Tesla’s Model 3 was promised from the beginning to be an advanced electric sedan at an affordable $35,000 entry price. That, as anyone who has followed Tesla with any kind of regularity, has been an elusive goal as only higher-end and much more expensive versions of the Model 3 have been offered. And now…the $35,000 Model 3 is finally a reality.
Model 3 is a stylish and high-tech sedan offering a signature Tesla look and lots of advanced technology. Tesla’s third all-electric vehicle, the Model 3 follows in the footsteps of the well-regarded Model S sedan and Model X crossover SUV. Like these vehicles, the Model 3 is fast and fun to drive. Importantly, it does what Teslas are known to do – offer all-electric driving from about 220 miles up to 310 miles before requiring a recharge, which does a lot to ease range anxiety.
Just as Tesla’s approach to being an automaker is different, so too are its cars. Compared to the Model X, which the company packed in as many ‘firsts’ as possible – a crossover with gullwing-like ‘falcon’ doors and the industry’s largest windshield – the Model 3 is more aligned with the needs of mass production. In fact, Tesla describes the Model 3 as ‘smaller and simpler’ than its predecessors to make it more affordable than the Model S.
The $35,000 entry price tag is important since the Model 3 has been widely-promoted as a $35,000 ‘everyman’s electric vehicle’ affordable to the masses, even as the cheapest model available was initially $49,000, then $46,000, and ultimately $43,000 before Tesla finally made the leap to its recently-announced $35,000, slightly decontented base model. At that price it’s doubtful that Tesla will make money, and in fact it wasn’t long ago when Tesla CEO Elon Musk said the company would lose money on the Model 3 at that price point. An array of industry experts agree with that assessment. But that’s another story.
If not an exercise in simplicity, then perhaps the Model 3 is a statement that ‘less-is-more,’ even as it delivers desired levels of performance, range, technology, and safety. For example, rather than more costly aluminum construction like the Model S and Model X, the Model 3 uses both aluminum and less-costly steel. Its interior is also a model of simplicity devoid of instrumentation and external controls, knobs, or switches, with everything – including the speedometer – incorporated into its 15-inch center-mounted touchscreen display.
Buyers have a choice of battery packs and motors that deliver varying levels of performance and range. The lowest motor output currently available is estimated to offer 220 horsepower and rear-wheel drive, with a range of 220 miles. The dual motor model features 450 horsepower with all-wheel drive and a range of 310 miles.
Like all Tesla models, the Model 3 includes the hardware needed in the future for full self-driving, although this capability is dependent upon extensive software validation and local regulatory approval. Model 3 offers forward radar, eight cameras, and 12 ultrasonic sensors that enable an array of safety and driver-assist functions including automatic emergency braking, collision avoidance, and side collision warning. Over-the-air software updates are part of the package and Tesla’s AutoPilot semi-autonomous driving system is an available option.
Tesla now offers two levels of Connectivity: Standard that is free and Premium that comes at a modest annual cost. Standard Connectivity offers basic maps and navigation, music and media over Bluetooth, and software updates over Wi-Fi. Both receive maps and navigation functionality, traffic-based routing, trip planner, and Supercharger stall availability. All cars with Standard Connectivity will simply need to connect to a Wi-Fi network to receive software updates. Premium Connectivity adds satellite-view maps with live traffic visualization, in-car streaming music and media, and over-the-air software updates via Wi-Fi and cellular.
In an interesting twist to the $35,000 Model 3 saga, Tesla shuttered some of its stores and galleries in an effort to save money in tandem with the lower-cost Model 3 availability, with the intention of potentially closing all of them and exclusively selling online. The company then changed its mind and kept most of its Tesla stores and galleries open. Again, another story…so stay tuned.
The Nissan LEAF benefits from early electrics like the circa-1998 Nissan Altra EV, the first model to use lithium-ion batteries. The Altra EV was one of many electrics explored during Nissan’s decades-long electric vehicle development program, including the Future Electric Vehicle (FEV), FEV II, Prairie Joy EV, Nissan Hypermini, Altra EV, and of course the LEAF. To lend insight into the early years of Nissan’s electric vehicle development, we present the following article from the Green Car Journal archives, as it was originally published in June 1998.
Excerpted from June 1998 Issue: The Nissan Altra EV, an electrified iteration of the all-new R’nessa minivan, an internal combustion model sold only in Japan, created quite a stir at its official North American debut at this year’s 1998 Greater L.A Auto Show.
