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.
Efficient and innovative, the Honda Civic has always dared to be a little different. A look back at the first generation shows a diminutive two door hatchback that fit the subcompact mold. It was light and nimble, making it ideal for around-town duty. On the green technology front, early Civics featured Honda’s innovative CVCC (Compound Vortex Controlled Combustion) cylinder head. Unlike its competitors, the CVCC engine ran so clean the Civic passed then-new emissions standards without the need for a performance-robbing catalytic converter or other emissions devices.
Honda added a three-door hatchback model shortly after the Civic’s introduction. As many cars do, Civic grew in both size and weight over the years, an issue Honda solved with the introduction of the subcompact Honda Fit to fill the void in that class. An important ‘green’ milestone was the launch of a gasoline-electric hybrid version of the Civic to the U.S. market in 2002, as a 2003 model. This expanded the company’s hybrid efforts and provided Honda buyers a more mainstream choice than the Honda Insight hybrid that had entered the lineup in late 1999. The hybrid Civic was offered through the 2015 model year but discontinued after the launch of Honda’s larger Accord Hybrid.
Now in its 11th generation, Honda designers gave the 2022 Civic a clean design with a low hood and fenders for a sportier silhouette, exuding more of a European attitude. To keep the Civic line in tune with young and active buyers, an all-new and sportier Civic Hatchback with a Euro-inspired design is also offered.
Civic is powered by either a 2.0-liter naturally aspirated four-cylinder or a 1.5 liter turbocharged powerplant. The 2.0-liter four produces 158 horsepower and 138 lb-ft torque, with the 1.6-liter engine delivering 180 horsepower and 177 lb-ft. torque. Power transfers to the road via a continuously-variable transmission (CVT) with paddle shifters. The hatchback offers the same engine choices and CVT transmission as the sedan, but adds a six-speed manual gearbox option that adds to its sporty nature.
For improved handling and overall vehicle dynamics, the new Civic was designed with a 19 percent improvement in torsional rigidity compared to previous models. The Civic has a strong following with the tuner crowd and the stiffer chassis will lend itself to suspension mods.
Civic’s cabin is upgraded with sporty bucket seats up front that offer generous side bolsters. As you might expect, the 2022 Civic is offered with a full complement of tech features including a seven-inch color touch screen that pairs easily with Apple CarPlay and Android Auto devices. A nine-inch touch screen comes with the Touring trim package. A premium 12-speaker Bose sound system is optional. Civic drivers benefit from Honda Sensing, the automaker’s sophisticated suite of driver assist and active safety technologies.
One of the truly notable features of the new Honda Civic is its fuel efficiency, which has always been high throughout the years. For 2022, the Civic nets up to 42 mpg on the highway and 33 mpg in the city, achieved through its 1.5-liter turbocharged engine and without need for electrification. That efficient, straightforward approach helps keep Civic’s base price at $21,700, low enough for entry-level buyers in large numbers to benefit from high fuel efficiency and commensurately lower carbon emissions.
In fact, Civic has distinguished itself as the best-selling vehicle of any type with first-time buyers in America for the past seven years, with more than 1.7 million sold over the past five years alone. Civic has been built in North America for the past 35 years and the all-new 2022 11th generation model is no exception, coming from Honda’s Indiana assembly plant.
Similar in size to Audi’s Q5 SUV, the Q4 e-tron is powered by one or two electric motors depending on configuration. The base Q4 40 e-tron sends an estimated 240 horsepower to the rear wheels through a permanently excited synchronous motor. The Q4 50 e-tron quattro and Q4 50 Sportback e-tron quattro add a temporary on-demand asynchronous motor to drive the front wheels as needed. The second motor brings total output to an estimated 290 horsepower. When not in use, the front motor doesn’t consume any energy or add any load resistance, so the drivetrain’s efficiency is like that of the rear-wheel drive system.
Both drive configurations are powered by a single 77 kWh battery located between the axles to optimize weight distribution. Preliminary estimates put the Q4 40 e-tron’s range at approximately 250 miles.
