It’s the 1990s and you’re looking to drive something different. Imagine piloting a car that was as technologically advanced as a Lamborghini Diablo was fast, and more exclusive in numbers than that decade’s Ferrari F40. Now picture it with a GM emblem on its hood. In your mind’s eye, you’re behind the wheel of the legendary EV1, the first mass produced electric car of our modern age.
This is the car that started it all. While many automakers pursued electric vehicle development programs in the 1990s, it was GM’s Impact concept car, and then the production EV1 that followed, that literally set the modern EV field in motion.
GM turned to efficiencies-focused AeroVironment in California to develop an advanced electric vehicle unlike any other. When it debuted this car, the Impact prototype, at the 1990 LA Auto Show, the mission was to generate excitement. And that it did, courtesy of the Impact’s show-stopping teardrop-shaped plastic body, aluminum spaceframe, and a revolutionary electric propulsion system created by AeroVironment engineer and EV pioneer Alan Cocconi.
The electric EV1, based on the Impact concept but highly refined beneath the skin, emerged at Saturn dealers six years later. The EV1 was special, it was silent, and it was fast. Without the engine braking effect of a gas engine and with its regenerative braking setting adjusted accordingly, after lifting off the throttle it seemed to coast forever in a relatively friction-free state. Overall, it was seductive to drive, and if your mind wandered you could imagine piloting the era’s F-14 Tomcat on the street… and that doesn’t happen every day. We know, because we spent a year driving an EV1 on the roads and highways of California, one of the select areas where the EV1 was available.
The EV1 came to market with a slew of all-new technologies that are common today, from low rolling resistance tires to regenerative braking and keyless ignition. Accelerating from 0 to 60 mph took about eight seconds. The Gen 1 model had an estimated 50 to 95 mile driving range on its advanced lead-acid batteries.
Later, GM introduced Gen 2 EV1s with more advanced and power dense nickel-metal-hydride batteries that enabled an EV1 to travele an estimated 75 to 140 miles. Energizing both Gen 1 and Gen 2 batteries was handled with a unique charging paddle that transferred electrical energy via magnetic induction, without a hard connection between the paddle and car.
During its short lifetime, only 1,117 EV1s were built and these were leased only, with no purchase available. Leasing was a nod to GM’s need to maintain ultimate ownership over highly advanced and extremely expensive-to-produce vehicles, using all-new technology, that were being fielded in a limited way to feel out the market. Initially offered at a lease cost of $640 per month with financial incentives that brought this down to $480, the EV1’s lease terms evolved over time to be as low as $349.
Ultimately, this chapter of GM’s continuing electric vehicle story ended abruptly. The program was discontinued in 2002 and all EV1s were required to be returned at their end-of-lease, either making their way to the crusher or donated as inoperable examples to museums and other institutions, never to be seen on the highway again.
There’s an all-new Dodge Charger Daytona hitting the streets of America. This storied name channels echoes of of the past with the mind’s eye visualizing the rare, wildly-winged 1969 Dodge Charger Daytona of the muscle car era, a model that raced in NASCAR and was available only in small numbers to well-monied car enthusiasts. While the 2024 Charger Daytona is a bit more civilized than its namesake of 55 years ago, it is equally dramatic in its own way.
Back in the day, muscle cars were a dominating force on dragstrips and, more importantly, on the highways of America. These go-fast models delivered the whole package for car enthusiasts – exciting looks with stripes, scoops, and a stance with attitude, their mere presence tantalizing the senses with a low engine rumble at idle, a throaty roar at speed, and if you were the one behind the wheel, an adrenaline rush like no other.
They also sucked gas on an epic scale with their four-barrel, six-pack, and sometimes dual-quad carburetors. High horsepower small- and big-block engines were high-compression to eke the most power from the air-fuel mixture fed to combustion chambers, which meant more expensive high-octane premium fuel. Muscle cars, and really most cars of the era, had tailpipe emissions that were nothing to brag about. Still, these were iconic hot rods that defined an era.
While the performance-infused Daytona designation has been used sporadically by Dodge since, this is different. Stellantis has read the tea leaves well and the all-new Dodge Charger is not only fast and formidable, but also headlined by two fully electric variants, the Daytona R/T and Daytona Scat Pack. This move ensures the Charger’s claim as the world’s quickest muscle car, and the most powerful.
That doesn’t mean the automaker has abandoned the high horsepower gas engines that have powered this model over the years. Car enthusiasts who wish that familiar experience can opt for the Charger SIXPACK 3.0-liter twin turbo Hurricane engine in either Standard Output or High Output versions.
Specs for the electric Charger Daytona models surpass those of the gas versions, with the electric Daytona R/T besting the SIXPACK S.O. with 496 horsepower vs. the gas version’s 420. The Daytona Scat Pack does even better by delivering an electrified 670 horsepower vs. the gas high output engine’s 550, a bump of 120 ponies overall. The Daytona R/T is expected to deliver 317 miles of driving range with the more powerful Scat Pack a shorter, but still substantial, 260 miles.
Acceleration is impressive, with the Daytona Scat Pack expected to close a 0-60 mph sprint in just 3.3 seconds while earning a quarter-mile elapsed time of 11.5 seconds. Performance is enhanced in Daytona models with a PowerShot feature that provides an additional 40 horsepower boost for up to 15 seconds when needed. Stopping power is bolstered with 16-inch Brembo vented rotors and distinctive red six-piston calipers up front and eight-piston calipers at the rear. All Charger models are four-wheel drive. Driver-selectable Auto, Eco, Sport, and Wet/Snow drive modes allow tailoring the driving experience, with the Scat Pack adding Track and Drag modes for good measure.
Serene silence is not the hallmark of the new Daytona as it is in other electrics. Rather, Daytona R/T and Scat Pack sound the part of earth-pounding muscle cars with their all-new Fratzonic Chambered Exhaust that replicates a Dodge Hellcat exhaust profile, with sound intensity tied to performance. Drivers can alternatively select a ‘stealth’ sound mode if that’s more to their liking…but what’s the fun in that?
All this power and performance would be academic if not packaged in an athletic form, and the new Dodge Charger does pull that off with a pure uninhibited muscle car presence. Its lines are sharp, evolved, and definitively true to the breed, featuring an appealing profile and a powerful widebody stance. This muscle car’s appealing ‘hidden hatch’ design is accentuated by a black painted flowing roofline that can be made more dramatic with an optionally available full-length glass roof. We particularly like that the front end is not closed off in a snout like so many electric cars, but rather features stylishly understated openings above and below the bumper fascia.
Inside is a driver-centric cabin featuring an instrument cluster with either a 10.25- or optional 16-inch screen, along with a center 12.3-inch touch screen angled toward the driver. A forward-looking flat top/flat bottom steering wheel design features an array of controls for popular functions and also includes paddle shifters for rapidly adjusting regenerative braking settings on the fly. The center console features a pistol-grip shifter and start button. Standard seating is cloth and vinyl with either black or red Nappa leather available as an upgrade. Rear seats can be folded flat for additional cargo capacity. As expected, a full suite of advanced safety and driver assist systems are standard or available.
Two-door coupe versions of the 2024 Charger Daytona R/T and Scat Pack feature an MSRP of $59,595 and $73,190, respectively, and begin production this summer. Four-door variants of the electric models will start production in the first half of 2025 with two- and four-door gas Charger SIXPACK models coming later that year. Pricing for these will be disclosed closer to their release.
Green Car Journal editor/publisher Ron Cogan was editor of Hot Rod’s Musclecar Classics in the mid-1980s.
We’ve driven plenty of Mustangs over the years and have owned several, including a 1966 Mustang back in the day and a pristine 2005 Grand Am Cup-themed Mustang GT that resides in the garage now. The latter combustion pony car shares garage space with a charging electric car most of the time, representing a scenario that’s likely to become a fixture of life for many multi-car households in our unfolding mobility future – an EV for most daily driving and a combustion car or hybrid available for good measure.
Playing to this, electrification strategies have varied among the world’s major automakers, from a bit of dabbling with EVs to going all-in with battery electric models. Time will tell which strategy works out best in an era where electrification’s benefits and challenges are often still weighed intently before buyers make their move to go electric, though buyers in growing numbers are doing so these days.
Ford is solidly positioned in the ‘all-in’ category. Along with its electric F-150 Lightning pickup and E-Transit commercial van, perhaps its most high-profile move has been its evolutionary – or perhaps revolutionary – Mustang Mach-E that debuted in late 2020, the electrified stable mate of the legendary gas-powered Mustang.
The Mach-E successfully trades on the Mustang nameplate and carries on distinct Mustang design cues like a long hood and tri-bar taillights, though it is decidedly different with a unique sweeping roofline and coupe/liftback design. While some Mustang afficionados might take issue with the nameplate being applied to a crossover model, it’s really a moot point. The fun factor is there and it’s a Mustang in spirit if not in silhouette.