The reason? It’s the first time any production electric vehicle has used lithium-ion batteries, scaled-up versions of the batteries found in the highest-end notebook computers and video cameras. Just as lithium-ion allows these portable devices to operate longer on battery power, this advanced battery technology also provides an EV with a longer single charge driving range – 120 miles in the case of this minivan.
It could have been more. Nissan chose to go with a minivan because of its universal appeal and functionality. However, there was a desire on the part of some Nissan executives to go with a smaller, lighter EV because the Li-ion batteries could have provided a stunning 200 mile single-charge driving range in a smaller platform. Instead, the automaker chose a platform that weighs in at just over 100 pounds more than Honda’s EV Plus.
The Altra EV’s Li-ion battery pack consists of 12 modules of eight cells connected in series, or a total of 96 cells, each measuring 2.6″ in diameter and 16″ in length. A Hughes-type inductive charging system, the same as GM’s EV1, is used on the Altra EV. A full charge from empty takes about five hours.
The decision to integrate Sony Li-ion batteries represents substantial vision on the part of Nissan, and also, it seems, an ability to absorb significant short term losses. While Nissan sources will not officially comment on the actual cost of the Li-ion battery pack, insiders say that early versions cost somewhere between $50,000 to $70,000 each. Obviously, these costs will drop dramatically and quickly as the technology advances and greater numbers of these batteries are produced. In the meantime, high costs for early EVs used in limited demonstrations are to be expected.
Power is provided by a 83 horsepower permanent magnet synchronous motor and a 32-bit high-speed RISC motor controller processor. The motor features a compact design that weighs just 85 pounds. This electric powertrain achieves a high overall energy efficiency lf approximately 90 percent under ordinary driving conditions.
Green Car Journal editors had the opportunity to put the Altra EV through its paces at the automaker’s Tochigi test track in Japan. This test drive proved the Altra EV to be quite a capable performer, with good acceleration and handling characteristics. In fact, no apparent shortcomings were detected other than some slight gear whine, not a surprising occurrence since this vehicle’s operation is otherwise silent, with no internal combustion engine or exhaust noise to mask normal mechanical sounds.
Inside, an innovative, titanium-colored digital instrument panel displays performance and charge status that was easy to read during our test drive. Comfortable seating for four is provided with front and mid-section bucket seats. A good amount of cargo area is provided at the rear.
This four-place seating configuration, rather than the six- or seven-place seating found in conventional minivans, is simply a concession to the need to keep total gross vehicle weight within certain limits to ensure optimum driving range. Everything, from vehicle weight to aerodynamics to rolling resistance, is crucial in electric vehicles that carry a very finite amount of energy onboard. This is an especially important consideration since the Altra EV carries an 800 pound battery pack mounted beneath the floorboard.
Nissan is bringing 30 Altra EVs to the U.S. for testing this year, mostly within its own employee fleet and in the fleets of several electric utilities. Nissan sources tell Green Car Journal that delivery of the first 15 Altra EVs from Japan is slightly behind schedule, but they are expected imminently. After the initial 30 examples arrive, an additional 90 Altra EVs are scheduled to be brought to the U.S. for placement with fleets by 2000.
Of course, the Altra EV represents but one highly visible part of this automaker’s electric vehicle program. By all accounts there’s also a hybrid electric variant coming, possibly based on the efficient Nissan Avenir developmental hybrid platform that Green Car Journal editors had the opportunity to test drive at the automaker’s Tochigi track in late 1997.
While this hybrid vehicle was clearly still in the development stage – much of the interior was devoted to battery placement and instrumentation – it was far enough along to prove the viability of Nissan’s hybrid work.
Tadao Takei, Nissan’s executive vice president, has been quoted as predicting a January 1999 launch of a Nissan hybrid EV in Japan. This follows the late-1998 launch of Toyota’s Prius hybrid EV in the Japanese market. Takei expressed doubt that Nissan would reach the current 3,000 unit-per-month production of the Prius, which was recently ramped up to meet unexpectedly high demand for the Toyota hybrid.
Still, the fact that Nissan is moving forward with a hybrid launch signals an important commitment to what promises to be an exciting and growing segment of the auto industry.
