disappointed. The Moana Surfrider, like many hotels in Hawaii, closed down for months to weather the dearth of tourists and the unknowns of the early months of the pandemic. And like others, they have strived to reopen in ways that allow accommodating guests in true Hawaiian style.
We found check-in an easy process, with the only additional step involving confirmation of our quarantine exempt status through the Safe Travels QR code on our phones. The lobby, the rooms, the restaurants and bar, and overall experience were just as we had hoped. The Surfrider’s manager was even on hand in the lobby to welcome guests to Hawaii and the hotel, an unexpected touch.
At night, we were able to enjoy live music and drinks at the hotel’s iconic Beach Bar with its exceptional surf-and-sand view, and Vintage 1901, the hotel’s stately piano bar. There’s the Beachhouse fine dining restaurant if you’re so inclined, or you can order dinner from a more limited menu at Vintage 1901, as we did. We enjoyed breakfast at the hotel’s Verandah at the Beachhouse and pineapple smoothies at the Surfrider Café. While we didn’t get to enjoy Sunday afternoon tea at the Verandah because it was fully booked, we have done this high tea before and highly recommend it.
One of our favorite things in years past has been to stop by the Moana Surfrider just to spend some time on the rocking chairs that line its front porch, and just people-watch. This Moana Surfrider’s location in the heart of Waikiki Beach makes everything easily accessible. While restaurants and shops are capacity controlled due to COVID 19 restrictions, there were plenty of them ready and waiting to serve visitors.
We knew ahead of time that reduced capacity meant quite a few restaurants would be fully booked on many nights, so we made reservations in advance through the Open Table app, including the popular Hard Rock Honolulu. Some, like the always-in-demand Duke’s Waikiki beach bar and restaurant, had no reservations open for breakfast, lunch, or dinner during our stay. However, Duke’s sets aside half of its tables for walk-ins, so we gave it a try and lunch for the two of us involved just a 15 minute wait.
Waikiki Beach is often a very crowded place. While there were tourists strolling along its main street, Kalakaua Avenue, and a reasonable amount of traffic, we found it less crowded than on previous visits when sidewalks were packed. Some popular eateries that are often impossible for walk-ins, like the Cheesecake Factory, had unusually short lines and presented no obstacles to enjoying a fun meal. By the time you’re reading this, though, the greater numbers of travelers now heading to Hawaii likely mean a much busier environment with the usual wait times.
After several days at the Moana Surfrider, we moved on to our usual Hawaiian digs, the Hilton Hawaiian Village. We’ve always enjoyed this resort because it offers so much on-site – an array of casual and fine-dining restaurants, a pizzeria, New York deli, and Starbucks, along with gift shops and two ABC Stores for picking up everything from sandwiches, drinks, and snacks to sundries, rafts, and beach supplies. Complimentary morning activities are offered like hula lessons, lei making, yoga, and tai chi.
This was the intended ‘down time’ of our trip, so four days were spent on lounge chairs under an umbrella on the resort’s uncrowded stretch of Waikiki Beach. Drinks and food are nearby at the Hau Tree Bar and Tropics Bar & Grill. Daily walks took us to the bustle of activities along Kalakaua Avenue and the main part of Waikiki Beach, a pleasant 25 minute stroll. A fascinating trip to the Honolulu Museum of Art was also on order to view its collection of Asian, Hawaiian, European, and American art.
Hilton Hawaiian Village closed down for eight months during the pandemic and reopened in November 2020. During our stay, we found that while it did offer many of the features and amenities we’ve come to appreciate in the past, the pandemic’s impact meant it was still getting up to speed. The nightly live entertainment we’ve always enjoyed on stage at the expansive outdoor Tapa bar, and in the more intimate setting of Tropics Bar & Grill, was absent. The popular Tapa Bar itself we closed. In fact, except for the Waikiki Starlight Luau held on the resort’s Great Lawn adjacent to the Duke Kahanamoku Lagoon, there was no live entertainment at all on the property during our visit. The last we checked, the resort was planning to start live entertainment again shortly.
Like many hotels on the islands, daily rhythms at Hilton Hawaiian Village have been affected by capacity limits, so restaurant reservations are a good idea, either booked on-site or through Open Table. Hilton Hawaiian Village is billed as the largest ocean resort in the Pacific, so it’s understandable why it’s taking time to fully emerge from the challenges of the pandemic. This is a very popular Waikiki destination and we expect it to be bustling as usual the next time we return.
Hawaii's new vaccine passport system now provides a much simpler way to get a quarantine exemption. We didn't have that option at the time of our visit so a COVID 19 test with specific timing requirements was required. This same testing requirement is still in place for unvaccinated visitors today. We expect that the vast majority of those heading to Hawaii have not had issues with a test exemption. That said, we also know of a few who did not receive test results in time and had to cancel their vacation plans. There is no accommodation for taking a test once you’ve landed in Hawaii. You’re either exempt before flying there through a negative test or confirmed vaccination card, or you’re subject to the mandatory quarantine. So you focus. Understand the requirements explained through Safe Travels. And you plan your test timing carefully, since in this case timing is everything.
This article could have been titled, ‘Four Tickets to Paradise,’ but our friends John and Cathy who were to join us never made it. They had to cancel their trip just hours before their scheduled flight, though they did all the right things through Safe Travels Hawaii and timed their COVID 19 tests appropriately . One of their PCR test results came back quickly, but the other was delayed and eventually came back inconclusive. It was expected that a quick follow-up NAAT COVID 19 test would come in time, but the negative test result wasn’t received until just before their scheduled flight, after all was cancelled. That was a disappointing sign of the times, so it was just the two of us this time.
As a final thought, Hawaii is absolutely worth the effort even amid all the extra steps you have to take right now to get there. Being on the islands, especially after all the months of lockdowns and restrictions, is spectacular even amid its reawakening and we enjoyed our experiences there immensely. You will enjoy the Aloha, too!
The electric revolution is upon us, the Infrastructure is not.
With the recent signing of the Glasgow Declaration on Zero Emission Cars and Vans at the 2021 United Nations Climate Change Conference, multiple automakers and 33 countries are now officially working toward the goal of making all new cars and vans sold globally zero emission by 2040. ‘Zero emission’ in this case is defined as producing zero greenhouse gas emissions at the tailpipe, as accomplished by electric vehicles, for example.
While much has been reported about the ever-increasing number of EV offerings and the growing interest and demand, there are still major hurdles to mainstream adoption. One of the most pressing is the dire lack of charging infrastructure.
Today, there are less than 2 million EVs in operation within the United States, according to some estimates, and fewer than 100,000 charging stations to service them — nearly a third of them in California. With projections for EVs in operation within the U.S. exceeding 25 million by 2030, the calculus on what it will take to keep those zero-emission vehicles running is staggering: Approximately 13 million EV stations need to be installed by 2030, which equates to 120,000 a month in the United States alone.
The trillion-dollar infrastructure bill just signed into U.S. law does include $7.5 billion earmarked for building out EV charging networks. But given the anticipated growth rate of EVs versus today’s infrastructure, it’s going to take a lot more than that. This is where companies like Charge Enterprises come in.
From on-the-go power banks to micro-mobility and EV charging stations, we design and engineer, select and source equipment, install, and coordinate software selection and if the customer requires, implement remote maintenance and monitoring services. So whether it’s a ChargePoint system or a Blink system, or a third-party charging company, what we do is the infrastructure build-out and ecosystem planning of the site location. Servicing and educating the client is critical in establishing a reliable, safe, scalable and flexible site for future demands.