The drivetrain is configured to regenerate energy using what Audi calls intelligent recuperation, which incorporates navigation and topographical data in addition to the three regen modes selectable via steering wheel paddles and brake pedal modulation. The battery can be charged using either alternating or direct current, up to 11 kW with AC and up to 125 kW DC using a high-speed charger.
The Q4 e-tron interiors feature a 10.25-inch digital instrument cluster in front of the driver and a second, 10.1-inch touchscreen to operate the infotainment and navigation systems. A new steering wheel has seamless touch surfaces to control the instrument cluster. Available as an option is an augmented reality head-up display, which superimposes relevant driving information over the real-world view out the windshield at what is perceived to be a distance of 30 feet ahead of the driver, “creating an integrated and eyes-forward experience,” says Audi.
Several driver-assist systems are packaged into the Q4 e-tron models, ranging from High-Beam Assist to Adaptive Cruise Assist. Combined with Traffic Jam Assist, the adaptive cruise control can guide the SUV through its entire speed range. A Predictive Efficiency Assist program optimizes energy consumption over the duration of a trip.
Audi expects to produce the Q4 e-tron models at its Zwickau, Germany, plant with a net carbon-neutral footprint. Zwickau will incorporate renewable electricity to help achieve this certification. The Q4 e-tron SUVs should be on sale in the U.S. in late 2021 with a starting MSRP of less than $45,000.
Volvo’s positioning of the C40 Recharge is interesting in an era where an abundance of new models are identified by their makers as SUVs, though many could just as easily be called large hatchbacks. This is in reverse. Volvo doesn’t describe the C40 Recharge as an SUV – thought it certainly could be categorized that way – but rather, says it ‘has all the benefits of an SUV’ like a high seating position, but with a sleeker body design. We’ll chalk it up to marketing.
However you define it, the model is powered by a 78 kWh battery driving front and rear electric motors for zero-emission driving. Anticipated range is estimated at about just over 200 miles on a charge, with an official EPA rating still to come. Range is expected to improve over time with over-the-air software updates, Volvo says. The battery is configured to be fast-charged to 80 percent in about 40 minutes. Buyers of the C40 Recharge, and all-fully electric 2022 Volvo vehicles, will receive 250 kWh of complimentary charging for the first three years of ownership using Electrify America’s charging network. After that, owners will be eligible for Electrify America’s Pass+, with Volvo picking up the membership fees for the first year.
The C40 Recharge is the first Volvo with a leather-free interior. Upholstery options include renewable wool fiber or a combination of suede textile (made of recycled plastic) and micro-tech material. The carpet and much of the interior panels and trim are also made using recycled plastics.
Other interior features include dual-zone automatic climate control, heated front and rear seats, a heated sport steering wheel wrapped in a synthetic material, a 12-inch driver display instrument panel, and a 9-inch center display panel. The infotainment system in the C40 Recharge was developed with Google and is based on the Android operating system. Google services, such as Google Maps, Google Assistant, and the Google Play Store are built in, and owners have access to Google apps using the car’s unlimited data.
Driver aids built into the C40 Recharge include Adaptive Cruise Control, Lane Keeping Aid, Oncoming Lane Mitigation, and Road Sign Information, which displays information alerts – speed limits, do not enter and other signs – in the speedometer.
Starting at a base price somewhat south of $60,000, the C40 Recharge is available through online orders only. It will come with a convenient care package that includes service, warranty, roadside assistance, insurance, and home-charging options. To simplify the online ordering process, the C40 Recharge will be available in one trim level called Ultimate. This model has ‘every available feature,’ says Volvo, including a panoramic fixed moonroof, pixel LED lighting, 360-degree surround-view camera, and Harmon Kardon premium sound.
The Santa Fe’s new plug-in hybrid powerplant comes a year after the all-new generation 2021 model saw its first hybrid option. Hybrid power was just one of many important upgrades for this five-passenger, mid-size sport utility vehicle last year. Along with its bold new look, Santa Fe gained upgraded electronics, additional driver-assist systems, and two new efficient 2.5-liter/2.5-liter turbo engines plus the efficient 1.6-liter hybrid.