As expected, the Mach-E continues to evolve with an expanding number of model choices and battery options, including the new dual motor Mach-E GT that we recently drove in the Pacific Northwest. What really got our attention, though, was Ford’s Mustang Mach-E Rally we piloted around the track at the Dirtfish Rally School in Snoqualmie, Washington, just outside of Seattle.
The Rally gets all the content and performance attributes of the GT with additional benefits and features added for its mission. This adventurous model is a departure from the norm for Mach-E, literally, with that departure focused on off-pavement action far from stoplights, traffic, and the hustle of daily life. Our experience test driving for 4 Wheel & Off-Road magazine many years ago means we have a deep appreciation for that kind of opportunity.
The all-wheel drive Mach-E Rally comes specially prepared for the job, with MagneRide suspension featuring an inch higher riding height than the standard Mach-E, RallyCross-tuned shocks and springs, and powertrain calibration and traction control tuned for the rugged and uneven surfaces of dirt-track and rallycross driving. Aluminum underbody shielding provides protection from the hazards and grime inherent in this kind of off-pavement driving.
Power is abundant with the Mach-E Rally’s 480 horsepower delivered by front and rear motors, with an available RallySport drive mode enhancing linear throttle response. Selecting this mode also sets more aggressive damping for improved handling and enables additional yaw for bigger slides, all important in dirt-track driving. Acceleration is impressive with the Rally’s 700 lb-ft torque enabling a 0-60 mph sprint is just 3.4 seconds. Its 91 kWh lithium-ion battery delivers an estimated 265 mile range.
Form follows function with the Mach-E Rally, as it is also distinguished with special body moldings, an aggressive rear liftback spoiler, rally-style fog lights, black painted roof, and eye catching graphics that add to its appeal. Power is delivered to the road via 19-inch gloss-white wheels equipped with Michelin CrossClimate 2 tires ideal for navigating loose surfaces. All this comes at a cost of $59,995, some $20,000 over the base model and six grand more than the Mach-E GT.
Driving the Mach-E Rally at Dirtfish was exhilarating. This specially equipped model exhibited exceptional capabilities and a seriously fun-to-drive nature at speed, which was expected given its rallycross nature. What’s really impressive is the degree to which the Mach-E Rally accomplishes this without sacrificing comfort or capabilities on the street, where most drivers will likely spend most of their time behind the wheel.
So, let’s just share a fundamental: There’s no circumstance in which either of our personal Mustangs would have ventured off-pavement, at least not willingly and not for an extended drive, unless we happened upon a washed-out road and it was our only way home. But the 2024 Mustang Mach-E Rally? Well, that’s another story…and it’s a really good one.
Now that we’ve been behind the wheel of a Mach-E Rally on Dirtfish Rally School’s dirt, gravel, and wet course, our Mustang horizons have expanded. We can say with confidence that heading off the beaten path in a Mach-E Rally is not only a reasonable option, it’s one likely to be calling out to Rally owners with some regularity. After all, while the road ahead may be straight and true, often enough there will be a new adventure awaiting on dirt roads less traveled just a turn of the wheel away.
VW will launch its 2025 ID.7 electric sport sedan in the U.S. in two trim levels and in both rear- and all-wheel drive formats. Typically, a two-trim strategy provides a more basic entry-level model and a mid- or top-range premium version. But since the VW ID.7 is being marketed as a ‘near luxury’ sedan, its base Pro S trim should come very well-equipped. The Pro S Plus will offer even higher levels of posh, adding 20-inch alloys, adaptive ride damping, front premium massage seats with heating and cooling, and an upscale 700-watt, 14-speaker Harman/Kardon sound system.
Rear-drive versions of the 2025 ID.7 will use a single motor mounted on the rear axle rated at 282 horsepower and 402 lb-ft torque. All-wheel drive versions will have two motors – one on each axle – capable of delivering a maximum of 335 horsepower. Both will use an 82 kWh lithium-ion battery pack. Those are the same powerplants installed on the three upper ID.4 electric crossover trims for the 2024 model year. VW is holding back on revealing range estimates for the ID.7 until closer to launch, but the streamlined sedan should deliver a few miles more than the boxier ID.4, which is rated – for 82 kWh battery versions – at 292 miles for rear-drive models and 263 miles for all-wheel drive versions.
Sedans have been phased out by many automakers in the U.S. market and electric sedans are even rarer, so the ID.7 won’t have a lot of direct competition. Midsize premium electric sedans in the ID.7’s anticipated price range are the Hyundai Ioniq 6, which is likely to be the prime competition, plus the Tesla Model 3, lower trim levels of the BMW i4, and some trim levels of the Ford Mustang Mach-E, a crossover with some sedan-like styling characteristics.
The ID.7 may be the roomiest of the bunch. At 195.3 inches, it is longer than any of the others and just .75 inches shorter than the ID.Buzz van. The ID.7 also has a longer wheelbase – an indicator of cabin legroom – than any likely competitor except the Mach-E, which, at 117.5 inches, beats the VW electric sport sedan’s wheelbase by a scant half an inch. Driving range varies among likely competitors’ rear-wheel-drive models, from 256 miles for the base BMW i4 with a 66 kWh (usable) battery to an extended range of 310 miles for the Ford Mustang Mach-E with an 88 kWh (usable) battery.
The ID.7 is expected to come to market with a sporty, EV-modern interior with a flat dash hosting a centrally mounted, 15-inch infotainment touchscreen that will be control central for most vehicle functions. Backlit sliders beneath the screen will provide cabin temperature and audio volume controls, and there’s a touchpad on the left side of the dash with headlight and defroster controls. A head-up display will show drivers most of the info they need, projected directly onto the lower portion of the windshield, but there’s also a small digital driver info screen behind the flat-bottom steering wheel. The shifter is located on the steering column, leaving the center console clean and open.
To make up for the paucity of physical controls and to make it easier for drivers to use the vehicle’s functions – like selecting drive modes – without taking their eyes off the road to stare into the infotainment screen, VW has developed a voice command system that can be used to do more than change audio channels and make phone calls. Drivers will be able to use to it set those drive modes, set up the navigation system and driver-assist systems such as lane-keeping mode, and even adjust the in-dash vents for the climate system.
While VW hasn’t supplied most vehicle measurements yet, the company did disclose that the ID.7’s primary cargo area behind the fold-down second-row seats measures a spacious 18 .8 cubic feet. Among potential competitors, only the Tesla Model 3 and Mustang Mach-E have more.
ID.7 will use VW’s IQ.Drive advanced driver assist system as standard equipment. It features hands-on-wheel semi-autonomous driving in some circumstances. Also standard across the line will be automated Park Assist Plus for parallel and perpendicular parking. We expect standard safety and driver assist systems for the ID.7 to include full-range adaptive cruise control, front collision mitigation, blind spot monitoring, lane departure warning and lane keeping assist, and more. The ID.7 hasn’t yet been crash-tested by either the National Highway Traffic Safety Administration (NHTSA) or the Insurance Institute for Highway Safety (IIHS). But the ID.4, with which the ID.7 shares a platform, has received top crash safety ratings from both.
Pricing is also to come and won’t be revealed until closer to the ID.7's launch in the third quarter of this year.
This was originally published on thegreencarguy.com. Author John O'Dell is a distinguished career journalist and has a been an automotive writer, editor, and analyst specializing in alternative vehicles and fuels for over two decades.
Buyers of Acura ZDX models and all Honda Prologues built after Feb. 26, 2024, will qualify for the full federal $7,500 federal clean vehicles tax credit. Those who lease will also get the credit in the form of reduced monthly lease payments regardless of the vehicle’s production date. The 2024 Prologue EV will start at under $50,000 while Acura’s ZDX, an electric crossover built on the same platform, will start at just over $65,000.
Honda is offering the Prologue in three trims, two available with single-motor, front-drive or dual-motor, electric all-wheel drive (eAWD) powertrains, and one with dual-motor eAWD as the only powertrain. Acura’s ZDX will come in two trims, one with both rear-wheel drive and eAWD options, the other with eAWD only. The two EVs are the fruit of Honda’s short-lived EV co-development program with GM. They share their underpinnings and batteries with the Chevrolet Blazer and Cadillac Lyriq.
The base rear-drive Acura ZDX A-Spec trim will start at $65,745 including a $1,245 destination charge. The eAWD variant will start at $69,745. The eAWD Type S will start at $74,745 and there’s a sport edition with performance wheels and tires for $1,000 more. Acura said the base A-Spec can deliver up to 313 miles of range- slightly more than its Honda Prologue platform mate. The eAWD version comes close at 304 miles. Both Type S variants are rated at 278 miles.
Honda’s base front-drive 2024 Prologue EX will start at $48,795 including a mandatory $1,395 destination fee. The eAWD version, with two motors and more horsepower, jumps to $51,795. The front-drive Prologue Touring starts at $53,095, jumping to $56,095 with eAWD. Prologue Elite, available only with electric all-wheel drive, starts at $59, 295. EPA range estimates are 296 miles for the front-drive EX and Touring, 281 miles for the eAWD EX and Touring and 273 miles for the Elite.
