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.
The 2022 Kona Electric from South Korean automaker Hyundai stands out in the ever growing electric car market on many fronts. Trim and nimble, this compact SUV has plenty of punch to deliver a spirited driving experience, yet has great electric range at a price point that makes it a real value. Base price for the Kona Electric starts at a reasonable $34,000. EPA-estimated range comes in at 258 miles, with the Kona Electric’s. EPA fuel economy rating up there with the best in the industry at 132 MPGe in the city, 108 on the highway, and 120 combined.
Power is stored in a 64 kWh lithium-ion polymer battery pack that energizes the model’s 201 horsepower electric motor. Hyundai says expect a full charging time in just over 9 hours with a Level II home or public charger. Charging time shortens considerably to 64 minutes for a 10-to-80 percent charge at an available public 50 kW Level III quick charger and just 47 minutes if charging at a 100 kW Level III charging station.
Exterior styling is markedly cleaner on the 2022 Kona Electric compared to the previous year’s model. It looks sleek and purposeful with a more aggressive stance and on road presence, featuring a stretched hood, revised front and rear fascia, and air inlets in the bumper corners. The charging port is cleanly built into the front fascia/bumper for easy connections when pulling straight into a charging spot, a welcome feature for those accustomed to charge ports mounted on the side of an electric vehicle. Night driving is made safer with the addition of high intensity halogen projector beam headlights and LED daylight running lights make the Kona easier to spot by other drivers. The taillights are also bright energy saving LEDs.
Kona Electric is very welcoming on the inside. The driver is treated to an 8-way adjustable seat with power lumbar support with the passenger provided a 6-way adjustable bucket seat, both of them heated. A Harmon Kardon engineered and tuned multi-speaker audio system includes a center console-mounted sub-woofer. The system is Apple CarPlay and Android compatible and controlled through a 10.25 inch color LCD touch screen at the center of the dash. A second 10.25 digital cluster is located in front of the driver. Interior panels are accented by trim with the look of brushed aluminum.
A full suite of driver assist and advanced safety systems is available . Among these are Smart Cruise Control with stop and go, Lane Following Assist, Forward Collision Avoidance Assist, Highway Drive Assist, Blind Spot Collision Avoidance, and more.
The Kona platform is right-sized for many mobility missions, compact for easy city maneuverability and parking but also accommodating enough to provide a comfortable experience for driver and passengers. It measures in with an overall length of 165.6 inches and is built on a 102.4 inch wheelbase chassis, offering welcome ride-quality for around-town driving and longer daily commutes.
Toyota’s full-size pickup truck has received a complete makeover for the 2022 model year, featuring a bold broad-shouldered look with LED lighting all around. Its nose features an oversized grill opening for optimum cooling when hauling or towing heavy loads. In a market segment that consistently delivers large sales numbers, competing with U.S. domestic entries from Ford, GM, and RAM requires manufacturers to make continual progress and innovate to excel in the pickup market, and design is no small consideration. Overall, Tundra is a worthy successor to the immensely popular model that came before it.
The backbone of the new Tundra starts with a high-strength, fully boxed ladder-style steel frame. Tundra’s bed is now an aluminum-reinforced composite design, a nod to lightweighting and increasing fuel efficiency. With the new frame and high-strength materials throughout, Toyota was able to upgrade the rear suspension to a multilink design for improved ride and handling qualities. Up front is a new double wishbone suspension that can be upgraded to a formidable TRD (Toyota Racing Development) design with mono-tube Bilstein performance shocks for serious off-roading.
A significantly improved interior accompanies Tundra’s redesign. Advanced technology and convenience features include large LCD touch-screen displays. Center stage, buyers can even option a massive 14-inch touch screen. Heated and cooled seats, an available panoramic roof, and contemporary styling includes numerous car-like touches. Importantly, Toyota’s Safety Sense 2.5 active safety suite comes standard on all grades of Tundra.
The previous model’s thirsty 5.7 liter V-8 powerplant has been replaced by new and more fuel efficient engine options. Tundra comes standard with a i-FORCE twin-turbo 3.5 liter V-6 with 389 horsepower and 479 lb-ft torque. The i-FORCE Max option is a hybrid version that increases power output to 437 horsepower and 583 lb-ft torque. Integrating an electric motor within the bell housing between the engine and 10-speed transmission, this hybrid design not only increases power and efficiency, but also enables limited all-electric driving at low speeds. The motor is powered by a nickel-metal-hydride battery located beneath the rear seats.