Augmenting the standard hybrid’s 1.6-liter, direct-injected four-cylinder turbo engine and 90 horsepower electric motor is this year’s PHEV’s plug-in capability and larger battery pack. Power is transferred to the wheels through a smooth-shifting six speed automatic transmission. Electrical power is stored in a 12.4 kWh lithium-ion battery pack, which should provide enough juice to propel the Santa Fe up to 30 miles in pure electric mode.
Available in SEL Convenience and Limited trim levels, Santa Fe is a right-sized package measuring in at 188 inches in overall length and 74 inches tall, riding on a 108.8 inch wheelbase. The Santa Fe PHEV is sure-footed for all-weather duty courtesy of Hyundai’s HTRAC all-wheel-drive system complemented by four drive modes.
Its interior features large digital touchscreens including a 12.3-inch digital instrument cluster display, an 8-inch audio display, and a widescreen 10.25-inch navigation display. Wireless device charging, smart phone integration, and BlueLink are provided. Leather upholstery and ventilated front seats are standard equipment. The Santa Fe features multiple cameras positioned around the vehicle to give the driver a better view of surrounding conditions and obstacles. The front camera also serves to provide forward collision avoidance and active cruise control functionality.
For added convenience, Santa Fe PHEV has a self-parking function and cross-traffic backup alert. Hyundai calls this safety suite Reverse Parking Collision Avoidance Assist, or PCA for short. It will warn the driver if a collision risk is detected while backing up under challenging conditions, such as reversing out of a driveway into cross traffic.
Model-specific styling helps the PHEV variant stand out with a bold and aggressive grille treatment, 19 inch alloy wheels, and a panoramic sunroof. Initially, Santa Fe PHEV will be available in eleven states including California, Colorado, Connecticut, Maine, Massachusetts, Maryland, New Jersey, New York, Oregon, Rhode Island, and Vermont. Expect a MSRP of $40,535 for the SEL model and $46,545 in Limited trim.
While performance is a given at any level, it’s been Tesla’s highest-end, dual-motor models that really set the bar for the ultimate in electric drive thrill seekers. While Tesla has pretty much had a lock on this for some time, serious competition has been in the pipeline. Audi’s new-for-2022 e-tron GT not only considerably extends the reach of Audi’s unfolding all-electric e-tron lineup, it presents a compelling option to those who would otherwise consider a Tesla.
Sleek and sinewy, the e-tron GT is what electric performance should be about. If Audi’s 610 horsepower, V-10 powered R8 supercar screams performance, then the more luxury-oriented electric e-tron GT simply exudes it in a refined and luxurious sort of way, without making a fuss. The e-tron GT is beautifully designed with a sloping roofline, a long wheelbase, wide stance, and large 20-inch alloy wheels as standard fare, with the uplevel RS variant offering available 21-inch alloys.
And performance? As expected. Front and rear permanently excited synchronous motors in the GT – 235 horsepower at the front and 429 at the rear – offer a net combined output of 469 horsepower for exhilarating acceleration. A greater 522 horsepower with overboost and launch control is delivered for a brief 2 1/2 seconds as needed. This delivers a 3.9 second 0-60 mph sprint and a top speed of 152 mph. The RS e-tron GT uses the same front motor but integrates a more powerful 450 horsepower motor at the rear, offering 590 horsepower overall and 637 horsepower with overboost. It reaches 0-60 mph in just 3.1 seconds, matching the breathtaking performance of Audi’s V-10 R8.
Power in both versions is delivered to the road via a two-speed transmission that accentuates quick acceleration while providing a second taller gear for extended highway driving. All-wheel steering, available in GT models and standard in the RS e-tron, provides a maximum of 2.8 degrees of opposite direction in the rear to increase low-speed agility at speeds up to 30 mph, and in the same direction at higher speeds to aid stability. Three-chamber air suspension is standard to enable tuning for comfort or performance.
Energy is delivered to the motors by a 93.4 kWh lithium-ion battery pack housed within an aluminum frame. Audi estimates a 238 mile range for the GT and 232 miles for the RS GT based on its own testing approximating EPA test cycles. Both are standard and fast charge capable, with the latter bringing the e-tron’s battery from 5 to 80-percent charge is just over 22 minutes.
Arriving this year, the Audi e-tron GT quattro Premium Plus carries an MSRP of $99,900, with the GT quattro Prestige upping the ante to $107,100 and the RS e-tron GT to $139,900.