We are equipment- and software-agnostic, which means that we can provide custom solutions with careful consideration of various business use cases to ensure efficient, effective, design plans that not only satisfy current needs but also account for future scalability, growth, and ever-advancing technology. Our experienced team with nationwide scale offers turnkey engineering, design, equipment and software specifications, planning, sourcing, and installation for EV charging ecosystems.
As important as EV infrastructure is, true global sustainability isn’t confined to how we fuel our mobility. That’s why our recent strategic alliance with the National Community Renaissance, one of the nation’s largest nonprofit developers of LEED certified affordable housing, is such a critical compliment to Charge’s infrastructure solutions for intelligent wireless campuses. This partnership will further align with National CORE’s dedication to providing high-performance affordable housing that integrates energy and sustainability to reduce harmful emissions, making all communities more sustainable, healthy and equitable places to live, work, and play – especially historically disadvantaged communities.
The demand for clean, sustainable charging infrastructure is building, whether for commercial properties, fleet depots, truck/van centers, retail facilities, auto dealerships, government, or residential. Our strategy is to make it simple for everyone to switch to an EV and other electrified technology. We’re helping accelerate the transition away from fossil fuels toward a fully electric future.
Andrew Fox is Founder, CEO, and Chairman of Charge Enterprises, a portfolio of global businesses specializing in communications and electric-vehicle charging infrastructure.
Canoo’s out-of-the-box approach to its fully electric pickup truck is evident from the first look at its cab-forward design, which to a certain generation may resemble a 21st century take on Volkswagen’s venerable Transporter-based pickup. Yet the layout is no nostalgic homage. Instead, it maximizes space efficiency, incorporating a configurable cabin and a cargo bed with the dimensions of a full-size pickup into an overall footprint smaller than most mid-size trucks.
It’s clear that a lot of thought went into the design of the pickup bed. Its standard 6-foot length can grow to 8 feet thanks to a pull-out extender stored below the bed floor. Bed-extension gates housed within the side-hinged tailgate doors enable the bed to be enclosed at its extended length. Canoo developed a modular divider system for the bed to separate items when necessary, and the flat bed floor (no wheel housings intrude into the space) can easily accommodate that yardstick of every working vehicle, the 4x8 sheet of plywood. Configurable wheel chocks and tie-down hooks allow the securing of all kinds of recreational- and work-related gear. There’s a multi-accessory charge port built into the inside of a bed wall, and the bed can be lit from several sources, including an overhead light on the back of the cab’s roof and perimeter lights build into the bed.
Adding to the bed’s versatility, the bed sides fold down to create work benches. Hidden drawers ahead of the rear wheels pull out to provide extra storage as well as a step for bed access.
Freed of a conventional engine compartment, the Canoo pickup has enclosed storage in its nose. The front gate doubles as a fold-down worktable when open. As with the bed, there are multiple power outlets in the storage area for wall plugs, USBs ,and mini-USBs.
The pickup’s cab features four doors in an extended-cab configuration with front-hinged front doors and narrower, rear-hinged rear doors. Two front seats are standard, while the rear area can be configured for additional seats or customized storage capability. The rear window rolls down for access to the bed from the cab, a handy feature if the truck is equipped with a camper shell. Canoo has developed optional roof racks for the pickup that can accommodate as much as 18 square feet.
What makes the truck’s layout possible is Canoo’s multi-purpose platform, which packages the powertrain, Panasonic cylindrical lithium-ion batteries, and suspension components into a flat, skateboard-like chassis. A drive-by-wire system eliminates the steering column that normally protrudes into the passenger compartment. Likewise, control arms, transverse fiberglass leaf springs, and frame-mounted dampers make up a suspension system that is contained below the height of the tires.
The platform can be equipped with a single rear-mounted motor or dual motors, with a target of 500 horsepower and 550 lb-ft torque for the dual motor version. Canoo estimates the pickup’s range at 200-plus miles. Payload capacity is quoted at 1,800 pounds, which is comparable to most mid-size and even some full-size pickups. No towing capacity figures have been released, though the truck will have a receiver for a tow hitch.
Canoo’s Pickup, Multi-Purpose Delivery Vehicle, and Lifestyle Vehicle are available for preorder on the company’s website. First to market will be the Lifestyle Vehicle, a minivan, that’s set for production and delivery late in 2022. Next up are the Pickup and MPDV that will come “as early as 2023,” says the company. While pricing for Canoo’s Lifestyle Vehicle has been disclosed as $34,750 to $49,950 for Delivery, Base, and Premium models, pricing for the MPDV and Pickup variants have yet to be revealed.
Canoo recently tapped Bentonville, Arkansas, as the location for its headquarters and low-volume production facility for the MPDV, along with Fayetteville, Arkansas, for its new R&D center focusing on powertrains and advanced vehicle electronics. Netherlands-based VDL Nedcar is the contract partner that will manufacturer the Lifestyle Vehicle for the U.S. and European markets.
Since the very first Green Car Awards™ presented by Green Car Journal in 2005, the magazine’s mission has been to acknowledge and encourage environmental achievement in the auto industry. It has always been important to recognize new models that are driving a green revolution on our highways by decreasing emissions, encouraging energy diversity, and improving efficiency. This enlightened way forward is crucial to vastly improving the automobile’s impact on the environment and ensuring a future for personal-use vehicles.
That mission has never been more vital than it is today as we see first-hand the environmental challenges we all face. While there are many ways to address these challenges and solutions must come from many fronts, it’s reassuring to know that the auto industry is stepping up in significant ways.
High efficiency internal combustion models that eke out fuel economy numbers in the 30 to 40 mile-per-gallon range, and above, were unheard of in the recent past. They’re on the road today. Hybrids that extend fuel efficiency to 40 and 50 miles per gallon are not uncommon. Models driving on battery electric power often are achieving an energy equivalent of 80, 90, and 100 miles-per-gallon, or more. There’s still work to be done to accomplish important environmental goals, but this truly is a watershed moment.
The motor vehicle continues to have an important story to tell, now and in the decades ahead. That story speaks to greater efficiency, improved attention to sustainability, and a more thoughtful approach to environmental compatibility, all made possible by the enlightened design, advanced technologies, and amazing innovation found in an unfolding new generation of vehicles. The Green Car Awards – the most important environmental awards in the auto industry – celebrate these vehicles, and by extension the automakers, engineers, product planners, and others who make them happen.
Each award year, Green Car Journal editors examine the universe of vehicle models sold in the U.S. that distinguish themselves with exemplary environmental credentials. Through an extensive vetting process, five vehicles are identified in each of eight categories that stand out by virtue of their environmental achievement. This process considers many factors such as lower carbon emissions, greater efficiency, or the use of advanced technologies such as lightweighting, electrification, more efficient internal combustion, or other innovative efficiency-enhancing or sustainability strategies. Each model that rises to the top 5 in a category are honored with Green Car Journal’s Green Car Product of Excellence™. These standout vehicles then advance to be finalists for Green Car Awards.
Models honored with 2022 Green Car Product of Excellence are: Audi e-tron GT; Audi Q4 e-tron; BMW i4; BMW iX; BrightDrop EV 600; Chevrolet Bolt EUV; Chrysler Pacifica Hybrid; ELMS Urban Delivery EV; Ford E-Transit; Ford F-150; Ford Maverick; Ford Mustang Mach-E GT; GMC Hummer EV; Honda Civic; Hyundai IONIQ 5; Hyundai Kona Electric; Hyundai Tucson; Hyundai Venue; Jeep Grand Cherokee 4xe; Karma GS-6; Kia EV6; Kia Seltos; Kia Sorento Hybrid/PHEV; Lexus NX; Lightning eMotors Electric Van; Lucid Air; Mercedes-Benz EQS; MINI Cooper SE; Porsche Taycan Cross Turismo; Rivian Electric Delivery Van; Rivian R1T; Tesla Model S Plaid; Toyota Sienna; Toyota Tundra; Volkswagen ID.4; Volvo C40 Recharge.