POWERTRAIN
Type: Neodymium permanent magnet DC electric motor
Dimensions: 8.11 inches diameter x 12.01 inches length
Power: 83 hp (162 kW)
Maximum Torque: 17 ft-lbs
Maximum RPM: 13,000
Transmission: Transaxle type with 2-stage planetary gear set
Controller: 216-400 volt input range, Vector controller
Drive Configuration: Front-mounted motor, front-wheel drive
BATTERY
Type: Lithium-ion
Capacity (AH/Hour): 94/3
Nominal Voltage (V/Set): 345
Number of modules: 12
CHARGING SYSTEM
Charger Type: Inductive
Charging Time: 5 hours
BODY/CHASSIS/SUSPENSION
Body Type: Unibody construction
Front Suspension: MacPherson strut with coil springs and stabilizer bar
Rear Suspension: Rear multi-link beam with coil springs
STEERING
Steering Type: Power-assisted electric oil pump
Turning Circle (ft.): 36.2
Turns (lock-to-lock): 4.11
BRAKING SYSTEM
Brake System Type: Electric assist regenerative antilock braking
Front: Ventilated disc brakes
Rear: Drum rear brakes
Input Voltage: 12
Motor Type: DC brush
WHEELS & TIRES
Wheels: 5-spoke aluminum alloy
Size: 15-inch
Tire Type: Low rolling friction all-season radial
Tire Size: 205/65R15
DIMENSIONS
Overall Length: 191.7 inches
Overall Width: 69.5 inches
Overall Height: 66.8 inches
Wheelbase: 110.2 inches
Tread Width (front/rear): 60.4/59.8 inches
Min. Ground Clearance: 5.51 inches
Coefficient of Drag (Cd): 0.36
WEIGHTS & CAPACITIES
Seating Capacity: 4
Curb Weight: 3,749Ibs.
Weight Distribution: 56/44 front/rear
GVWR: 4.579 .lbs.
Cargo Capacity: 221 1bs.
Maximum Payload: 820 1bs.
FUEL ECONOMY
Hwy/City: 304/342 watt hours/mile
PERFORMANCE
Vehicle Range: 120 miles
Maximum Speed: 75 mph (governed)
Along with models like the 2019 Jaguar I-PACE, Audi e-tron, and upcoming Porsche Taycan, we're seeing a new generation of high-tech battery-powered vehicles that bring an exciting new direction to legacy automakers. These models also have something important in common: They aim to disrupt Tesla, the industry’s de-facto electric car leader.
Disruption is a word thrown about with abandon these days as veritable institutions of business and commerce fall from grace, or at least profitability, at the hands of an ever-changing and disruptive world. Think Sears, Borders, and Kodak. The list of major companies disrupted – either gone, a shadow of their former self, or on the ropes – continues to grow. While the auto industry has largely escaped this same fate, change is definitely in the wind. And its bogeyman in recent years has clearly been Tesla.
We’ve seen the auto industry disrupted before, not by innovators but rather by geo-politics, circumstance, and a lack of long-term vision. The Arab Oil Embargo of 1973 and the 1979 Oil Crisis that brought serious gas shortages were a result of political disruption. It was a time when stations ran out of gas, lines of cars snaked for blocks as drivers tried desperately to keep their tanks full and their car-dependent lives on track, and consumers looked for more fuel-efficient vehicles to ease their pain. The problem, however, was there were few fuel-efficient models being produced since there had been no particular demand for them. The auto industry had to adapt, but with typically long product cycles it would take years to adequately fill this need.
Segue to 2003 and the launch of Tesla Motors, an occurrence that seemed interesting but hardly a threat to legacy automakers. Its high-tech Tesla Roadster introduced in 2008 – based on engineless ‘gliders’ produced by Lotus – proved that electric cars could be sporty, fun, and go the distance in ways that all other electrics before it could not, to the tune of 250 miles of battery electric driving on a single charge. Then came the Tesla designed-and-built Model S, Model X, and the new-to-the-scene Model 3. Clearly, the battle for leadership in electric cars was underway.
The auto industry’s penchant for innovation has always characterized its giants. Over its long history, this is an industry that brought us the three-point safety belt, airbags, anti-lock braking, cruise control, direct fuel injection, electronic ignition, and near-zero emission gasoline engines. And let us not forget Kettering’s invention of the electric starter that first saw use in 1912 Cadillacs, an innovation that tipped the scales – and history – in favor of internal combustion over electric cars of the era and helped lead to the combustion engine’s dominance to this day.
While Tesla may have established its role as the industry’s electric car innovator, that’s not to say that legacy automakers haven’t made tremendous progress. GM’s short-lived EV1 electric car of the 1990s proved that exciting and fun electric cars were possible, but not necessarily affordable to make at the time. The technologies developed by GM through the EV1 program live on to this day with evolutionary electric-drive technology found in its acclaimed Chevrolet Bolt EV and other electrified models. Advanced battery electric production vehicles have also been a focus at Audi, BMW, Ford, Honda, Hyundai, Jaguar, Kia, Mercedes-Benz, Nissan, Smart, and VW, with others like Porsche set to enter the market with long-range battery EVs.