The 2022 Ford Maverick’s standard powertrain is an efficient gas-electric hybrid system that pairs a 2.5-liter, 162hp Atkinson-cycle four-cylinder gas engine with a 94kW permanent magnet electric motor, delivering a combined output of 191 hp and 155 lb-ft torque. A CVT drives the front wheels, with response controlled by several selectable drive modes including normal, eco, sport, slippery and tow/haul. Ford estimates the hybrid Maverick will return 40 city mpg and have a range of 500 miles. It also has a 2,000-pound towing capacity and can carry up to 1,500 pounds of payload in its 4.5-foot bed. All this goodness comes at a very affordable $20,000 base price.
An optional 2.0-liter EcoBoost four-cylinder gas engine is rated at 250 hp and 277 lb-ft. torque. It’s backed by a conventional 8-speed automatic transmission driving the front wheels, or all four with an optional AWD system. A 4K Tow Package available with the EcoBoost engine increases tow capacity to 4,000 pounds. Maverick is available in XL, XLT and Lariat trim levels
The Maverick’s cabin features bucket seats in front and a rear bench seat that flips up for storage bin access. Even in base XL trim, Maverick has a 4.2-inch productivity screen in the instrument cluster and an 8-inch center touchscreen with Apple CarPlay and Android Auto capability. The standard FordPass Connect system includes an embedded modem and can act as a wireless hotpot, while also enabling the owner to lock and unlock doors, check fuel level, and start the truck from a smartphone.
Ford Co-Pilot360 technology available for the Maverick has several safety features. Pre-collision assist with automatic emergency braking is standard, while adaptive cruise control, blind-spot information, cross-traffic alert, lane centering, and evasive steering assist round out the package as optional features.
An abbreviated 4.5-foot bed can carry the requisite 4x8-foot plywood sheets, provided the multi-position tailgate is opened to its half-way position so the plywood can rest on top of the wheel wells. Ford has designed several organization and storage features into the Maverick’s FlexBed, from tie-downs and D-rings to slots in the bed walls to hold 2x4s or 2x6s so owners can create their own storage areas. A scannable QR code in the bed links to other cargo carrying ideas. Removable covers in the back of the bed allow access to 12-volt power sources. Owners can also opt to have 110-volt, 400-watt outlets in the bed and the cab.
Maverick will be available in a First Edition option package that adds unique graphics, wheels, and tires to the Lariat trim level. An FX4 package available for AWD models includes all-season tires, suspension tuning, tow hooks, skid plates, upgraded cooling system components, hill-descent control, and the addition of mud/ruts and sand to the selectable drive modes.
Hydrogen fuel cell vehicles have been in development for decades now as automakers strive to show how zero-emission, carbon-free hydrogen may be the ideal motor vehicle of the future. But focus hasn’t always been exclusively on hydrogen power generated through an electrochemical fuel cell. Some, like Mazda, showed us how internal combustion may present an easier and more seamless transition to the use of hydrogen. This automaker’s highest profile hydrogen project was the RX-8 RE that debuted 17 years ago, a model that could alternatively run on hydrogen or gasoline in its combustion rotary engine. Here, we present this article from the Green Car Journal archives as it was originally published in the Spring 2004 issue.
Excerpted from Spring 2004 Issue: No stranger to hydrogen power, Mazda recognized some time ago that its rotary engine and clean hydrogen fuel operate quite well together. Green Car Journal editors understood this first-hand when driving the automaker’s developmental MX-5 Miata hydrogen rotary sports car a decade ago. These days, reinforcing Mazda’s enduring interest in what many consider the ultimate environmental fuel is its latest developmental vehicle, which is based on the automaker’s acclaimed RX-8.
The Mazda RX-8 RE integrates Mazda’s Renesis hydrogen rotary engine, a lean-burn powerplant based on the automaker’s next-generation rotary engine launched earlier this year in the all-new RX-8 sports car. Even when running on conventional gasoline, the new Renesis features significant environmental improvement over previous generation rotary engines with better fuel economy and reduced emissions.