This year involved weighing the merits of more potential finalists than any previous year in the award program’s history. In the shifting sands of the pandemic, the auto industry’s chip shortage, and today’s phased timeline for new model introductions throughout the year, an important part of this process is determining a new model’s realistic delivery timeline, not just the availability of online preorders. In some cases this means a new high-profile model must be considered in the following year’s award program.
For the past 16 years, the Green Car of the Year® has been selected by an invited jury that includes leaders of the nation’s energy efficiency and environmental organizations, along with celebrity auto expert Jay Leno and Green Car Journal staff. This year’s invited jury included Paula Glover, president of the Alliance to Save Energy; Mindy Lubber, president of CERES; Joseph K. Lyou, president and CEO of the Coalition for Clean Air; Matt Petersen, president and CEO of Los Angeles Cleantech Incubator and advisory board chair of Climate Mayors; and Dr. Alan Lloyd, president emeritus of the International Council on Clean Transportation and senior research fellow at the Energy Institute, University of Texas at Austin. Winners of all other Green Car Awards are selected by a jury of automotive experts and Green Car Journal staff.
Electrification is so important to 'green' cars today that nearly every Green Car Awards finalist included a battery electric, plug-in hybrid, or hybrid powertrain option, and all Green Car of the Year candidates were exclusively battery electric for the first time. After all the vetting, the evaluations, and the decisions, the results are in. Six of the eight award winners are all-electric vehicles and two are highly-efficient hybrids. Here are the standout winners and worthy finalists for this year’s 2022 Green Car Awards:
2022 Green Car of the Year® – Audi Q4 e-tron
Finalists for Green Car Journal’s signature award included the Audi Q4 e-tron, BMW i4, Kia EV6, Rivian R1T, and Volvo C40 Recharge.
2022 Luxury Green Car of the Year™ – Lucid Air
Vying for this award were the Audi e-tron GT, BMW iX, Karma GS-6, Lucid Air, and Mercedes-Benz EQS.
2022 Urban Green Car of the Year™ – Chevrolet Bolt EUV
Finalists were the Chevrolet Bolt EUV, Hyundai Kona Electric, Hyundai Venue, Kia Seltos, and MINI Cooper SE.
2022 Performance Green Car of the Year™ – Tesla Model S Plaid
Among this award’s finalists were the Audi e-tron GT RS, Ford Mustang Mach-E GT, Lucid Air Dream Performance, Porsche Taycan Cross Turismo Turbo S, and Tesla Model S Plaid.
2022 Green SUV of the Year™ – Hyundai IONIQ 5
The top 5 finalists included Hyundai IONIQ 5, Hyundai Tucson, Jeep Grand Cherokee 4xe, Lexus NX, and Volkswagen ID.4.
2022 Commercial Green Car of the Year™ – BrightDrop EV 600
Finalists were BrightDrop EV 600, ELMS Urban Delivery EV, Ford E-Transit, Lightning eMotors Electric Van, and Rivian Electric Delivery Van.
2022 Green Truck of the Year™ – Ford Maverick
Presented at the San Antonio Auto & Truck Show, finalists included the Ford F-150, Ford Maverick, GMC Hummer EV, Rivian R1T, and Toyota Tundra.
2022 Family Green Car of the Year™ – Toyota Sienna
Also hosted by the San Antonio Auto & Truck Show, finalists were Chrysler Pacifica Hybrid, Honda Civic, Kia Sorento Hybrid/PHEV, Toyota Sienna, and Volkswagen ID.4.
With Subaru’s recently-unveiled Solterra electric SUV and existing plug-in Crosstrek Hybrid, you might think this automaker’s efforts toward electrification are fairly new. But that’s not the case. Like most automakers, Subaru was exploring electrification many years ago. Among the most interesting example was the Subaru B9 SC Scrambler series-parallel hybrid electric concept that was unveiled almost two decades ago. Here, we take a look at the B9 SC Scrambler roadster in a feature that originally appeared in Green Car Journal’s Summer 2004 issue.
Excerpted from Summer 2004 Issue: Subaru, a marque that doesn’t come readily to mind when talking advanced technology vehicles, can be a bit of a tease. Back in 1991, this auto- maker all but stunned the automotive world with a sports coupe that could generously be called atypical – the cutting edge Subaru SVX.
This swoopy, fast, and decidedly cool car didn’t become a huge seller, but it did establish Subaru’s credentials as a company that could bring advanced vehicles to the showroom with the best of ‘em, something we see today in models like the Impreza WRX STi. Still, Subaru tends to stay on the mainstream side with such well-engineered staples as the Outback, Forester, and Legacy rather than heading for the limelight with flexible fuel or hybrid models.
Well, Subaru has stepped out of the box again, and in a big way. Its B9 SC “Scrambler” hybrid electric concept blends the design direction of Subaru’s Andreas Zapatinas – formerly head of design at Alfa Romeo – with a unique hybrid electric drive technology that works seamlessly with Subaru’s Symmetrical All-Wheel Drive system, and also is adaptable to its current vehicle platforms.
This automaker’s Sequential Series Hybrid Electric Vehicle (SSHEV) system places a generator between a 2.0-liter, 4-cylinder DOHC Subaru Boxer gasoline engine and transmission with a two-way clutch, high-performance electric motor, and all-wheel drive transfer gearing integrated into the transmission case. What’s unique about the SSHEV powerplant is that its Boxer gasoline engine supplements the electric drive motor, rather than the other way around. Up to about 50 mph, the gasoline engine’s primary role is to charge the laminated lithium-ion batteries that power the hybrid vehicle’s electric motor. The gasoline Boxer engine takes over as primary propulsion above 50 mph, a speed range that’s most efficient for this internal combustion powerplant. Both electric and gasoline powerplants jointly provide power under demanding driving conditions.
Subaru says it will be able to offer customers the kind of performance now enjoyed with its turbocharged models by using its own hybrid electric drive technology. After being blown away by the impressive performance of Subaru’s SVX while driving this sports coupe at its debut back in 1991, we have no doubt that Subaru has the technical savvy and is surely up to this challenge…with a few more tricks up its sleeve, to be sure.
There was a time when sophisticated driver assist systems were the realm of luxury cars. The reason is simple, really. The cost of any new tech innovation is high, and it’s easiest to bury this cost in higher end vehicles offered at a premium price. It was thus with many innovations we now take for granted in our cars like air bags and anti-lock braking. These days, the most desired driver assist and advanced safety systems are pretty much standard fare in most new models.
We were impressed years ago when Honda launched its ‘Safety for Everyone’ program and made its latest safety innovations standard fare on all its vehicles. The auto industry as a whole has followed suit, and now even the most sophisticated systems can be found on entry-level models, increasingly as standard equipment or as available options. While drivers of premium vehicles may still be the first to experience the latest new twist operating silently behind the scenes as they drive, you can be assured the technology will filter down to all models over time.
There are reasons for that because safety is always on the minds of new car buyers. The availability of systems that keep drivers and their families safe on the road, or at least as safe as possible, are highly desired. Automakers know this. Active and passive safety offer a competitive advantage in new car sales, right alongside other traditional touchstones like value, style, dependability, efficiency, and performance. If a new and highly-desired feature is introduced by one brand’s vehicles, there’s no doubt you will be seeing it offered in competitive models soon enough. There’s too much at stake for automakers not to emphasize safety, just as they emphasize electrification, efficiency, and environmental performance in their new model vehicles.