Transferring power to the road is a new ten-speed automatic transmission that promises plenty of gearing for any towing, hauling, or everyday cruising mission. Properly equipped, a 2022 Tundra is rated to tow up to 12,000 pounds. It is available with 5.5-, 6.5-, and 8.1-foot beds and capable of carrying up to 1940 pounds, an 11 percent improvement over the previous model.
There are two four-door cab options, Trim levels include the base SR, SR5, Limited, Platinum, and new top of the line 1794 model. The 2022 Toyota Tundra was designed, and engineered in the U.S., and is assembled in San Antonio, Texas. Pricing info and EPA fuel economy ratings will be revealed closer to Tundra’s on sale date later this year.
In the company’s words, the $129,990 Tesla Model S Plaid is ‘beyond ludicrous,’ with a new, three-motor powertrain producing a combined 1,020 horsepower, 0 to 60 times of 1.99 seconds, and 9-second quarter-mile sprints. It’s rated as delivering a 398 mile driving range, though that’s figured in a typical EPA test regimen. Given that buyers of the Model S Plaid are likely in it for the car’s performance potential, driving this car to its potential will certainly mean commensurately less range. Other models like the even more range conscious Model S Long Range can go an estimated 405 miles using dual motors producing 670 horsepower.
Recently, a Model S Plaid was dragstrip tested by Motor Trend in an attempt to independently verify Tesla’s claimed sub-2-second 0 to 60 time. They were successful in doing so on a surface fully-prepped with VHT, a resin-based compound typically used at dragstrips. On asphalt without a sticky coating of VHT, the Plaid took 2.07 seconds, making it the quickest production car that publication ever tested.
The Model S has been facelifted for 2022 with new front and rear fascia and fender bulges to fit wider wheels and tires. The new look continues inside with a more spacious cabin and an all-new interior design, featuring an aircraft-style yoke to replace the conventional steering wheel. ‘No stalks, no shifting’ to distract from the pure driving experience, says Tesla.
In the center of the dashboard is a 17-inch, landscape-oriented cinematic display that controls the navigation, infotainment, and tri-zone climate controls. The rear seat has been redesigned with extra head- and legroom for three passengers, and a stowable center armrest has storage compartments and wireless charging. The rear seat also folds flat to accommodate lengthy cargo. There’s a video monitor in the rear of the front armrest; Tesla says the Model S has up to 10 teraflops of processing power, enabling console-like in-car gaming. Wireless controller capability allows game play from any seat.
Tesla owners can take advantage of more than 25,000 Supercharger stations globally. On a Supercharger, the Plaid can charge at up to 250 kW, which has the capability to 200 miles of range in just 15 minutes.
The Model S is equipped with front-, side-, and rear-facing cameras to provide a 360-degree view around the car. In addition there are 12 ultrasonic sensors to assist in the car’s self-driving features, which include Autopilot, Auto Lane Change, Summon, and AutoPark. Over-the-air software updates enable instantaneous upgrades as they become available.
Karma’s new GS-6 is offered in Standard, Luxury, and Sport models, all sharing the sleek exterior design of the company’s upmarket Revero GT. The three GS-6 variants are powered by a transversely mounted, 400 kW twin-motor rear drive module (RDM) energized by a 28 kWh lithium-ion battery pack that delivers 61 miles of battery-electric range. The combination, which produces 536 horsepower and 550 lb-ft of peak torque, comes with an EPA rating of 70 combined city/highway MPGe. Range increases to 330 miles with additional electricity from a 1.5-liter, turbocharged three-cylinder gas engine spinning a 170 kW generator.
The driver can select one of three modes that control how the motor is powered: Stealth mode uses the battery pack only; Sustain mode accesses the generator to create electricity to power the car; Sport mode uses both the batteries and the generator to supply power directly to the motors.
The drive system’s Sport mode is available in all GS-6 versions, not just the Sport model. The line-topping Sport model is differentiated from the other GS-6 versions by its 22-inch wheels (21s are standard on the others), red Brembo brake calipers, and torque vectoring from the RDM.