This was originally published on thegreencarguy.com. Author John O'Dell is a distinguished career journalist and has a been an automotive writer, editor, and analyst specializing in alternative vehicles and fuels for over two decades.
Nissan’s LEAF electric vehicle was groundbreaking when it was introduced in the 2011 model year and has maintained an honored spot in the Nissan lineup, but it’s on its way out. Until the time comes for a replacement, Nissan fans in search of a zero-emission option needn’t worry. There’s another choice in the new Nissan Ariya EV.
The Ariya is built on Renault-Nissan’s CMF-EV platform, also utilized by the European-market exclusive Renault Megane E-Tech Electric. It has the same exterior dimensions as the Nissan Rogue yet the same interior dimensions as the larger Murano, owing the larger space to the absence of a front trunk (“frunk”), along with a clever space-saving design.
Nissan provides two powertrain choices. The standard powertrain setup is a single-motor, front-wheel-drive option producing 238 horsepower and 221 lb-ft torque. If buyers wish to upgrade, Nissan offers a 389 horsepower, 442 lb-ft torque dual-motor configuration that also boasts Nissan’s e-4ORCE all-wheel-drive system. This system is loosely related to the racetrack-dominating Nissan GT-R’s ATTESA E-TS torque split all-wheel-drive configuration.
As for batteries, Nissan offers two of those as well. The entry-level battery is a 63 kWh liquid-cooled lithium-ion battery with an EPA-estimated range of 216 miles. The second, more powerful option is an 87 kWh lithium-ion battery which is also liquid-cooled and offers an EPA-estimated range up to 304 miles. The Ariya is capable of charging from 20 to 80 percent in about 40 minutes using a fast charger via its front fender-mounted charge port.
Exterior and interior design were at the forefront of the Ariya’s conception. Nissan uses many traditional and modern Japanese techniques, combining them into a rather unique finished product. The front end of the Ariya exhibits what Nissan describes as chic and timeless Japanese futurism, or iki, exemplified by its Bullet Train-inspired fascia. Its slim, four-LED V-Motion headlights are underlined by thin LED running lights, darting diagonally into the translucent front grille. Underneath this see-through cover is an example of Kumiko, a traditional Japanese pattern. Large, functional air scoops sit in front of both wheels with a diffuser-inspired gloss-black central air intake situated at the bottom of the front end.
At the sides, the Ariya assumes a more sporty appearance, but still captures some of the minimalistic elegance that Nissan has tried to convey. Cleverly designed wheels take air and push it away from the body while in motion to minimize drag. A sleek, low roofline is painted gloss-black to create a floating look.
At the back, Nissan angled the rear end a bit more than most SUVs to further its sporty appearance. A large roof spoiler comes down almost to the middle of the rear window. A thin LED rear light spanning the entirety of the rear hatch is present, with a design that hints at the Nissan Z. Another air diffuser-inspired design is seen at the bottom of the rear bumper.
Inside the Ariya, Nissan has again employed traditional Japanese design. The door panels all have an embossed paper lantern-inspired pattern around the speaker-surround and armrest. HVAC vents are hidden in the dashboard, powered by haptic-touch buttons built into the dash beneath a convex 12.3-inch infotainment screen. Along with this screen is a connected 12.3-inch digital gauge cluster with easy to locate drive mode selections. Nissan has provided plenty of rear legroom and the Ariya is capable of folding the second-row seats completely flat, providing a maximum 60 cubic feet of cargo room with the second row folded.
Arriya integrates Nissan’s newest driver assistance platform, ProPILOT Assist 2.0. Included in this iteration is a hands-on system that aids drivers with staying in their lane, changing lanes, and exiting highways. ProPILOT Assist 2.0 also allows drivers to take their hands off the wheel, as long as the drivers eyes are squarely on the road ahead. Nissan Safety Shield 360 is also present, offering High Beam Assist, Blind Spot Warning, and Pedestrian Detection, among others.
While coming at a cost some $15,000 higher than Nissan’s longstanding LEAF, the $43,190 Ariya crossover is more spacious, quite stylish, and offers significantly longer driving range that can top 300 miles. Overall, it represents a solid choice for buyers looking to upgrade their everyday driving experience to a zero-emission crossover from one of the industry’s EV pioneers.
Range estimates are important for electric vehicle drivers, especially when traveling long distances along routes with sparse fast charge infrastructure. Even though EVs do provide range information, drivers do not have much useful real-time information on how environmental conditions of the drive, or elevation changes of the route, are affecting the vehicle's energy use.
For example, short term miles per kilowatt-hour (miles/kWh) or watt-hour per mile (Wh/mile) information is strongly affected by the slope of the road and recent speed changes. However, this is very difficult to use for range estimation, especially on an unfamiliar route, and does not provide much useful feedback to the driver so they can adapt to current conditions.
The fundamental concept of the Total Energy Meter system here is that there are actually three important energy storage mechanisms, which may be intuitively thought of as ‘batteries.’ The first is the potential energy a battery stores from elevation changes. Second is the kinetic energy a battery stores from the vehicle’s speed and mass. Third is the chemical battery that stores the electrical energy.
The Total Energy in these three batteries accurately represents the energy available to the vehicle. Altitude and speed changes merely transfer energy between the three batteries, so the Total Energy consumption represents energy actually being dissipated to the environment by aerodynamic drag, friction, electrical losses, and climate control.
With real-time Total Energy Wh/mile information, a driver can easily adjust their vehicle’s speed and climate settings to stay within an energy budget and achieve a desired range, even in difficult environmental conditions such as hilly terrain, high winds, rain or snow, and extreme temperatures.
It may be useful to consider the following energy equivalents for a ‘typical’ 2000kg, 260Wh/mi (@65mph) EV: The EV traveling at 65mph has 234Wh of kinetic energy, which represents 0.9 miles of range; On a road with 3.0% down slope the EV will coast at 65mph with no power; The potential energy of a 1000m elevation change is 5.45kWh, which represents 21 miles of range.
In order to provide accurate range prediction in varying driving conditions, it important to determine the energy that is truly being lost to the environment in the form of friction, aerodynamic drag, electrical losses, and auxiliary loads, and not to contaminate this with energy that is merely being transferred between the vehicle’s ‘batteries.’
Vehicle instrumentation that calculates the true energy use (Wh/mi) using the total of the 3 ‘batteries’ can be used to extrapolate accurate range estimations from the most recent few miles of driving. It can also provide the driver with meaningful real-time feedback on their driving choices (such as speed, climate control, cargo racks, and tire pressure) that can be easily interpreted to ensure that a desired range is attained.
An EV with total energy metering will indicate an energy use (Wh/mi, to be preferred over the mi/kWh shown by some) that remains relatively constant whether the vehicle is on a level road, climbing a grade, or descending. The Wh/mi number will accurately reflect the effect of driving speed, headwinds, temperature, rain, and A/C load on the vehicle’s actual power dissipation even over hilly terrain. As the effects of speed changes (kinetic energy) are properly accounted for, the short term energy use, averaged over only a fraction of a mile, is quite a smooth function during city driving.
When offered more usable energy feedback, there is the potential that a driver may learn to optimize their driving efficiency and enjoy enhanced vehicle utility with reduced energy consumption, battery degradation, and range anxiety.
Most EVs already have GPS, and this provides altitude information. The short term error of the GPS altitude can be several meters, especially in urban or mountain environments. For 4 percent accuracy of the total energy Wh/mi over a specific distance, for example quarter mile, the altitude must have less than 0.5m error. Another measurement method is required for short term accuracy.
A practical solution has been to use a sensitive longitudinal accelerometer to measure the slope that the vehicle is driving on. For the same accuracy as above, the slope needs a precision of 0.12 percent, or a few mm over the wheelbase. As the sensor must be mounted to the chassis (not the road surface!), the variations of the suspension loads and tire deflections introduce errors greater than desired.
The complete solution has been to use the GPS altitude data (which has excellent long term precision), averaged over several miles, to adjust the accelerometer null used in the total energy calculation. It is interesting to note that the time integral of (accel * mass * speed) is the sum of the potential and kinetic energies, exactly what is needed for the total energy meter system.
There is another detail that needs to be considered when deciding where to mount the accelerometer in the chassis. The location should minimize the cross coupling between the lateral g generated in turns to the desired measurement of longitudinal acceleration. Fortunately most EV s only steer the front wheels, so a location above the rear axle ensures that the lateral g forces are orthogonal to the longitudinal axis of the vehicle. Lower in the chassis is also preferable, as pitch oscillations have less effect.
The EV total energy meter is not just a theoretical discussion. A prototype was developed during the last year and has been implemented in a Hyundai Kona EV. The system has been tested in a wide variety of driving conditions.
The prototype uses a Windows tablet PC with a Bluetooth link to the vehicle’s OBDII port to get battery state of charge (SOC), volts, amps, and motor rpm. This is combined with accelerometer data and GPS altitude to calculate and display energy use information. As the software in the tablet is not linked to the NAV system, the user manually enters the destination altitude for the range calculation.