These days, technology is an active participant in our driving experience, constantly looking to warn us of unsafe conditions and offer alerts, and sometimes even initiate last-minute control to avoid an imminent collision. Their importance can’t be overstated. In the early years of driver assist systems, there were claims and assumptions regarding their promise for preventing potential collisions and saving lives. Now there is actual data to support this.
Recently, GM partnered with the University of Michigan Transportation Research Institute to study the real-world effect its driver assist, active safety, and advanced headlight features were having in preventing or lessening various types of crashes. The study involved data from some 3.7 million GM vehicles across 20 models, making use of police crash report databases from 10 states. Comparisons were made involving vehicles equipped with advanced active safety features and others without this functionality.
The results showed that driver assist systems can make a dramatic difference in eliminating or mitigating crashes. Automatic emergency braking with forward collision alert was shown to reduce rear-end striking crashes by 46 percent. Lane keep assist with lane departure warning reduced lane departure crashes by 20 percent, with lane change alert and side blind zone alert bringing a reduction of 26 percent in lane change crashes.
Even advanced lighting made a difference in driving safety. Here, high-intensity discharge headlights brought a 21 percent reduction in nighttime crashes involving pedestrians, bicyclists, or animals. In addition, advanced headlight systems that automatically turn high beams on or off in response to surrounding conditions delivered a 35 percent reduction. When combined, the two lighting systems resulted in a 49 percent crash reduction.
Clearly, automobiles have become more complex over time. In their early years, an automobile’s electrical system was limited to fundamental functions like a starter, generator, headlights and taillights, instrumentation, and an audio system. Over the years this grew more extensive, including everything from navigation, electric-assist steering and braking, electronic transmission control, electronic ignition, anti-lock braking, an array of airbags, and advanced emissions controls.
Today’s more sophisticated automobile integrates all this and more, from active safety assist systems and real-time traffic navigation to semi-autonomous driving, all enabled by on-board computers. Industry experts point out that today’s vehicles are often equipped with hundreds of controllers and sensors, and dozens of on-board computers (electronic control units, or ECUs), generating tens of gigabytes of data every hour. It’s expected that the coming generation of fully autonomous vehicles could generate upwards of 30 terabytes every day.
Supporting the electronics that process, analyze, and activate, the array of cameras, radar, and LIDAR sensors strategically and discretely positioned around a connected car ‘see’ vehicles, objects, and people ahead, around, and behind. These feed information to on-board systems that enable everything from the view seen in a back-up camera to determining the speed of a car in front of you, allowing adaptive cruise control to adjust your speed to avoid overtaking the vehicle ahead.
These sensors are constantly evolving and improving, a necessity as we head toward fully-autonomous driving. While LIDAR continues to be a favored system by automakers, other innovations are in the works. One example is next-generation radar systems. Until now, vehicle radar has been limited to capturing just speed and direction, which is one of the reasons why vehicles use multiple sensor types for their driver assist and semi-autonomous driving features. Now, the newest long-range radar designs will determine an object’s speed, range, direction, and elevation, even at higher speeds and under challenging lighting or weather conditions.
Evolution is a hallmark of life, and it seems, of driving. Even as our cars are getting more complex in every sense as they adapt to modern life, they are also getting smarter…and safer. All that technology is delivering much more than the comfort, performance, entertainment, and driving pleasure we’ve come to expect from modern vehicles over time. We now benefit from a more confident driving experience and enhanced safety on the road as well, with technologies like those described below serving as our copilot.
ADAPTIVE CRUISE CONTROL: As a stand-alone system or as part of semi-autonomous driving systems, ACC works like conventional cruise control with the addition of sensing technology that determines the speed and distance of the car ahead. It modifies your set cruise speed to avoid overtaking that vehicle. Many systems can bring your vehicle to a full stop if needed. Some advanced systems even reference map data to anticipate upcoming curves, roundabouts, toll booths, and more, then automatically reduce speed accordingly.
AUTOMATIC EMERGENCY BRAKING: Coupled with advance warning of unsafe closing speed or other immediate hazards, this system will automatically apply emergency braking to help avoid or mitigate a collision. Rear and pedestrian AEB is also offered as part of this system.
AUTONOMOUS DRIVING: Sometimes confused with fully ‘self-driving’ capabilities not yet here or approved, to degrees, today’s semi-autonomous systems can help keep a vehicle centered in its lane, pace a vehicle ahead at a safe distance, and often bring your vehicle to a full stop in gridlocked traffic, then resume driving when traffic in your lane is moving again. Some systems identify the pressure of hands on the steering wheel to allow continuing use of a semi-autonomous driving system, while others, like Cadillac, use a strategically-mounted camera that monitors a driver to confirm they are paying attention to the road ahead.
BLIND SPOT MONITORING: This system alerts a driver of vehicles in its blind spots to increase safety when changing lanes, passing, or being passed.
FORWARD COLLISION WARNING: Audible and visual warnings are provided to alert a driver of the potential of a forward collision. Some systems also provide brake pulsing as a further warning to gain a driver’s immediate attention.
HEAD-UP DISPLAY: A HUD projects driving information projected ahead of a driver’s view, sometimes as simple as mph but often providing info on various driver assist functions including turn-by-turn navigation.
LANE DEPARTURE WARNING: This system provides audible and visual warnings if your vehicle strays outside of its lane when a turn signal is not activated.
LANE KEEP ASSIST: Taking over after a lane departure warning, this function provides varying degrees of steering input to help maintain lane position.
NIGHT VISION: Using infrared sensing technology, night vision displays an enhanced view of the road ahead that helps identify pedestrians, animals, or other hazards that may be beyond the view of a car’s headlights.
PARK ASSIST: This system enables a driver to select automated parallel, and sometimes perpendicular, parking functionality. It uses sensors to identify an open parking space of suitable size and the position of parked vehicles, then controls steering angle to automatically guide your vehicle into the space. Many systems require a driver to control braking, acceleration, and gear position, while others handle all functions automatically.
REAL-TIME TRAFFIC: Navigation systems that integrate real-time traffic information are valuable in saving time, fuel, and maximizing driving range with their ability to reroute around traffic jams and construction projects.
REAR BACK-UP CAMERA: Now found on a wide range of vehicles, a view to the rear is shown in a dashboard display or rear-view mirror when a driver shifts into reverse, often including grid lines depicting a driver’s angle of approach and relative distance from nearby vehicles or objects. Audible warnings are provided when objects are too close or a potential collision with an object, vehicle, or pedestrian is detected.
REAR PARK ASSIST: At low speed while in reverse, sensors detect objects and a potential collision, providing a warning brake pulse and then bringing your vehicle to a stop.
SURROUND VIEW CAMERA: This technology uses multiple cameras strategically positioned on a vehicle to provide a ‘birds’-eye’ perspective of the vehicle and its immediate surroundings.
Hyundai’s IONIQ 5 is meant to be noticed. Sharp and angular bodylines define the model, along with a V-shaped front bumper, distinctive daytime running lights, and a clamshell hood to minimize panel gaps and enhance aerodynamics. Attention to efficiency is exhibited in many ways, one of these a low drag coefficient enhanced with flush door handles and 20 inch, aero-optimized rims. The new electric crossover rides on an extended 118.1-inch wheelbase that’s nearly four inches longer than that of the Hyundai Palisade SUV, offering short overhangs that allow for more expansive interior space.
Inside is a cabin focused on comfort and functionality, featuring what Hyundai defines as a ‘living space’ theme. Since it uses a dedicated EV platform with batteries located beneath the floorboard, IONIQ 5’s floor is flat without the requisite transmission tunnel of combustion engine vehicles, thus lending additional interior design freedom.