A rotary engine is especially well-suited for burning hydrogen since it uses separate chambers for induction and combustion. This overcomes the troublesome backfiring issues often faced when using hydrogen in piston engines.
In addition, Mazda says the separate induction chamber also provides a safer temperature for the engine’s dual hydrogen injectors with their rubber seals, which can be damaged by the higher temperatures of conventional engines. Dual injectors are used in each of the engine’s twin rotor housings since hydrogen has an extremely low density, thus greater volumes of this fuel must be injected than gasoline.
Mazda’s RX-8 RE aims to provide a traditional driving experience as it achieves extremely low emissions with hydrogen. This is accomplished by integrating a dual-fuel approach that allows seamlessly operating on hydrogen as available, or gasoline when it’s not. This is important and reflects Mazda’s belief that a dual-fuel system promotes the use of hydrogen and a developing hydrogen refueling infrastructure. The RX-8 RE uses both a conventional gas tank and a high-pressure hydrogen tank.
The Renesis hydrogen engine features 210 horsepower when running on gasoline and 110 horsepower on less energy-dense gaseous hydrogen. Power is transferred to pavement through a five-speed manual transmission. Performance is enhanced with 225/45R18 tires over 18x8JJ alloys and double wishbone multi-link suspension front and rear, with stop- ping power supplied by four-wheel ventilated disc brakes.
An array of advanced technologies is used in the RX-8 RE to allow exploring their value for a future production hydrogen vehicle. These include an electric motor to boost engine torque at low rpm and an electric motor-assisted turbocharger, both used to improve acceleration at low revs. An idle-stop system turns the engine off when the car is stopped and then starts again automatically when the driver is ready to accelerate. Regenerative braking recovers energy during deceleration and braking to charge the car’s 144-volt battery.
Other environmentally-conscious elements are incorporated into this high-profile hydrogen car, including water-based paint, interior parts made of plant-based plastics, optimized tires, and reduced overall weight. Reduced friction hub carriers and a fast-fill tandem master cylinder also serve to reduce brake drag.
This latest foray into the hydrogen world is a strong message that Mazda is giving hydrogen propulsion serious consideration, as it has for many years now. This automaker’s interest in hydrogen rotary power has been duly noted since the debut of its HR-X hydrogen concept car at the 1991 Tokyo Motor Show. A series of other hydrogen efforts have evolved at Mazda over the years including the HR-X2, MX-5, and Capella Cargo, all powered by hydrogen rotary engines, and the Demio FC-EV and Premacy FC-EV, powered by hydrogen fuel cells.
What has driven Mazda to pursue hydrogen fuel with such vigor for so long? A focus on environmental issues, of course, but also an apparent vision that this fuel stood at least a decent chance of coming out on top. That vision has now culminated in the Renesis hydrogen rotary engine and the outstanding RX-8 RE.
BMW, Ford, and now Mazda are raising the volume on the potential for using hydrogen in more conventional engines and not just in fuel cells. This adds additional motivation to create a hydrogen refueling infrastructure, promising to make things even more interesting as this alternative fuel is driven ever closer to the showroom in the years ahead.
Featuring an overall length of 195.7 inches, the four-door, five-passenger Santa Cruz is more than a foot shorter than the Honda Ridgeline and 4 inches shorter than Ford’s new Maverick, a size that works in its favor in crowded city environments. Hyundai also emphasizes driving dynamics in the engineering of the Santa Cruz, with its size, short wheelbase, and wide track contributing to a nimble, maneuverable nature (as does an optional all-wheel-drive system).
At its longest point along the floor the model’s sheet-molded composite bed measures just shy of 4.5 feet, with 42.7 inches between the wheel wells. Payload capacity maxes out at 1,753 pounds. The bed can be secured with a lockable tonneau cover and for versatility there are storage compartments in the bed walls and floor.
Two gasoline engines are offered for the Santa Cruz, delivering up to 27 highway mpg. Standard is a 2.5-liter, direct-injected four-cylinder producing 191 hp and 181 lb-ft torque. It’s backed by an 8-speed automatic. The optional direct-injected, 2.5-liter four-cylinder turbo is rated at 281 hp and 311 lb-ft torque, and connects to an 8-speed dual-clutch automatic with steering-wheel-mounted paddle shifters.