For an OEM implementation, the only additional hardware requirement over what is currently in most EV s is the accelerometer, which can use a $2 sensor chip and needs to be connected to the vehicle CAN bus. The vehicle dashboard computer could handle the data processing and display.
The prototype system display is for engineering test and evaluation, but much of the basic functionality could be applied to a consumer oriented implementation. This view of the touchscreen shows the range display tab.
The calculated remaining range can either be based on the “E.use” Wh/mi evaluated over the last x miles (“eval dist” user select), or on a target Wh/mile number entered by the user. The target Wh/mi mode has proven valuable when it is important to ensure a desired range is attained; as long as measured energy use is kept below the target, the range requirement will be met.
Note how the blue Wh/mi trace is not affected by altitude changes (red), but does reflect the effect of different driving speeds (white), from 65 mph freeway driving to 35 mph on a twisty mountain road. Both the trip average of 170Wh/mi “trip E” and the 157Wh/mi “E use” were well below the target 210Wh/mi “set targ” at this point in the drive, so the remaining range number would be indicating an increasing margin to the destination. The range calculation is based on the 280m “dest alt” that is set manually. During the drive, shown cruise control was used extensively to maximize efficiency and to generate smoother data records.
This presentation of the EV Total Energy Meter is an invitation for this concept to be used by OEMs and anyone else as an open source technology to enhance EV products and promote more efficient transportation. The same concept could also be applied to fueled vehicles, substituting gal/mi or $/mi for Wh/mi.
The BMW 5 Series has proved to be a huge success for the Bavarian automaker since its introduction in 1972. The all-new eighth generation 5 series carries on this tradition with its many innovations and improvements, and a few welcome surprises. Offering five trim levels including the base 530i, mid-range 530i xDrive, and the 540i xDrive, those surprises come in the form of two electric models in the series– the i5 eDrive40 and the range-topping i5 M60 xDrive.
Gas-powered models receive a pair of updated engines. The 530i and 530i xDrive are powered by a 2.0-liter TwinPower four-cylinder producing 255 horsepower and 295 lb-ft torque. The 540i xDrive receives a refreshed 3.0-liter inline-six cylinder fitted with the same TwinPower turbo and a 48-volt mild hybrid system, which delivers a combined 375 horsepower and 398 lb-ft torque.
The hallmark of this new generation 5 Series is the inclusion of all-electric models with strong power and efficiency numbers. The i5 eDrive40 features 335 horsepower and 317 lb-ft torque at the ready with an electric motor driving the rear wheels. The sport-focused i5 M60 xDrive ups those numbers considerably, with its maximum power output of 590 horsepower and 605 lb-ft torque delivering a 0-60 mph sprint in a reported 3.7 seconds. Two electric motors power the all-wheel drive i5 M60 xDrive, one at the rear and another at the front.
Both electric models use an 84.3 kWh battery that provides a range of 295 miles for the i5 eDrive40, and 256 miles for the i5 M60 xDrive. The battery includes BMW’s Combined Charging Unit, allowing Level 2 AC charging up to 11 kW and the ability to charge from 10 to 80 percent in about 30 minutes. BMW’s selectable MAX RANGE system enables drivers to further increase their i5’s range in low-battery situations.
The exterior of the new eighth generation 5 Series takes BMW’s sporty past and infuses it with the automaker’s current design form. BMW’s omnipresent, signature kidney grille makes its expected appearance and takes center stage on the 5 Series’ front end. A long, sloping with muscular lines ties into a steeply angled windshield to create a sleek and uninterrupted line continuing through the roofline. The flanks of the i5 see a much more refined and minimalist approach with inset door handles and a subtle body crease near the rocker panels.
At the rear, BMW has redesigned the model’s taillights with a more understated look, presenting a thin appearance with two slim red LED bars running across the taillight.` Turn signals and reverse lights are nestled in between. A downward-sloping trunk decreasing the gradient from the rear window and roofline makes the i5 appear very streamlined.
Inside the i5 is a new experience as well. Chiseled lines and premier surfaces, expected of BMW, are abundant. Hidden HVAC vents are placed strategically throughout the interior with leather-free seating surfaces available. The most noticeable new feature is q 14.9-inch infotainment screen and 12.3-inch digital gauge cluster. Both screens meet to create an uninterrupted and impressive digital display. An in-car gaming console, which BMW dubs the AirConsole, makes its appearance in the i5, allowing users to choose from 20 games to play while the car is stationary. A new BMW Operating System 8.5 controls all functions within the i5 and accommodates over-the-air updates.
The BMW 5 Series has always been a strong model. Positioned in the midst of BMW’s sedan lineup, the 5 Series has historically delivered the sportiness of the 3 Series with a dash of refinement and the calm nature of the 7 Series. This new generation is no different. Deliveries of the new 5 Series are set to begin in fall 2023 at an entry price of $57,900.
Honda recently unveiled its e:Ny1 electric crossover, the first EV model based on the automaker’s all-new e:N Architecture F platform. The oddly named e:Ny1 is important because it shares Honda’s evolving EV design language and shows a direction that includes electrifying smaller and lighter models. That said, the Honda e:Ny1 holds less importance to drivers in the U.S. since it will be sold exclusively in Europe and Japan. Still, given the overall similarity of this Honda EV to the automaker’s HR-V, it isn’t a stretch to imagine a similar electric model destined for our shores.
Holding to Honda’s usual tradition, the e:Ny1 blends both a conservative and reserved appearance with splashes of chiseled and chunky sportiness peppered throughout. At the front, the e:Ny1 features slim and flat headlights that wrap in from the front fenders with angular LED running lights at the top. Separating the headlights is a matte-finished panel with charging status lights, and below that we find a large chargeport port door that’s well integrated into the overall front end design. Two discrete LED fog lights are located at the bottom of the bumper, with a thin strip of chrome beneath that runs the width of the front fascia.
The Honda e:Ny1 features a high belt line and flanks that are sleek and smooth save for a creased line along the top and bottom of the doors. Black side-mirror caps, wheel arches, and window trim reveal sporty undertones, reinforced by thin-spoke alloy wheels with black accents. At the rear, a subtle roof spoiler extends slightly above the rear window, curving in at the sides. A red LED light bar runs the width of the rear hatch with two slim taillights at either end. A single, sharp body line runs just beneath with a typeface Honda badge.
A stylish and techy interior greets the driver. While Honda has yet to divulge details about the array of onboard systems to be featured in the e:Ny1, we do note the inclusion of a 10.2 inch digital instrument cluster facing the driver and a 15.1 inch portrait-style infotainment screen at the center of the dash. The infotainment screen is split into three sections with navigation and related applications at the top, entertainment and vehicle functions mid-screen, and climate information and selections at the bottom. Colored LED accents are inset in the doors and dashboard, with two-tone stitching adding a sporty touch to the dash and door upholstery. The center console, window switch panels, and steering wheel showcase gloss black-finished accents. Leather upholstery on all seating surfaces is 50 percent thicker and treated to increase softness for added passenger comfort.
Rear seating in the e:Ny1 is very similar to that of the HR-V but without the ability to fold the rear seats flat, which impacts total available cargo area and limits carrying capacity to 11.3 cubic feet. The cargo area itself is also very similar to the HR-V, although employing a new smart-close capability that allows activating the self-closing hatch and walking away before it begins closing.
Power ratings are adequate with the e:Ny1 producing 201 horsepower and 229 lb-ft torque using a single-motor driving the front wheels. A 68.8 kWh battery pack is said to deliver a European WLTP drive cycle range estimate of 256 miles. Because of the fundamental differences in how WLPT and EPA testing measures EV range, that number would likely translate to about 200 miles of electric driving here in the States. Fast-charging via the car’s front-mounted chargeport is said to replenish the battery from 10 to 80 percent in about 45 minutes, somewhat slower than many other EVs at similar price points.
The Honda e:Ny1 is set to be delivered to dealers in Europe and Japan late this year, with pricing expected to begin at a USD equivalent of about $40,000.
VW unveiled its ID.7 electric car concept in January of this year, sporting a vivid QR code-themed electro-luminescent paint job that caused quite a stir in the automotive world. Back then, we couldn’t make much of the styling due to that vibrant QR camouflage. Now though, the production ID.7 has been revealed.
The ID.7 shares its roots with the growing Volkswagen ID line that was introduced in 2019 with the release of the small Volkswagen ID.3 electric car, followed by other ID models sold in offshore markets and the ID.4 sold here in the States. The ID.7, along with the rest of the ID line, utilizes the Volkswagen Group’s MEB platform designed specifically for electric vehicles.
One word comes to mind when looking at the Volkswagen ID.7: sleek. There’s a definite flow to the exterior design, starting with the subtle sportiness of the front end and front fascia that’s accented by an angular low-mounted black grille. Discrete LED running lights visually connect the ID.7’s LED headlights together, separated only by a VW badge at the center.