Drivers are treated to a configurable dual cockpit with a 12-inch digital instrument cluster and 12-inch touchscreen. A new-for-Hyundai augmented reality head-up display delivers needed information in a way that essentially makes the windshield a handy display screen. Of course, the latest driver assist systems are provided, with Hyundai SmartSense offering the make’s first use of its Driving Assist plus driver attention warning, blind spot collision avoidance assist, intelligent speed limit assist, and forward collision avoidance assist.
Interesting touches abound, like a moveable center console that can be positioned normally or slid rearward up to 5 1/2 inches to decrease any impediment between front seating positions. Both front seats take reclining to a whole new level and even provide first-class style footrests. Those in the rear are also treated to more comfortable accommodations. Front seat thickness has been reduced by 30 percent to provide more room for rear seat passengers, and those passengers can also recline their seats or slide them rearward for increased legroom. Sustainability is addressed with the use of eco-friendly and sustainable materials sourced from recycled thermoplastics, plant-based yarns, and bio paint.
There are plenty of powertrain configurations to fit all needs including 48 kWh and 72.6 kWh battery options, plus a choice of a single rear motor or motors front and rear. At the top of the food chain, the AWD variant with the larger battery provides 301 horsepower and 446 lb-ft torque, netting 0-60 mile acceleration in about 5 seconds. The best range is achieved by the 2WD single-motor version, which is estimated at just over 290 miles, though that’s not based on the EPA testing regimen used in the U.S. Top speed is 115 mph in all configurations. IONIQ 5’s multi charging system is capable of 400- and 800-volt charging, with a 350 kW fast charger bringing the battery from 10 to 80 percent charge in just 18 minutes.
As an added bonus, the IONIQ 5’s V2L function enables it to function as a mobile charging unit to power up camping equipment, electric scooters, or electric bikes. You can take it all with you for those power-up opportunities, too, since IONIQ 5 is rated to tow up to 2,000 pounds.
The fully electric, five-passenger Lucid Air luxury sedan is a study in superlatives. It has generated significant attention thanks to some impressive numbers: up to 1,111 horsepower, 0 to 60 times as quick as 2.5 seconds, sub-10-second quarter-mile times, and an EPA rating of 125 MPGe. Its charging-system technology allows for 900-plus volts of fast charging, capable of quickly energizing the battery for up to 300 miles of range in just 20 minutes. Then there’s the Lucid Air’s groundbreaking EPA rated driving range of up to 520 miles, far beyond any other electric car on the road today.
It features an overall length of 195.88 inches and 116.54-inch wheelbase are nearly identical to a Tesla Model S. It’s narrower than the S by about an inch, lower in overall height by an inch and a half, and its key interior dimensions are about an inch or so bigger than the Tesla. Lucid reports the Air has a very slippery 0.21 coefficient of drag, nearly the same as the 0.208 Cd of the Tesla S.
Lucid was able to create generous interior room within that sleek body package by designing the Air around its Lucid Electric Advanced Platform (LEAP), which positions the batteries low in the floor and makes use of relatively small motors, in terms of exterior dimensions. They produce up to 670 horsepower yet weigh just 163 pounds.
The Lucid Air is offered in four models, from the $77,400 Air Pure to the top-of-the-line $169,000 Air Dream Edition. The Dream Edition is the first available — reservations are closed, but there is a waitlist for the hopeful — with all-wheel drive, dual electric motors producing a combined 1,111 horsepower, and the aforementioned EPA rating of 520 miles. As a first edition it has exclusive paint and interior materials, special 21-inch wheels, ‘future-ready’ hardware for eventual Level 3 autonomous functionality, and the ability to receive over-the-air updates. The $139,000 Air Grand Touring and $95,000 Air Touring models also have dual motors and AWD, while the Pure is rear-wheel-drive with a single motor and the option for dual motor/AWD.
Inside is a 34-inch, 5K glass cockpit display with touch controls for wipers, lights, navigation, climate, and the audio system. A retractable Pilot Panel display in the lower center of the dash augments the cockpit display controls. Touch controls for media and Lucid’s DreamDrive are built into the steering wheel. DreamDrive is Lucid’s suite of driver assistance and safety features, which receives information from a total of 32 cameras, radar, LIDAR, and ultrasonic sensors positioned around the car. Among the interior options that are now, or will be, available is a glass canopy roof and an Executive Rear Seating Package with the ‘jet-style experience’ of two reclining back seats. Miniaturizing the Lucid Air’s powertrain has made room for a spacious bi-level rear trunk and a front trunk that Lucid claims is four times larger than other electric cars.
Lucid Motors is headquartered in California’s Silicon Valley with its cars assembled at a 500-acre greenfield manufacturing facility in Casa Grande, Arizona.
Porsche’s addition to the Taycan line now means that fans of the marque not only get scintillating electric performance, but a more crossover-like persona to go with it. The Porsche Taycan Gran Turismo features with a longer and somewhat flatter roofline while retaining all the features that make the Taycan sedan so desirable. In an era where crossover SUVs get enormous attention and enjoy brisk sales, the addition of the Cross Turismo to the Taycan lineup makes perfect sense.
Here’s where it gets interesting. All Taycan Cross Turismo models are all-wheel drive due to their use of motors front and rear, and to a one they are serious performers. But there are a few choices that bust out the performance numbers entirely. At the top of the list is the Taycan Gran Turismo Turbo S that’s powered by dual electric motors churning out 460 horsepower and 774 lb-ft torque, with an impressive bump to 560 horsepower in boost mode that lasts for the first 2.5 seconds.
All that power makes its way to pavement via a single-speed front transmission and a two-speed dog-ring transmission at the rear, catapulting the Turbo S from 0 to 60 mph in just 2.6 seconds. Top speed is 161 mpg. Performance numbers moderate just a bit in the Gran Turismo Turbo and 4S, with those models delivering 3.0- and 3.8-second sprints from 0-60 mph, respectively. Top speed for the 4S is 161 mph with the Turbo topping out at 155 mph.
While not aimed at harsh off-roading, off-pavement and recreational functionality is built into the Taycan Cross Turismo with features like adjustable air suspension, unique rocker panels, rugged front and rear fascia, and fender extensions. Additional body cladding and a slight increase in right height are gained with an available Off Road Design Package. A driver-selectable Gravel Mode optimizes traction in gravel, sand, and mud by adjusting the Cross Turismo’s torque management, suspension height and firmness, and traction control. Integrated roof rails are standard fare, allowing the use of a roof transport system for bulky items, while accessories like a rear-mounted Tequipment bike rack are available.
Beyond its notable performance, the Taycan Grand Turismo is also quite high-tech and connected. Inside is a comfortable command cabin with handsome appointments and a center 10.9-inch infotainment screen. Its Porsche Communication Management (PCM) system controls an array of vehicle functions and now offers Android Auto for the first time, joining Apple CarPlay integration that’s been part of the Taycan from the start. A panoramic glass roof is standard. A full suite of safety and driver assist systems are standard or optional. There’s even optional Remote Park Assist, while allows remotely controlling parking via a smartphone from outside the vehicle.
The Taycan Gran Turismo seems to have it all, in one very stylish, zero-emission package. You can carve turns in ways one would expect from a Porsche, turn heads with an eye-catching design, enjoy the latest in advanced electronics and driver assist systems, and recreate with accessories that can bring your gear along for the ride. Plus, of course, while minding the speed limit there’s the knowledge you could get wherever you’re going at blazing speed…if only circumstances allowed it.