So here’s the lesson of the day: If a business model no longer works, as was the case with General Motors and Chrysler during the financial meltdown in the late 1990s, you restructure. A brand no longer resonates with consumers? You drop it, like GM did with Oldsmobile. And if a class of vehicles is falling out of favor in lieu of more desired ones, you move on, as Ford is doing by phasing out almost all of its passenger cars in coming years in favor of more desired crossover/SUVs and pickups.
A paradigm shift is also occurring as automakers grapple with changing consumer preferences, regulatory requirements, and the projected demand for future vehicles and technologies. Enter the age of electrification. Over the past decade, Tesla has set the bar for innovative battery electric propulsion, advancements in near-autonomous driving technology, over-the-air vehicle software updates, and more. It has achieved a real or perceived leadership position in these areas and that’s a threat to legacy automakers. Now automakers are responding in a serious way and Tesla itself is under siege.
GM fired the first volley with its 2017 Bolt EV, beating Tesla’s long-touted Model 3 to market with an affordable long-range EV capable of traveling 238 miles on battery power. While Tesla is now delivering its well-received Model 3 in increasing numbers after a series of production challenges, the race with GM to produce an ‘affordable’ mainstream EV with 200-plus mile range was not much of a race to affordability at all. GM won that one handily, holding the line with a $37,500 price (after destination charges), while Tesla’s $35,000 Model 3 has yet to materialize. As Tesla did with its earlier model launches, the automaker is delivering uplevel, high-content, and higher-performance versions first, in the case of the Model 3 from a recently-lowered base price of $42,900 to $60,900, depending on configuration. The Bolt EV’s MSRP has moved in the other direction, dropping slightly to $36,620 for the 2019 model.
Nissan’s all-new, next-generation LEAF that debuted in 2018 improved its range to 150 miles, with a recently-announced LEAF PLUS model joining the lineup with a bigger battery and a range of 226 miles. Hyundai’s 2019 Kona Electric and Kia’s 2019 Niro Electric offer a battery range of about 250 miles, although these offer availability only in California and perhaps a few other ‘green’ states.
Jaguar’s 2019 I-PACE, a fast and sporty crossover with a 234 mile battery electric range, is now available and priced to compete with Tesla’s Model S and X. We'll soon be seeing Audi e-tron and Porsche Taycan long-range electrics on U.S. highways, with others like Aston Martin and Maserati developing high-end electric models as well.
It will be interesting to see how this all plays out over the coming months and years. To be sure, legacy automakers will not cede their leadership positions and market share without a terrific fight… and that fight is intensifying. Tesla doesn’t fear risk and has shown it will go in new directions that others will not, unless they must.
But Tesla doesn’t operate like legacy automakers that have been around for a long time, some more than a century. Those companies have mastered mass production, fielded extensive model lineups, developed widespread and convenient service networks, and have a history of successful worldwide distribution. Tesla is still learning this game, although it is making headway with its intense and successful efforts to deliver increasing numbers of its Model 3 to customers.
Importantly, legacy automakers are immensely profitable, while Tesla has had but a few profitable quarters since its launch and its losses have been in the billions. Tesla’s well-documented difficulties in ramping up mass production of the company’s 'entry-level' Model 3 – and its initial deliveries of only up-level Model 3 examples at significantly higher cost than its widely-publicized $35,000 base price – have added to its challenges.
That said, it would be a mistake to count Tesla out for the long haul based on its current and historic challenges including missed financial and vehicle delivery targets, serious Model 3 production challenges, and a number of high-profile Tesla crashes while driving on its much-touted Autopilot. Regardless of all this, in 2018 Tesla’s Model 3 was the best-selling luxury model in the U.S.
Legacy automakers will have Tesla directly in their sights and Tesla will continue to innovate. A veritable race-to-the-finish!
Hyundai’s 2019 Kona joins a growing list of long-range EVs aiming to entice new car buyers to go electric. The Kona Electric subcompact crossover looks like its conventionally-powered counterpart save for its closed front grille, silver side sills, unique 17-inch alloy wheels, and appropriate badging. It is available in three trim levels – SEL, Limited, and Ultimate. Like the gasoline Kona, the Kona Electric is available with a two-tone roof if the sunroof is not ordered.