Along the sides of the ID.7, one notices an angular and flowing design with a crisp body line cutting across the lower quarter of the car, accented by a smooth, curved body line through the center of both doors and another finishing at the top of the doors, just under the windows. A slim, white color accent runs the length of the roofline above the windows and comes to an end near the rear deck. Adding to the car’s subtle sportiness is a black roof and black under-trimming that runs the entirety of the car. A large and angular wheel design with a dash of black on the inner spokes is standard on the ID.7.
At the rear is a black honeycomb-inspired rear light bar that spans the width of the trunk. A slim, continuous red reflector strip is present near the bottom of the rear end, nestled in the black under-trimming. The sedan-like ID.7 is technically a hatchback, but it’s hard to notice upon close inspection. The rear window meets the trunk lid almost instantly and a small integrated trunk lid spoiler adds to the sweeping design.
Two power choices will be available with early models featuring single motor rear-wheel drive and dual motor AWD coming later. The base power option will deliver 286 horsepower and 402 lb-ft torque with energy from a 77.0 kWh battery pack. A larger 86.0 kWh battery option will also be offered, though VW doesn’t yet specify horsepower and torque numbers for this. Volkswagen identifies the ID.7’s range at 382 miles on the more optimistic European WLTP testing cycle, so expect something more like 300 miles of range here with the smaller battery, and up to 350 miles with the larger battery, once EPA testing takes place. The ID.7 is fast charge-capable and drivers should expect the ID.7 to charge its battery from 10 to 80 percent in about 25 minutes using a public fast charge station.
Inside the ID.7 is an attractive and contemporary interior. Volkswagen’s usual formula for its interior design is minimalist yet fully functional, and the ID.7 is no exception. Taking center stage is a 15-inch infotainment screen designed to appear as if it's floating. Ahead of the driver sits a small, horizontally-oriented display indicating vehicle speed, charge level, and range.
Synthetic leather and recycled materials are used throughout the interior. Front seats feature generous side and back bolstering. Optional for the ID.7 are adaptive Climatronic ‘wellness seats’ that are heated and cooled, massage capable, and feature a drying function, the latter something we haven’t seen in an EV to date. A large center console with ample storage separates the front passengers. Climate vents are plentiful and seamlessly integrated into the dash architecture. Another hallmark of the ID.7’s interior is the optional panoramic SmartGlass roof, which has the ability to turn from transparent to opaque using an electrochromic charge, controlled by touch or voice control.
Tech is in abundant supply in the ID.7. The 15-inch infotainment screen handles nearly all functions and features an aesthetically pleasing backlit touch slider at the bottom for navigating between selections. ID.7 also incorporates Volkswagen’s IDA voice assistant. Most operations can be handled by using the IDA, including panoramic roof operation and navigation, among others. An array of driver assist functions are offered including Travel Assist, a semi-autonomous driving feature supporting lane changing at speeds above 55 mph, keeping a preset distance from the vehicle ahead, and maintaining a set speed. The car can also park itself using VW’s We Connect ID smartphone app. An available Harman Kardon option to the standard sound system showcases 14 speakers, along with a centrally-located speaker in the dashboard and a 12-inch subwoofer in the rear cargo area.
The Volkswagen ID.7 is entering the EV world at a time when Tesla dominates the all-electric sedan market, so Tesla is clearly in this model’s sights. While pricing for the ID.7 won’t be disclosed until closer to the model’s on sale date, expect it to be at a competitive level that makes the ID.7 an attractive and feature rich option to Tesla’s Model 3.
You know the drill. Get in the car, commute to work, run your usual errands, and at regular intervals stop at the gas station to fill up. It’s a routine that’s been ingrained in the driving psyche for decades. If you want to simplify, then consider a move from gas and instead drive electric. Driving an EV is not a panacea to life’s constant demands but all in all, it calls for less of your time and attention. Here are a few reasons why driving an electric vehicle may be for you.
How much is your time worth? Charging an EV’s battery can conveniently be done at home with a garage charger, through a growing public charging network, and increasingly at workplace chargers. Those regular trips to gas stations? Cross them off your list, forever. Another benefit that can save time – and frustration – is the ability for solo EV drivers to use high occupancy vehicle (HOV/carpool) lanes in some states, which can shave plenty of time off a commute.
Electricity is a far cheaper way to fuel a car than gasoline. In fact, electric motors are so much more efficient than internal combustion engines, the most efficient electric vehicle today nets an EPA combined city/highway rating of 140 MPGe. The savings don't stop there. If you charge at home, additional savings can be realized by signing up for an electric utility’s favorable electric vehicle rate plan, then timing a charging session during a plan’s specified hours.
Vehicle maintenance is key to a healthy vehicle. Tune-ups keep a typical car running its best over the long haul, making the most efficient use of the gas it consumes and optimizing combustion so it produces fewer tailpipe emissions. One of the important benefits of an electric vehicle is that maintenance needs and costs are significantly diminished. Simply, there are far fewer moving parts in an EV than a conventional internal combustion vehicle, which means there’s less to take care of and fewer appointments needed for service.
Electric vehicles today are almost universally more expensive than those powered by traditional internal combustion engines. But if you want one, the federal government – along with many states, electric utilities, and other sources – can make it easier to buy an EV with generous subsidies of many thousands of dollars. The most valuable of these subsidies comes from the recently passed Inflation Reduction Act of 2022, which offers a potential clean vehicle tax credit up to $7,500 if you buy a new plug-in electric vehicle and up to $4,000 on a qualifying used EV.
Driving an EV makes a statement. We’ve seen this over time as Toyota’s Prius hybrid made its way to U.S. highways just over 20 years ago and was embraced by environmentalists and celebrities. The instantly recognizable profile of the Prius was part of the attraction, which shouted, “Look, I care about the Earth!” To many, that was reason enough to drive a Prius. To a whole lot of others it was just kind of obnoxious. Thankfully, today’s expanding field of eco-friendly electric vehicles offer a different approach. Some feature futuristic design cues that push the envelope in a positive way, but most are so mainstream you have to look for EV badging. Either way, your immediate circle of influence will recognize that you’re driving an electric vehicle and that confers positive status.
Behind the wheel of Toyota’s new bZ4X electric vehicle, I’m given to a bit of reflection as to why this car has come to be. After all, Toyota is a specialist in hybrid vehicles and is noted for its focus and leadership here, not battery electric cars. But these days Toyota is feeling the pressure – actually, lots of it – to bring all-electric vehicles to a wanting market.
In between Toyota’s hybrid offerings and its emerging focus on electric vehicles are the automaker’s plug-in hybrids that blend characteristics of the two. The Toyota brand has a pair of these now – the RAV4 Prime offering 42 miles of electric driving and 640 miles total range, and the Prius Prime offering 25 miles on battery power with a total driving range of 600 miles. We expect other models to join in soon enough.
So why the bZ4X battery electric vehicle? Because it’s time, and also because it’s a critical link to Toyota’s ‘Beyond Zero’ (bZ) future and an array of battery electric, plug-in hybrid, and hybrid Toyota models in the pipeline. The automaker is serious about this. To support its growing electrification effort, Toyota has announced massive investments in battery manufacturing for its electrified vehicles, including $3.8 billion alone for a new battery manufacturing facility in North Carolina.
Toyota has made some earlier forays into the electric vehicle field in the States, but it’s been a while. The automaker fielded its first RAV4 EVs here from 1997 to 2003 in response to California’s zero emission vehicle mandate, and then a newer generation RAV4 EV from 2012-2014, developed with Tesla. It’s been hybrids and plug-in hybrids ever since, plus of course the Toyota Mirai hydrogen fuel cell electric vehicle, though most don’t view that model as a battery electric vehicle competitor at this time.
Segue eight years ahead from Toyota’s last battery electric vehicle experience and here we are with the bZ4X. It’s been worth the wait. What we have in the bz4X is a stylishly modern intro to Toyota’s coming line of battery electric vehicles, sized similarly to a RAV4 but just a bit longer and lower. Its body design features disparate elements like a distinctly flat ‘hammerhead’ front fascia combined with sharp angles, pronounced fenders, sculpted sides, and a flowing roofline. All come together nicely as an appealing whole…a design not too conservative, and not leaning too far into the future.
Low-profile headlamps are accented by a dark contrast band that flows from the front fenders and across the front end. Matching contrasts are found at the rear fenders as well, with black accented rocker panels running from well to well. At the rear, the bZ4X innovates with a pair of aerodynamic roof extensions at either side of the upper hatch, lending the impression of a future-esque roofline spoiler. The bottom of the glass features a slight lip-of-a-spoiler with a thin fender-to-fender running light below, along with distinctive angular taillamps.
Inside is a comfortable and modern interior featuring all the necessary elements for a satisfying driving experience, leaning a bit towards the spartan side. While much is familiar to the breed, there are design elements that align with the forward-thinking theme embodied by the car’s distinctive exterior. In particular, we’re thinking of the dashboard and instrument panel design ahead of the driver, which features an unusually long expanse between the steering wheel and MMI information display. Additional information and multimedia features are presented in a 12-inch widescreen display in the center dash position. Driver and passenger seats are comfortably bolstered for support and plenty of room is provided both front and rear, with rear legroom what one would expect in this size of vehicle. A panoramic roof is optional.