A new venture by General Motors and start-up company BrightDrop is now producing all-electric EV600 delivery vans that address the need for zero-emission deliveries. So named to highlight the electric commercial van’s 600 cubic feet of enclosed cargo space, the EV600 features an available payload of 2200 pounds and a substantial maximum gross vehicle weight rating of 9900 pounds. With an overall wheelbase just over 150 inches and a length of 288 inches, the EV600 is large enough for commercial delivery use but also well-sized for city maneuverability. This heavy hauler is also prepared for all driving conditions with its all-wheel-drive traction.
The van’s space-efficient packaging places its 20 module GM Ultium battery below the vehicle’s flat load floor so there is no infringing on cargo space. Ultium is the advanced generation battery developed by GM that will power all of its future EV products and is now being used in the GMC Hummer EV. GM estimates the EV600 will deliver up to 250 miles of range on a full charge. As with most electric vehicles, the BrightDrop 600 can capture lost energy through a regenerative braking system during deceleration and stop and go traffic. Charging via a 120 kW DC fast charger provides up to 170 miles of electric range in just an hour.
EV600 comes with a standard cargo area security system and motion sensors that can alert a driver to shifting cargo loads. The bulkhead between the driver/passenger features an autolocking door and the cargo bay features a large sliding door for easy access. Interior lighting is provided by energy efficient LED lights.
Recognizing that visibility in a panel van can be challenging, the EV600 features an optional HD surround vision system using multiple cameras around the van to give the driver a birds-eye view of the area surround the EV600. A 13.4-inch LCD infotainment screen is provided. Advanced driver assist systems include automatic emergency braking and forward collision alert, along with front pedestrian braking, front and rear park assist, and optional blind zone steering assist.
Fleet managers will appreciate the ability to remotely locate and track the EV600 through GPS, with the added capability of remotely locking, unlocking, starting, and stopping the EV600. Overall, BrightDrop offers a well thought-out product line that’s enhanced with BrightDrop powered pallets, which enable an individual delivery driver to efficiently move heavy cargo at the delivery site. The EV600 comes with a 36,000 mile bumper-to-bumper warranty and 8-year 100,000 electrification warranty.
The EV600 is now in limited production with large-scale manufacturing slated to move to GM’s CAMI Assembly Plant in Ingersoll, Canada later in 2022. This electric delivery van will no doubt become a common sight on public roads soon since the first batch of EV600s has been delivered to FedEx in time for holiday season deliveries.
For a lot of folks, Volkswagen’s all-new ID.4 introduced last year checked off all the boxes, except maybe one. It powered its rear wheels only with a single electric motor. Now a new ID.4 AWD model adds a second electric motor up front for better overall performance and all-wheel drive traction.
Power in the base rear-wheel drive ID.4 is delivered by a 201 horsepower permanent magnet motor featuring 229 lb-ft torque. The AWD version adds a second 107 horsepower asynchronous electric motor up front that not only provides all-wheel drive capability, but a boost to 295 horsepower total output and 339 lb-ft torque.
Energy is stored in an 82 kWh lithium-ion battery pack. In the single motor version this delivers a driving range of up to 260 miles at an EPA estimated 99 combined MPGe fuel efficiency, with the more powerful AWD version achieving up to 249 miles of range at 97 MPGe. Charging with a 240-volt Level 2 charger takes about 7 to 8 hours, with 30 miles of range provided in about an hour. Level 3 fast-charging can add around 60 miles of range in just 10 minutes. VW ID.4 buyers get three years of DC fast-charging through Electrify America public chargers for free.
The ID.4 rides on MacPherson struts and coil springs in the front and a multilink suspension in the rear, with anti-roll bars at both ends. It also sports VW’s electronic stability control system as standard equipment. ID.4 features a 108.9-inch wheelbase and a 62.5-inch track, making it quite maneuverable in tight city driving situations. It rides on either 19- or 20-inch aluminum alloy wheels with all-season tires to keep a good grip on the road. A low 0.28 coefficient of drag enhances the model’s overall efficiency. Because the ID.4 is designed as a utility vehicle, the standard version is designed to tow 2200 pounds with the AWD capable of handling 2700 pounds.
True to its German roots, the interior of the ID.4 emphasizes a purposeful design with clean styling and minimal frills, while offering all the functional equipment expected in a modern vehicle. The driver is treated to a commanding driving position behind a sporty three spoke steering wheel fitted with all the primary control buttons the driver might need. It has an overall interior volume of 99.9 cubic feet, roomy for the vehicle’s overall footprint. VW’s Car Talk allows the vehicle to communicate with the driver through voice commands so the driver’s eyes never need to leave the road. IQ.DRIVE, Volkswagen’s suite of advanced driver assist technologies, provides an array of desired features such as hands-on semi-autonomous driving, lane assist, and active cruise control.
Both single and dual motor ID.4 models are available in Pro and Pro S trim, with prices starting at $39,995 to $43,675.
Automakers, energy interests, and major government-funded efforts have been on the hunt for the ideal battery to power electric cars for decades. It hasn’t been an easy road and remains a challenge even today, as shown by several massive recalls of electric vehicles with batteries that, in rare cases, have suffered spontaneous combustion. Fires aren’t a new thing. During the EV’s drive to market, a small number of battery fires occurred early on, including several in experimental Ford Ecostar electric vehicles powered by sodium-sulfur batteries back in 1994. One battery safety incident that stands out occurred at an electric car race in 1992. Rather than a fire, a race entry running an experimental battery suffered a leak that spewed a toxic vapor cloud that injured racers and race personnel, causing the raceway to be evacuated. Here, we present the following article from the Green Car Journal archives, as it was originally published in June 1992.
Excerpted from June 1992 Issue: It was in the final hours of racing activity at Phoenix International Raceway when the lead car began spewing a reddish-brown vapor trail into turn one, then went into a spin, braking hard.
As the car slowed to a stop, its driver tore at the window’s safety net and dove out of the opening head-first, stumbling, then collapsing as he tried to escape the battery gases that filled his cockpit and the area around the car. Like the driver, James Worden, of the Solectria team (Boston, Mass.), 14 track officials and others who came to his aid would be taken to the hospital to treat breathing difficulties. Worden was admitted in serious condition. Fortunately, all 15 people injured in the accident recovered.
This was the sobering final scene that red-flagged this year’s APS Solar and Electric 500 in Phoenix, Ariz. An important showcase of new and developing electric car technology, the race exemplified new thinking like quick-change battery packs and race-style pit stops under 20 seconds. Many of the cars were substantially faster than just a year ago, and the driving more sophisticated. Products from major sponsors like General Electric, Motorola, Goodyear, and Firestone were used and touted on banners and cars. The event drew a small crowd of enthusiasts and a good showing of research teams from across the U.S. Many were small-time efforts with personal cars converted to electric propulsion. Others were well-financed teams equipped with the latest in electric motors, controllers, and batteries.
It was the experimental battery technology that brought an early end to the Chrysler-Plymouth Electric Stock Car 200. Complexed bromine solution leaked from a dislodged tube in the race car’s pressurized zinc-bromine battery on lap 91, hitting the hot track and creating a toxic cloud near the car and an acrid smell that hung over the infield. The hazardous materials team handling the incident ultimately ordered the raceway evacuated. Although disabled, Worden’s Solectria entry was later declared the winner since he was five laps ahead of the field.
Should this experimental battery have been at the race? Race sanctioning body Solar and Electric Race Association (SERA) regulations specifically cite that “any battery type (except silver-zinc) is generally permitted and any number of batteries may be utilized within the vehicle.” Thus, the prototype zinc-bromine batteries used independently by both the Solectria and Texas A&M entries were allowed. A wide array of other battery technologies, some potentially dangerous, would also be permitted under these rules.