In standard trim the Santa Cruz is front-wheel drive, but both engines can be paired with Hyundai’s HTRAC all-wheel-drive system. Its electronic, variable-torque-split clutch with active torque control varies power delivery to the front and rear axles depending on road and driving conditions. The selectable Sport mode sends more power to the rear wheels for a sporty, dynamic experience. Ordering a Santa Cruz with the turbocharged engine and AWD raises towing capacity to 5,000 pounds, compared to its standard 3,500-pound rating.
Amenities in the Santa Cruz interior include a standard 8-inch touchscreen (10.25 inches in the Limited trim) with Android Auto and Apple CarPlay connectivity. A 4.2-inch multi-information display in front of the driver also increases to 10.25 inches in SEL Premium and Limited models. For charging personal devices, standard dual front-seat USB outlets can be augmented by an optional wireless charging system. Hyundai’s Digital Key app enables Android smart-phone control of several vehicle systems including door locks, engine start, and panic alert. Hyundai also offers a subscription-based Blue Link connected car app with features that include remote door lock/unlock, remote start with climate control, and stolen vehicle recovery.
The Santa Cruz is equipped with Hyundai’s SmartSense package of driver aids and safety features. Forward collision avoidance assist, lane keeping assist, and driver attention warning are standard. Blind spot collision avoidance, rear traffic safety alert, and a surround-view monitor are among the model’s options.
As we forge ahead in 2021, consumers and businesses alike are feeling a sense of cautious optimism. While the personal, political, and professional anxieties from last year won’t go away with the flip of a calendar, we can share reasons for hope for a brighter year ahead. One of those reasons is around a renewed focus on climate action, specifically around clean transportation through electric vehicles (EVs) and the charging infrastructure to support them. This hope is giving many of us a brighter – and greener – outlook for 2021 and beyond.
It’s exciting to see a growing wave of electric vehicle offerings on the horizon, helping create more interest and demand than ever before. But while new makes and models are inspiring, the industry is reaching an inflection point. Making EVs mainstream will require much more than just the vehicles themselves. The U.S. and the world need significantly more charging infrastructure and a stronger overall charging ecosystem to drive true adoption, things my colleagues and I work toward every day.
Let’s think about existing infrastructure as a starting point. Currently, there are well over a million individual gas pumps across the United States, and almost everybody is familiar with how they operate. For reference, there are less than 100,000 individual public chargers, and most Americans don’t know how to use them. The collective ‘we’ have some work cut out for us.
For EVs to really take off, consumers need to start seeing charging stations much more frequently than they do today. And the charging experience needs to take minutes, not hours. That’s why Electrify America is building the nation’s largest open, ultra-fast DC fast charging network, with chargers capable of up to 350 kW. We’re investing heavily to ensure the EVs of today and of the future will be able to charge faster than ever imagined. By the end of 2021, we expect to install or have under development approximately 800 total charging stations with about 3,500 DC fast chargers, including along two cross-country routes.
One of the many benefits of EVs is the ability to offer drivers multiple options when it comes to powering up. Charging is still a new experience for most, so emphasizing this point has been meaningful in our ongoing EV education and awareness efforts. Offering seamless solutions for home and workplace charging, in addition to continued focus on public ultra-fast charging, is helping to build confidence for any driver or fleet operator interested in making the switch to electric transportation.
As enthusiastic as we are about our progress, we know we can’t create the infrastructure and EV ecosystem needed to ignite this revolution alone. We need industry partners, automakers, utilities, businesses, and government to all come together to accelerate our charging capabilities to help spur future EV adoption – and we’re working with many groups to make that happen. A lack of collaboration can crush this movement, which remains in a hopeful, yet fragile place. More investment and partnerships across the board are what will keep the momentum going to adequately handle a growing number of EVs. That’s why we believe continued investment in charging will drive EV adoption, and that all stakeholders should be fully supporting all charging industry growth.
While lack of public charging remains a main deterrent for EV purchase consideration – an issue we are working hard to address – the true beauty of EVs is that between home, public, and workplace charging options, drivers will actually have more opportunities to power their vehicles than gas-powered cars. And that’s a future worth celebrating.