The bZ4X is well-equipped with the advanced driver assist features expected in today’s new models. It features the first use of Toyota’s latest TSS 3.0 Safety Sense suite, which includes advancements like improved pre-collision with guardrail, daytime motorcyclist, and low-light cyclist detection, and enhanced lane recognition. Other tech features include cloud-based navigation offering real-time traffic information and parking space availability, over-the-air software updates, and a digital key feature enabling drivers to lock, unlock, and start their bZ4X with their smartphone.
Drivers can choose single- or two-motor bZ4X variants. The former achieves an EPA estimated 119 combined MPGe with a 252 mile driving range, and the latter a combined 104 MPGe with a 228 mile range. Output for the single front-wheel drive model is 201 horsepower with the two-motor AWD version adding just 13 additional horsepower to the total. Energy is supplied by 71.4 and 72.8 kWh lithium-ion batteries, respectively. Both versions deliver a fun driving experience with confident ride and handling, quick torque at the ready, and plenty of power for anyone’s every day driving needs. With the dual-motor version delivering a 0-60 mph romp in the mid-seven second range, acceleration is brisk but does not approach the performance realm of some electric vehicles.
Toyota’s bZ4X is clearly an important introduction for this automaker that reinforces its continuing journey towards electrification. However, it does not mean that Toyota is convinced battery-powered vehicles are a proper all-inclusive strategy. The world’s largest automaker has been clear that it is not ‘all in’ with electric cars in the same way as some of its high-profile competitors, and the company has caught a lot of heat because of this. Rather, Toyota’s well-reasoned take is that multiple approaches exist to solving the interconnected issues of personal transportation and environmental sustainability.
Electrification is a big part of this. It’s just that Toyota’s strategy does not embrace a tunnel-vision approach in which all roads lead to a plug, or a model without a gas cap. Some take form as hybrid, plug-in hybrid, hydrogen fuel cell, and yes, even battery electric vehicles. There is a balance here because one is needed since not everyone’s needs are the same.
An earlier Green Car Journal perspective shared by Toyota’s chief scientist, Dr. Gill Pratt, adds food for thought. Considering the finite resources available for worldwide battery cell production, and the carbon emitted in their production, charging, and use over time, it’s important they are used in the best way possible. Optimum use achieves a higher carbon return on investment (CROA) as cells are used closer to their full potential. EVs with large battery packs regularly making use of their range potential make sense and offer a higher return.
In Dr. Pratt’s illustrations, however, a fully electric vehicle with hundreds of miles of range primarily driving a short daily commute offers a poor return, since the majority of the cells are unneeded most of the time and are simply carried along as dead weight. Using this same number of cells in numerous plug-in hybrid models requiring smaller battery packs would offer a much more favorable carbon return, if these PHEVs are driven in ways that make best use of their more limited battery electric range.
This isn’t to say that plug-in hybrids are an inherently better choice than electric vehicles, or the other way around. It just means that needs vary, and pairing needs with an electrified vehicle’s capabilities makes the most environmental sense.
With hybrids and plug-in hybrids covered in the Toyota lineup, the missing link – the all-electric bZ4X – is now here to fill the need. Those seeking a crossover SUV offering expected zero-emission driving range, eye-catching style, and a comfortable and confident driving experience should look into Toyota’s new electric crossover. At a base price of $42,000, it provides what the brand promises – quality, thoughtful design, and user-friendliness, and no doubt the satisfying ownership experience the Toyota brand is known to deliver. Plus, of course, zero emission driving every mile you travel.
We’ve driven a great many Audi models over the years, and to a one they have met and often far exceeded our expectations. That’s saying a lot since Audi is a premium brand and those expectations are set pretty high. Thus was our mindset as we did an initial walk-around of our Audi e-tron S Sportback test car before heading out on the road.
Stylish in its Navarra Blue metallic finish, this e-tron sports a subtly aggressive crossover profile that flows rearward in a sleek sportback design. This softens the expected SUV roofline while lending the influences of a coupe, with the rear finishing into an integrated spoiler. Up front is a stylized closed grille as one might expect of an electric vehicle, flanked by air ducts on either side and an aggressive headlamp design with distinctive running lights. Nicely sculpted sides with pronounced rocker panels complete the package. Charge ports are provided on either side of the car below the e-tron badging on the front fenders. An electronic pushbutton releases the panel, which swings down.
Inside the e-tron S Sportback is a well-designed and comfortable interior featuring grey Valcona leather with contrast stitching, nicely bolstered front seats, and elegant instrument panel accents. Driver information is presented in a fully-digital LCD instrument cluster featuring selectable Classic, Sport, and e-tron modes. A pair of flush, center-mounted touchscreens feature infotainment functions and controls. Below the lower screen is the start button and a cleverly-designed gear selector with a grip and thumb control.
This midsize SUV features plenty of interior space with welcome legroom and headroom, plus comfortable seating for rear passengers. Among the many conveniences afforded those in the rear are air conditioning and heating registers, plus a digital display at the rear of the center console that allows setting the desired temperature. Controls are also provided for rear seat heaters. Other niceties include pull-up window shades at each rear door window, a pair of rear map lights, and the functionality of 60/40 split folding rear seat backs for expanding cargo capacity.
Driving the stylish and well-appointed electric e-tron S Sportback is satisfying and fun, with its three electric motors delivering great acceleration and bursts of speed on demand. These motors produce a combined 429 horsepower and 596 lb-ft torque, with a greater 496 horsepower and 718 lb-ft torque on tap during an available 8 second boost mode. This ups the ante considerably from the standard but still compelling two-motor e-tron Sportback, which features 402 horsepower/490 lb-ft torque in boost mode.
The e-tron’s ride is smooth and cornering responsive, with the car feeling well-planted as we powered through the curves on canyon roads. The cabin is quiet and well isolated from the road. If you’re inclined, as we were, you can adjust the degree of regenerative braking with paddles at either side of the steering wheel. This enables introducing greater levels of drag during coast-down while the motors generate increased electricity to feed back to the batteries. We appreciated the car’s head-up display that presents speed and posted speed limit information so eyes can remain on the road ahead. The e-tron S Sportback lends additional driving confidence since it’s also equipped with an array of the latest advanced safety and driver-assist systems.
Performance is impressive. The e-tron S Sportback rockets to 60 mph from a standstill in a quick 4.3 seconds with boost mode selected. Its 95 kWh lithium-ion battery delivers an estimated 212 mile driving range, with EPA fuel efficiency estimates rating this electric car at 75 MPGe (miles-per-gallon equivalent). A full charge is achieved with a 240-volt Level 2 charger in about 10 hours, while charging from 0 to 80 percent capacity takes just 30 minutes when charging at a public 150 kW DC fast charger.
Those in the market for Audi’s more performance-oriented e-tron S Sportback will find it coming in at an MSRP of $87,400, a $18,700 premium over the standard e-tron Sportback.
Chevrolet’s Bolt EV, introduced as the industry’s first affordable long-range electric vehicle as a 2017 model, expanded its focus for the 2022 model year to include the Bolt EUV (electric utility vehicle). This was a strategic move for the automaker as it provided buyers an additional choice for its popular Bolt electric vehicle, even as it was developing new models based on GM’s Ultium electric vehicle platform. Then disaster hit.
There were Bolt battery fires and the potential for others, so GM halted production and recalled each and every Chevy Bolt and Bolt EUV sold to fix the problem. This was no easy thing and the process has taken time, a significant hit to GM’s electric vehicle program and, no doubt, its pride. The fact that the battery defect was the fault of the Bolt’s battery supplier and not Chevrolet was small comfort, no doubt. Now that some 50 percent of the recalled Bolt battery packs have been replaced with the balance underway, there’s positive news: the Bolt is back in production.
Further good news is that with the 2023 model year, Chevy is stepping up the Bolt EUV’s sportiness with an available Redline Edition sport package. This Bolt EUV iteration is offered in black, white, and silver exterior choices accented with black and red Bolt EUV badging at the rear and red accents on the side mirrors. Gloss black 17-inch aluminum wheels with red accents complete the package. Those opting for the EUV with LT or Premier trims can also add black leather upholstery with red accent stitching.
While Chevy aimed to categorize its Bolt EV a crossover back at its launch five years ago, we said then that its dimensions and style really made it a five-door hatchback from our perspective. Strategically, the automaker ventured further into the crossover space with its bigger EUV sibling. The Bolt EUV features somewhat larger dimensions compared to the original Bolt with six inches greater length and three inches of additional legroom, in a package that remains easy to maneuver and park in crowded urban spaces.
While there is an extremely close family resemblance between the Bolt and Bolt EUV and they do share the same architecture, there are no sheetmetal panels common between the two. A close look shows Chevy SUV styling cues like a crease line running up the center of the front fascia and along the hood. Subtle but distinct design elements that differentiate the Bolt EUV from the Bolt EV include a larger opening below the closed grille area on the Bolt EUV along with more pronounced sculpting along the wheel well arches, plus angular lines and a slightly beefier look at the rear to support the EUV’s sport utility persona.