Phillip Eidler of Johnson Controls, supplier of the experimental batteries in the Solectria car, told GCJ that of the battery technologies being pursued, zinc-bromine is one of the safer ones. “What you saw out there was one of the worst incidents, short of crashing into the wall, you’re probably going to see from the battery system.” He also cites that the Johnson Controls battery does not contain pure bromine. “It’s a complexed form, in solution, that doesn’t have near the vapor pressure and evaporation rate of pure bromine,” advises Eidler. Johnson Controls is the largest U.S. manufacturer of lead-acid automotive batteries and the leading supplier to both the original equipment and replacement markets.
Sources at Johnson Controls cite the company is engaged in a cost-shared development contract for the zinc/bromine battery with the U.S, Department of Energy for utility applications. Zinc-bromine is said to have 2-3 times the energy capacity of lead-acid batteries and, according to Johnson Controls’ vice-president of battery research Bill Tiedemann, it’s “one of the most environmentally safe battery technologies available.”
"While experimental technology is critical to the developing EV and alternative fuel vehicle fields, it’s equally critical that safety is addressed as vigorously outside the lab as it is inside. "
A spokesman for principal race sponsor Arizona Public Service (APS) told GCJ that the technologies to be used by race teams will certainly be examined more clearly for safety in coming years. SERA’s Ernie Holden cited that closer scrutiny would be built into the safety inspection process for future races as well. Johnson Controls is also offering to help in any way it can to make the race a safer event. Since assurances from entries using experimental technology cannot serve as the final word on safety, though, it’s obvious that an expert inspection team will be needed to independently perform this task.
This incident should sound a warning signal within the industry. While experimental technology is critical to the developing EV and alternative fuel vehicle fields, it’s equally critical that safety is addressed as vigorously outside the lab as it is inside. This is especially true in the case of public demonstrations of experimental technology. With the upcoming schedule or races, ride-and-drives-, and public demonstrations of electric vehicle technology worldwide, it will be imperative that adequate safety measures are taken. The same holds true for future fleet testing of electric vehicles using potentially hazardous batteries. A catastrophic battery failure on city streets could have wide-ranging consequences.
Experimental technology will continue to be seen in electric car racing, since racing is the proving ground that ultimately benefits the cars that make it to dealer showrooms. But high-risk system components, or even ones protected by redundant safety systems which could still prove deadly in the event of catastrophic failure, might be penciled out in the rule books for safety and liability reasons. This is especially true of those technologies which could injure large numbers of people in a single incident.
What of experimental components, like batteries, which need to be tested during their evolutionary run to market? That’s why the major automakers have proving grounds In their place, smaller R&D firms can rent a track like Phoenix International Raceway or countless others around the world…and do their testing with the stands empty. “It would probably have been much better for us if we would have just ran and ran the car around the track without anybody there,” muses Johnson Controls’ Eidler. “But we’ve done years worth of testing. After that works, where’s the next place you go?” That’s a dilemma that will surely be faced by many R&D efforts in coming years. He adds: “There comes a point where you have to take it out on the road.”
GCJ editors do expect that electric cars will compete in major-league racing alongside conventional gasoline-engine cars. But it seems certain that some important safety checks will have to be in place. Racetracks packed with tens of thousands of spectators are not the venue for volatile technology that could endanger the lives of those who are on hand to root for its success.
It seems we’re well past the tipping point for electric cars now, 25 years after GM’s groundbreaking but short-lived EV1 electric car made its way to the highway. Back then, after daily life with an EV1 during a year-long test and then watching it sadly leave on a flatbed for parts unknown, I knew well the future potential that modern electric vehicles would hold. In the decades since then, automakers have committed to huge investments in expanding their electric vehicle offerings, suppliers have stepped up with new innovations, and consumers are now interested like never before. Plus, of course, some serious government regulation and incentives are driving the electric car field ahead in ways that only government can.
But there are challenges ahead. It isn’t enough that far better electric cars are being built today with compelling features, attractive designs, and desirable performance and range. Many other elements must fall into place for electric vehicles to become the success story we all hope will come to pass, so addressing key inhibitors of an electric feature is crucial. Let’s take a look at the top 5 reality checks that are top-of-mind.
Back in the 1990s when there was great excitement at the prospect of electric cars, there were also big questions. There was no battery front-runner, though there were many technologies and chemistries at play including advanced lead-acid, nickel cadmium, nickel-metal-hydride, sodium-sulfur, sodium-bromine, zinc-air, lithium-ion, and more. Still, choices had to be made so EV programs could move forward. Ultimately, advanced lead-acid won out for small vehicle programs and the first generation of GM EV1s, followed by better and more energy-dense electric car batteries like nickel-metal-hydride and lithium-ion.
Today, nickel-metal-hydride and lithium-ion batteries are primarily used for hybrid, plug-in hybrid, and battery electric vehicles. Lithium-ion, or one of its cousins like lithium-polymer, is used for electric vehicles due to its greater energy density and thus longer driving range. However, lithium batteries are costly and additional challenges remain.
Of great concern are instances of thermal runaway issues and a limited number of spontaneous vehicle fires caused by lithium-ion batteries. Some Teslas have suffered from such battery fires, and GM can certainly attest to this unexpected challenge since it has been involved in a recall of all Chevy Bolt EVs made due to potential fire issues, to the tune of about $1.8 billion. Hyundai went through its own recall with the Kona EV for similar issues with its batteries.
Battery technology continues to improve and costs have gravitated downward in recent years, making the cost of building electric vehicles more reasonable, though still considerably higher than building internal combustion vehicles. Yes, there are substantial cost savings realized by owning and driving an electric vehicle. But to truly be a success, at some point there must be truly affordable electric vehicles for everyone to buy, and battery safety issues must be fully resolved.
The ideal location for electric vehicle charging is at home with a 220-volt Level 2 wall charger. All mainstream electric vehicles support this type of charging, plus significantly slower charging with a portable ‘convenience’ charger plugged in a standard 110-volt household outlet.
Charging up with a 220-volt wall charger is convenient and efficient, with a full charge typically coming in about 2 to 10 hours, depending on the vehicle being charged and the battery’s energy level when you plug in. Simply, if your battery shows 40 miles of range left, it will take considerably longer to fully charge than if 140 miles of range is shown. For convenience, electric vehicle owners typically plug in at home during the evening so there’s a fully-charged EV waiting for them in the morning.
EV owners living in apartments, condos, and elsewhere – including dense urban areas where there may be no garage – need other solutions. To a limited degree, this is being addressed with pay-for-use chargers in common areas or even dedicated outside chargers at assigned parking spaces. Public chargers are also being installed in increasing numbers in urban developments as part of a growing public charging network. In addition, the number of chargers provided at the workplace is seeing greater interest, allowing EV owners to energize their batteries while parked at work.
Charging away from home is becoming easier with a significant expansion of a public charging network by companies like Electrify America, ChargePoint, Blink Charging, EVgo, SemaCharge, Volta, and Tesla. Still, this is a relatively nascent effort with charging opportunities far eclipsed by the abundant and convenient opportunities to refuel gasoline vehicles. Plus, to offer the kind of charging most meaningful to drivers, public chargers must ultimately offer fast-charge capability that enables gaining an additional 80 or 100 miles of range in just 20 to 30 minutes, if an EV is fast-charge capable. This network is growing but far from adequate, especially if it’s to keep pace with the large number of electric vehicles coming to our highways. Building out a nationwide network of fast chargers is costly since the investment for each is in the neighborhood of $100,000.
Many electric vehicle enthusiasts and electric utilities are quick to point out that our existing electrical grid can adequately handle the charging needs of millions of EVs on the road. We’re not so sure. Plus, if the aspirations of EV enthusiasts come to fruition, there will be many more than just a few million EVs on the road in the future.