The GS-6’s leather interior is available in a choice of five colors and accent trim that range from carbon fiber to reclaimed wood from forests burned by California wildfires. The car’s Human-Machine Interface enables driver control of features including steering feel, accelerator pedal aggressiveness, and its Advanced Driver Assistance System (ADAS). Controls in the haptic steering wheel give the driver command of the sound system and phone, driving modes, adaptive cruise control, and a three-mode regenerative brake system. The center touchscreen contains controls for the HVAC system, heated and ventilated seats, audio, and lighting. Also controlled through the center screen is the GS-6’s Track Mode, which provides data ranging from lap times and g-forces to energy use and even tire pressure and temperature.
The ADAS aboard the GS-6 has a long list of assistance and safety features including adaptive cruise control with stop and go, lane-keep assist, automatic emergency braking, blind-spot monitoring/rear cross-traffic alert, forward collision warning, and parking distance monitoring. Onboard cameras provide a 360-degree view around the Karma. Apple Car Play and Android Auto capability are built into the GS-6, and it can receive over-the-air updates for remote diagnostics and software upgrades.
While it sells vehicles globally, Karma's operations are in Southern California with headquarters in Irvine and a production facility in Moreno Valley.
The all-new five-door, five-passenger BMW i4 is right-sized for fans of the marque, similar in overall length and wheelbase to its 3 Series stablemates. Both i4 variants utilize BMW’s fifth-generation eDrive technology, which combines an 83.9 kWh lithium-ion battery pack with either a single electrically-excited synchronous motor on the rear axle (in eDrive 40) or motors front and rear (in M50). BMW expects up to 300 miles of driving range in the single motor i4 and an estimated 245 miles in the M50.
Taking its Ultimate Driving Machine strategy a step further, the all-wheel-drive i4 M50 – the first fully electric performance model from BMW’s M Group – ups the 335 horsepower of the standard i4 eDrive40 to a combined 536 horsepower. In addition, special attention is paid to chassis tuning and powertrain responsiveness in the M50 so it delivers the level of driving engagement expected from a BMW with the M badge.
The i4’s combined charging unit accepts either home-based AC power, at a rate of up to 11 kW, or up to 200 kW of DC power at a fast-charging station. BMW has partnered with EVgo to provide i4 owners access to EVgo and partner charging network stations. The partnership includes $100 in EVgo charging credit for buyers and lessees of qualifying BMW electric vehicles.
Helping to boost the i4 models’ efficiency are their adaptive energy recuperation systems, which use data from the navigation and driver-assistance systems to vary the intensity of brake energy recuperation. The driver may also select high, medium, or low brake energy recuperation via the iDrive menu. Putting the gear selector in drive mode B provides enough regen for one-pedal driving with little or no use of the brakes, depending on driving habits and current driving conditions.
The i4’s handling dynamics benefit from the battery pack’s location in the floor, which lowers its center of gravity below that of a 3 Series sedan. Both models are equipped with a rear air suspension using a self-leveling and lift-related shock system that controls damping force based on spring travel. An adaptive M suspension, optional on the eDrive 40 and standard on the M40, enables the driver to adjust shock settings electronically at each wheel.
Inside the i4, the BMW Curved Display puts the 12.3-inch driver information display and 14.9-inch control display behind a single piece of glass. Features in BMW’s new iDrive 8 system can be operated via the Curved Display or by voice commands. Among them is the new Cloud-based BMW Maps navigation system, which combines real-time information with forecasting models to improve navigation accuracy. Both Apple Car Play and Android Auto are programmed into the i4.
There are more than 40 driver assistance systems available for the i4 as either standard or optional equipment, including some Level 2 automated driving functions such as speed limit assist and route guidance when the optional active cruise control is engaged. Collision warning, pedestrian warning, and lane departure warning are all standard. Cross-traffic warnings, blind-spot detection, and rear-collision prevention are part of the optional driving assistant system. Optional parking assistant will control the i4 when entering or exiting parallel or perpendicular parking spaces, while its back-up assistant offers automatic reversing for up to 50 yards. A Driving Assistance Professional system utilizes three front cameras, one front-facing radar sensor ,and four side-facing radar sensors “to build a detailed picture of the car’s surroundings,” says BMW. That data is used for such functions as active navigation, steering and lane control assistant, lane-keeping assistant, emergency stop assistant, and evasion assistant.
The BMW i4 eDrive40 can be preordered now starting at $56,395 with the performance-oriented i4 M50 coming in at $66,895. Availability here in the States is spring 2022, according to BMW.