Power in both models is provided by a 200 horsepower electric motor driving the front wheels, which delivers 0-60 acceleration in an estimated 7.0 seconds. Energy comes from a 65 kWh lithium-ion battery pack with thermal management to keep it at optimum operating temperature. This combination allows the Bolt EUV to deliver an EPA estimated 247 miles of range. The EUV is fast-charge capable and can add 95 miles of range in a half-hour at a public fast charge station.
The Bolt EUV’s interior, like that of the Bolt EV, is a bit more refined and high tech than that of the previous model year Bolt. Along with the 8-inch configurable gauge cluster at the driver’s position, there’s a 10.2-inch color infotainment touchscreen neatly integrated into the center of the instrument panel. Shifting is now done through electronic gearshift controls located at the lower left of the center console that use pushbuttons and pull toggles. The car’s Regen on Demand function, which controls the degree of energy regeneration and drag during coast-down, is literally at the driver’s fingertips with a convenient steering wheel paddle. Adjusting to a higher level of regen makes ‘one pedal driving’ possible, with little use of the brakes under certain driving conditions.
Bolt EUV features Chevy Safety Assist as standard equipment. Among the desired driver assist technologies included are Automatic Emergency Braking, Front Pedestrian Braking, Lane Keep Assist with Lane Departure Warning, and Front Pedestrian Braking. Other systems like Adaptive Cruise Control are also available. No doubt, the biggest news in the way of advanced electronics is the Bolt EUV’s availability of GM’s vaunted Super Cruise. Initially offered in GM’s luxury Cadillac brand, Bolt EUV features the first use of this highly-acclaimed, hands-free driving assistance technology in a Chevrolet model. Base price for the current year Bolt EV is $32,495 with the EUV coming in at $34,495. Pricing for 2023 models has not yet been announced.
Driving electric is becoming increasingly important to a growing number of new car buyers today. While efficiency and zero-emission driving are high priorities, so is performance, especially in the view of those accustomed to brands like BMW that have long been noted for delivering a spirited driving experience. It’s no surprise that this automaker’s new 2022 BMW iX xDrive50 continues the tradition.
Performance is achieved through a combination of lightweight construction and BMW’s fifth-generation eDrive technology. The iX body is made up of an aluminum spaceframe overlaid with a body shell that combines carbon fiber reinforced polymer (CFRP), thermoplastics, high-strength steel, and aluminum. Further weight reduction is found in the construction of the chassis, with extensive use of aluminum in suspension components and the front and rear axle subframes.
An all-wheel-drive powertrain positions an electric synchronous motor at each axle, fed by a 111.5 kWh lithium-ion battery pack located low in the floor. EPA rates the iX at up to 86 combined MPGe with a driving range from 305 to 324 miles, with the best range achieved by the iX equipped with 20 inch wheels and tires. The 2023 iX M60 is not yet rated but BMW expects it to net up to 280 miles on a charge. Enhancing the iX’s range are several modes of regenerative braking selectable by the driver.
Power is impressive. The $83,200 iX features a combined 516 horsepower and electric all-wheel drive, plus exhilarating acceleration that delivers a 0-60 mph dash in 4.4 seconds. Performance is even better in the soon-to-come $105,100 iX M60, which combines 610 horsepower, a whopping 811 lb-ft torque, and launch control to compress the model’s 0-60 time to just 3.6 seconds.
The iX rides on suspension comprised of front control arms and a five-link rear, damped by lift-related shock absorbers that adjust firmness in relation to suspension travel. An optional adaptive suspension includes electronically controlled shocks and a two-axle air-suspension with automatic leveling that can be raised nearly an inch for extra ground clearance, or lowered almost a half-inch at higher speeds to improve aerodynamics and stability.
Inside, the iX interior features a hexagonal steering wheel and BMW’s new Curved Display, which groups driver information and infotainment screens behind a single panel of glass angled around the driver. The Curved Display, and many other iX features and amenities, is controlled by the new iDrive 8 operating system, “designed with a focus on dialog-based interaction using natural language and touch operation,” says BMW. Both Apple CarPlay and Android Auto are integrated into the iX, as is 5G connectivity and the ability to receive over-the-air software updates.
The list of electronic amenities and advanced driver-assistance features aboard the BMW iX is extensive and ranges from cloud-based navigation to parking and back-up assist. Five cameras, five radar sensors, and 12 ultrasonic sensors provide data for the SAV’s safety systems, which include front collision warning, cross-traffic alert with braking, blind-spot detection, lane-departure warning, active cruise control, and lane keeping assistant.
Both AC and DC charging are available with the combined charging unit in the iX, which allows charging at 11 kW from an AC wall unit and up to 200 kW using a DC fast charger. Launched with the iX debut last month, BMW is offering 2022 BMW EV customers two years of free 30-minute charging sessions at 3,000 Electrify America public charging stations nationwide, a valuable addition to electric BMW ownership.
The U.S, will get the long wheelbase version of the ID.Buzz electric microbus, but measurements aren’t yet available. It will be longer, though, than the short wheelbase version that goes on sale in Germany and a few other European countries in the third quarter of this year, with more European and Asian markets to be added in 2023.
The Buzz – a play on the word ‘Bus’ – was initially shown as a concept at the Detroit auto show in early 2017, about six months after VW launched its ID (Intelligent Design) sub-brand for electrics at the 2016 Paris international Auto Show. It was confirmed for production later in 2017. At the time, VW was aiming for a 2022 launch, but Covid, microchip shortages, and stuff got in the way.
This first version – we’ll call it the short Buzz – will have an 88 kWh (77 kWh usable) lithium-ion battery pack. It will have a single-motor, rear-drive layout with 201 horsepower and 299 lb-ft torque. Top speed will be limited to 90 mph. Initial models will be the ID.Buzz and ID.Buzz Cargo. The commercial van will have three seats in the front row and a wide open interior behind them. Other ID.Buzz versions with bigger batteries, all-wheel drive, and more power will launch in 2023.
The I.D.Buzz ‘short’ will charge at up to 11 kW on 240-volt Level 2 chargers and up to 170 kW on Level 3 DC fast-charge equipment. At that speed, the 88 kWh battery can be recharged to 80 percent of capacity from 5 percent in about 30 minutes. The same charging capacities are likely to be standard on the U.S. version.
The short will be 185.5 inches long, 78.1 inches wide and 76.3 inches high, with a 117.6-inch wheelbase. That’s about the same total length as a Porsche Macan, Chevrolet Equinox, or Mitsubishi Outlander but with a much longer wheelbase than any of those crossovers. The new Hyundai ioniq 5 EV, at 182.5 inches overall length and 118.5-inch wheelbase, is a fairly close match.
All exterior lighting is LED and 18-inch steel wheels will be standard, with alloys ranging from 18 to 21 inches available as options. For the European version there will be seven single-color exteriors – white, silver, black, yellow, orange, green, and blue (VW has much fancier names for each shade) – and four two-tone schemes, white over yellow, orange, green, or blue.
The base interior will be in a grey tone, with two-tone schemes available for the versions with two-tone exteriors. Inside, the passenger version is a five-seater, with adjustable, sliding (9.6 inches of travel) front captain’s chairs and a folding rear seat with a 60/40 split and up to 5.9 inches of travel. Top trims will have electrically adjustable front seats with memory and massage functions, the latter a real delight for anyone who’s has spent much time in an original microbus.
A two-row, six seat version of the short is coming later, and the long wheelbase version will be configured with three rows for up to seven passengers in a 2-3-2 configuration. There are fold-down tables built into the backs of the front seats. The 39.6 cubic-foot rear cargo area has an optional raised floor, which reduces total cargo area but makes the floor level with the folded-down seat backs for easier loading and carrying of long pieces of cargo.
Instrumentation includes a pair of 10-inch screens, one for driver info and one for the infotainment system. A 12-inch infotainment screen with navigation is available. The initial versions will have a pair of USB-C ports and a wireless charging pad in a shelf to the right of the steering wheel. There are more USB-C ports in the center console, on the driver’s door, in each of the two sliding doors, and up near the rear-view mirror to facilitate dash cam installation.
There’s a ‘shifter’ stalk on the steering column, but as is the case with most EVs, the ID.Buzz has a single-speed gearbox. Functionally, it takes just a twist of the stalk forward to go from neutral to drive and rearward for neutral to reverse. The center console is a big box with lots of room for stuff. There’s an optional removable center console that latches into place and has storage bins, a drawer for laptops and tablets, and a flip-top bin for water battles.
Much of the interior is trimmed, covered, or upholstered in recycled or otherwise sustainable materials and there won’t be any leather options. The exterior paints are organically based, the battery chemistry don’t include cobalt, and Volkswagen intends to have a plant ready to recycle its EV batteries for second use – such as stationary energy storage – when their automotive life is done. These batteries are guaranteed for 8 years or 100,000 miles and expected to last longer.
We’ll follow up with more when VW releases additional information specific to the coming U.S. model.