For years, certain areas of the country have experienced power outages as electricity demand outpaced grid capacity. Heat waves exacerbate this as air conditioning use soars, something made even worse in recent times with record-setting temperatures attributed to climate change. Given the trends pointed out by climate experts, these extraordinary heat waves are likely to increase.
To this point, the California Independent System Operator, which manages electricity delivered through California’s long-distance power lines, issued multiple Flex Alerts last summer. The Flex Alerts included a request for EV owners to charge in the morning and early daytime hours to avoid placing additional load on an already-overtaxed grid. While that request is counterintuitive to the long-held notion that charging EVs overnight is ideal since electrical demand lessens during overnight hours, it may make sense in a state like California that increasingly relies on renewable power as an important, zero-emission component of electrical generation. Simply, renewables like solar and wind-generated power wane at night.
Another challenge to a future of large-scale electric vehicle charging is the increasing frequency and scope that wildfires pose to the reliable delivery of electricity. In California, a long-time leader in encouraging electric vehicles, this could become a particularly vexing issue as the state continues to battle historic wildfires. Because downed powerlines have sparked numerous catastrophic fires here, the state’s electric utilities can – and have – preemptively initiated Public Safety Power Shutoffs that cut power to regions expected to experience high winds that could cause trees to damage electrical lines. No power, no charging.
Still, this doesn’t mean that an increasingly ‘smart’ grid can’t support large numbers of electric vehicles or that strategic, system-wide upgrades can’t be made to allow the grid to effectively deal with the challenges of wind, wildfires, and climate change. It does mean we should be aware of the potential for problems and make no assumptions, but rather plan far in advance to ensure that electric vehicle charging can be done consistently and won’t overwhelm the nation’s electrical grid in any way.
Electric vehicles remain a very small part of today’s new vehicle market – perhaps 3% or so and growing – for a multitude of reasons. Among these are cost, the perception that a battery electric vehicle may not fulfill a driver’s varying needs, and a general hesitation to embrace what many perceive as an unfamiliar and unproved propulsion technology. When enough of your friends and neighbors are driving electric and others see how well EVs fit their driving needs, that’s all likely to change. But we have a long way to go.
There are more people today than ever who have a decent grasp of electric cars and how they work because of the much greater exposure these vehicles have in the general media. That said, there is a greater percentage that really have no clue. That must change if electric cars are to increase market share to the degree that people want and expect. EV education must happen at all levels, and fast.
New car dealers have a unique opportunity to share knowledge of electric cars with would-be buyers, especially if a dealership is committed to the cause and there’s a knowledgeable EV specialist on hand. While a new generation of automakers aiming to exclusively sell EVs have their educational and outreach strategy down, legacy automakers largely do not. Those coming to dealerships are generally prospecting for a new car purchase or lease, now or later. They want to compare models and features, sit behind the wheel, and take a test drive.
While more electric vehicle product is being offered than in previous years, most buyers will not gravitate toward them naturally. What better opportunity than to encourage a first drive of a new electric model? The experience will be enlightening for those who have never been behind the wheel of an electric, with the seamless driving experience and unexpected performance a likely surprise. Leaving a dealership with a greater understanding of electric vehicles and how they work will return rewards, whether in the short- or long-term.
If you bet everything on a decision that may drive you past the point of no return, is it the right choice? That depends on the outcome, of course. It worked for Kevin Costner’s character Ray Kinsella in the film Field of Dreams, as he literally bet the farm on blind faith that forces beyond understanding would beckon folks to the baseball diamond in his Iowa cornfield. The movie was compelling and its emotional attraction undeniable. So, too, is the prospect of millions of zero-emission electric vehicles plying our nation’s highways.
We were able to relive Field of Dreams in 2021 as the Yankees and White Sox played a real-life game at a Major League Baseball stadium amid the cornfields, next to the Dyersville, Iowa diamond seen in Field of Dreams. And now we’re living with the very real prospect of an electric vehicle future, with many dedicated people, companies, and institutions focused on making it happen. Still, will that brand of faith work for electric cars?
Amid all the challenges, automakers new and old are betting their future – and possibly ours – that it will.
While Jeep’s all-new Grand Cherokee is offered with 3.6-liter Pentastar V-6 and 5.7-liter V-8 engines, it’s the 4xe plug-in hybrid that really has our attention. The 4xe drivetrain is like that in the Jeep Wrangler 4xe introduced last year, which combines two electric motors, a 2.0-liter turbocharged and direct-injected I-4 gasoline engine, and a 400-volt, 17-kWh battery pack.
In Grand Cherokee 4xe, one motor replaces the conventional alternator and is used to power the engine’s start/stop functions and charge the battery. The second motor replaces the torque converter in the TorqueFlite 8-speed automatic transmission. Clutches control the power flow from this motor generator, enabling either pure electric power or a combination of torque from the motor and engine. In total, the system produces 375 horsepower and 470 lb-ft peak torque. Jeep is estimating an all-electric range of 25 miles, 57 MPGe fuel economy, and a total range of more than 440 miles. Towing capacity is rated at 6,000 pounds, a little lower than the 6,200-pound capacity of the V-6-powered 2021 Grand Cherokee.
Three different E Selec modes allow the driver to tailor the powertrain’s output to suit trip conditions. Hybrid mode combines torque from the motor and engine. Electric mode is used for pure electric propulsion until the battery reaches minimum charge or the driver demands more torque – while passing, for example – which engages the engine. When saving battery power for trail or inner-city driving is desired, eSave mode can be selected so the Grand Cherokee 4x3 runs on engine power only.
The Grand Cherokee has a long history of winning awards for its off-roading capability, and Jeep plans to maintain that legacy with the 4xe. Limited and Overland models are equipped with Jeep’s Quadra-Trac II drive system, with a two-speed transfer case and 2.72:1 low range ratio. Trailhawk and Summit models have the Quadra-Drive II system, which adds an electronic limited-slip differential in the rear axle. The Selec-Terrain traction management system, standard on all 4xe trim levels, offers five selectable terrain modes and modifies 4x4 torque split, throttle control, brake and steering response, the suspension system, and stability and ABS systems to suit those circumstances.
Jeep’s Quadra-Lift air suspension system, standard on all but the Limited model, can raise the Grand Cherokee up to 11.3 inches for greater ground clearance and automatically adjusts shock tuning for road or trail conditions. Skid plates protect the batteries mounted under the floor. High-voltage electronics are sealed and waterproof, enabling the 4xe to ford water up to 2 feet deep. Jeep has already tested the Grand Cherokee Trailhawk on California’s legendary Rubicon Trail, where it made the rocky Sierra Nevada crossing on electric power alone.
What makes the Grand Cherokee truly ‘grand,’ though, is its combination of rugged capability and civilized amenities. The 2022 version is “the most technically advanced Grand Cherokee ever,” says Jeep, with more than 110 safety and security systems that range from adaptive cruise control and blind-spot monitoring to an available night-vision camera with pedestrian and animal detection. A new Active Driving Assist program allows Level II automated driving.
The Grand Cherokee is also equipped with Jeep’s fifth-generation Uconnect5 infotainment system, which can be linked with up to three 10.1-inch and two 10.25-inch digital displays in the cabin. Apple CarPlay and Android Auto capability are built in, as is Amazon’s Alexa digital assistant and Fire TV. Video content can be streamed via an in-vehicle 4G Wi-Fi hot spot or a mobile device hot spot, or it can be downloaded and played without connectivity thanks to storage capacity in each rear high-definition display.
Jeep says its Grand Cherokee will arrive at dealerships later this year with the plug-in 4xe coming early in 2022.