This article was originally published on thegreencarguy.com. Author John O'Dell is a distinguished career journalist and has a been an automotive writer, editor, and analyst specializing in alternative vehicles and fuels for over two decades.
In the very early 1990s, GM was in the midst of translating its one-off Impact electric vehicle prototype into a car that could be readily manufactured. At the time it was toying with a variety of power schemes and motor combinations to determine the best for its new electric drive system. We experienced first-hand GM’s focus on developing a practical electric powerplant for its soon-to-come EV1 electric car at the GM Desert Proving Grounds in Phoenix, Arizona. Here, Green Car Journal editors drove several test cars for the EV program including an electrically-powered Chevrolet Lumina APV minivan and an electric Geo Storm.
What was unusual about the vehicles was the application of individual electric propulsion at each front wheel using a pair of motors. Clearly, there was work to be done. Synchronization imbalances in these test mules caused steering to be uneven, but the engineering direction was there. The EV1 eventually made its way to limited production but with a single electric drive motor. This appeared to relegate GM’s two motor effort to an historical footnote in its drive toward electrification.
As it turned out, this didn’t end GM’s exploration into motors power individual wheels. In 2004, the automaker created an innovative motor-in-wheel drive system that was quite unlike its earlier efforts. It demonstrated this technology in a Chevrolet S-10 hybrid electric pickup equipped with in-wheel motors at each rear wheel. This supplemented front-wheel drive power provided by the pickup’s 120 horsepower, 2.2-liter internal combustion engine.
Developed by GM's Advanced Technology Center and made in Italy, the motors generated about 34 hp (25 kilowatts) of power each and added 80 pounds total to the rear wheels. The automaker turned to Southern California-based Quantum Technologies, a vehicle integrator, to build the concept truck. Quantum modified the vehicle's coolant, power, and electrical systems, and developed its special electronic controller and related software.
Green Car Journal editors had the opportunity to test drive this motor-in-wheel equipped S-10 in Los Angeles back in the day. The result was affirmation of GM’s strategy. The S-10 exhibited significantly more power than a stock variant and acceleration was definitely impressive. According to GM engineers, these hub motors added about 60% greater torque at launch with that torque available instantly, a power scheme that enabled a four-cylinder engine to perform like a six-cylinder.
At the time of our test drive, this in-wheel motor concept was not viewed by GM as an electric vehicle drive system. It was a hybrid strategy that could potentially be added to any number of vehicle models to deliver higher performance and significant fuel economy improvements. The technology didn’t materialize as a popular hybrid application as the field evolved. Still, we see that in-wheel motors have very real potential today in the battery electric vehicle world as they are championed by some automakers and suppliers like Protean Electric and Elaphe Propulsion Technologies.
One of the most highly anticipated electric vehicles in recent memory is the F-150 Lightning, Ford’s all-electric pickup that’s making its way to our highways this spring. In fact, with almost 200,000 reservations on the books for the electrified F-Series, Ford now plans to nearly double its initial production plans and build 150,000 F-150 Lightnings annually. Another milestone is taking place as the first group of reservation holders is receiving e-mails inviting them to move forward and place orders for their trucks.
While the F-150 Lightning isn’t the only electric pickup to choose from – initial deliveries of small numbers of GMC Hummer EV and Rivian R1T electric pickups have already been made – it is the highest profile electric truck of the bunch. Others are in the wings as well like the coming Chevrolet Silverado EV and the oft-delayed Tesla Cybertruck.
None of those other companies– not even GM – has as much skin in the pickup game as Ford, which is proud of the fact that the F-Series has been the top-selling pickup truck for four decades and counting. FoMoCo has no plans to cede that ground, so an electric F-150 has to be a heart-of-the-market, genuine pick-’em-up, albeit one with enough cutting-edge technological features to appeal to the early adopters who are shopping for a vehicle with both bed and batteries.
Ford’s F-150 Lightning delivers. In the metrics that traditionally measure a pickup’s ability – towing and payload capacity – the F-150 Lightning lands in the middle of gas-powered F-150 SuperCab territory, able to tow up to 10,000 pounds and haul up to 2,000 pounds. Unlike gas or diesel powered F-150s, though, towing or hauling heavy loads is likely to decrease overall driving range, perhaps dramatically. Dual electric motors will, when hooked to the optional extended-range battery, produce a targeted 563 horsepower and 775 lb-ft torque, the most torque produced by any F-150, says Ford. That same extended-range battery should deliver 0-60 acceleration in the mid-4-second range and go 300 miles between charges. The standard battery’s range is estimated at 230 miles.
From the outside, the F-150 Lightning looks like a dressed-up version of the conventionally-powered, standard-bed F-150. In fact, the two trucks share the same cab. This traditional approach was based on customer feedback, we’re told. They wanted a truck that was ‘distinct, but not different,’ one that ‘didn’t look like a doorstop or a spaceship.’ (Cough, Cybertruck, cough).
Under the skin, though, Ford worked to maximize the Lightning’s utility and make the most of its lithium-ion battery pack, the largest one Ford has put into a vehicle. For example, when the Lightning is plugged into the optional Ford Intelligent Backup Power system, it can provide 9.6 kW of electricity to a household during a power outage for up to three full days. Once power is restored to the home, the system automatically reverts to charging the truck. Likewise, that 9.6 kW can be used through 11 onboard outlets to power tools, electronics, recreational gear, and so on. With Ford’s optional Pro Power Onboard system, the Lightning also offers vehicle-to-vehicle charging capability that can provide 240-volt, Level 2 charging to another electric vehicle.
Four outlets, plus two USB chargers, are found in the Lightning’s front trunk, which Ford calls the Mega Power Frunk. It’s a huge space, able to swallow 400 liters of volume and 400 pounds of payload. The dry, lockable compartment ‘gives you your cabin back,’ says Ford, though it also has a drain hole and can be hosed out after stowing wet or dirty gear. When the frunk opens (via dash-mounted button, key fob, or the Ford Pass smart-phone app), what was the conventional F-series grille rises with the hood, reducing load-in height to bumper, not over-the-fender, levels.
The Lightning seats five in a cab trimmed in light-colored materials. The premium Lariat and Platinum versions are equipped with a huge, 15.5-inch touchscreen in the center of the instrument panel to operate Ford’s new SYNC 4A infotainment system, which has voice controls, cloud-connected navigation, and wireless access to Apple Car Play and Android Auto. The Lightning can also receive over-the-air software updates to ‘add features, improve performance, and fix bugs,’ says Ford.
It’s expected these days that a battery-electric vehicle’s navigation system will include charging stations on a programmed route. The Lightning also has on-board scales monitoring the payload – including passengers – and provides that information to the nav system for accurate range calculations.
A feature called Pro Trailer Hitch Assist brings the same kind of technology that allows a vehicle to parallel park itself to the trailer hook-up process. Once the driver positions the Lightning relative to the trailer, guided by targets in the backup camera screen, the truck will control the steering, throttle, and brake to align the ball hitch under the trailer coupler.
The lithium-ion battery that drives all that computing power – and the Lightning itself – is housed in what Ford calls a metal exo-structure under the floor. It has its own cooling system and is further protected by skid plates to keep it safe when the Lightning ventures off-pavement. With inboard-mounted motors at both axles, the Lightning is a full-time AWD vehicle with independent suspension front and rear – the latter a first for a Ford pickup. The IRS is designed to be capable, Ford says, while also working in concert with the truck’s low center of gravity to improve the F-150’s ride and handling.
A terrain management system provides four driving modes: normal, sport, off-road, and tow/haul. Off-road mode activates an e-locker to maximize traction, while tow/haul mode maximizes energy recapture when the Lightning is decelerating or braking. One-pedal driving is available through the SYNC 4A screen.
The Lightning, like all Ford battery-electric vehicles, comes with a mobile charger that can be used on a 240-volt outlet with a 32-amp connector for an estimated 21 miles per charging hour, or with a 120-volt outlet with a 12-amp connector for about 3 miles per charging hour. The optional Ford Charge Station Pro (which powers the Intelligent Backup Power system) can add an average range of 30 miles per charging hour and can charge the truck from 15 to 100 percent in about 8 hours. On a 150-kW fast charger, a Lightning with the extended-range battery can add approximately 54 miles of range in 10 minutes or go from 15- to 80-percent charged in just over 40 minutes.
Ford is proud of the fact that the Lightning is being built in the USA, alongside the F-150 PowerBoost hybrid, at the Rouge Electric Vehicle Center in Dearborn. Ford has invested some $700 million into the historic Rouge assembly plant, transforming it into an environmentally friendly ‘step on the path’ of Ford’s plan to be carbon neutral by 2050.
One of the notable features of the F-150 Lightning is its approachable base cost, which is in stark contrast to its first few electric pickup competitors with their six-figure asking prices. Ford’s F-150 Lightning starts at a reasonable $39,974. Like all pickups these days, it can be seriously optioned up with an array of high-end packages and features, topping off at about $90,000. That under-40K base price, though, is a major attraction that’s no doubt motivating so many electric truck fans to sign up for the Ford brand.