Power is provided by a 201-horsepower electric motor driving the front wheels, energized by a 64-kWh lithium-ion polymer battery that enables an estimated 250-mile range. It can be recharged from a depleted state in about 54 minutes via a fast 100 kW Combined Charging System (CCS), or in 75 minutes with the more common 50 kW CCS. Charging with a 240-volt Level 2 charger takes about 10 hours. An EPA estimated 117 MPGe is expected. The Kona Electric accelerates from 0-60 mph in 7.6 seconds and has an electronically limited top speed of 104 mph.
A 7-inch TFT screen instrument cluster shows the speedometer, battery charge level, energy flow, and driving mode. There’s also a 7-inch infotainment touchscreen system that offers HD and satellite radio as well as BlueLink data connectivity. The system is also compatible with Apple CarPlay and Android Auto. Navigation with an 8-inch screen is optional. BlueLink app-based remote charge management and charge scheduling is fitted. Other available features include a flip-up head-up display and wireless inductive charging for personal electronics.
Push button shift-by-wire controls are located on the center console. Adjustable regenerative braking is controlled by steering wheel paddles. Electrically-assisted power steering has been tweaked to accommodate the enhanced low-speed performance of an electric vehicle.
A host of driver assist features are provided depending on the trim level. All trim levels get Forward Collision-Avoidance Assist, Blind-Spot Collision Warning, Lane Keeping Assist, Rear Cross-traffic Collision Avoidance Assist, Rear View Monitor, and Smart Cruise Control. The Ultimate trim level adds Parking Distance Warning for reverse, Smart Cruise Control with Stop and Go, and a head-up display.
The Kona Electric will initially be sold only in California. It will eventually be available in states that have adopted the California ZEV mandate.
Porsche says it plans to invest more than $7 billion (six billion euro) in electrified vehicles over the next four years. As part of this, the automaker will be devoting some $600 million toward the development of is coming Mission E electric sports car and other electrified variants. About $1.25 billion will be dedicated to hybrid and electric powertrains for existing Porsche models
“We are doubling our expenditure on electromobility from around three billion euro to more than six billion euro”, said Oliver Blume, Chairman of the Executive Board of Porsche AG. “Alongside development of our models with combustion engines, we are setting an important course for the future with this decision.”
Porsche’s stunning battery electric Mission E sports car will boast an output of 600 horsepower and deliver quick 0-60 mph sprints in less than 3.5 seconds. Driving range is claimed to be over 300 miles between charges. It will be fast-charge capable.
In addition to its investment in electrification, Porsche will invest some $250 million on manufacturing sites and facilities plus an additional $850 million on smart mobility, charging infrastructure, and new technologies.
The Karma Revero is Green Car Journal’s 2018 Luxury Green Car of the Year, earning this distinction for many reasons. But let's start here: The Revero is the most head-turning vehicle we have ever driven. Period. The attention this stunning grand touring car gets wherever it is driven is just short of amazing. If you’re lucky enough to own one, get used to it. This will never change.
Karma Automotive, a company owned by China’s Wanxiang Group, has revived the impressive but short-lived Fisker Karma extended range electric car that made a brief appearance on the market five years ago, thoroughly reengineered it, and has reintroduced it as the ‘Revero.’ The company wisely left most of the car’s breathtaking exterior design intact with a few tweaks, devoting its efforts instead to major technology improvements and creating a wondrous interior to complement the car’s incredible looks. The company then strategically set up its headquarters and manufacturing in Southern California, the land of electric cars. Even in California, where car culture is king and there’s no shortage of coolness on wheels, this car is clearly special.
The $130,000 Karma Revero is built on a lightweight aluminum spaceframe and powered by two high-power electric motors, both energized by lithium-ion batteries positioned along the car’s centerline. This pair of AC permanent magnet motors provides a combined 403 horsepower and 981 lb-ft torque driving the rear wheels, delivering a 0-60 mph sprint in 5.4 seconds.
Like the Chevrolet Volt, the Karma Revero is a series hybrid that uses an internal combustion engine solely to drive a generator, which in turn supplies electricity to the electric drive motors or to the car’s battery pack. There is no mechanical connection between the engine and wheels. The Revero delivers an estimated 50 miles on batteries alone and about 300 miles total on batteries and electricity generated by its engine-generator.
The Revero’s battery pack can be fully charged in about 10 hours using the car’s onboard charger operating on 120-volt household power. With a 240-volt charger this drops down to just under four hours. A 480-volt rapid charger enables charging to 80 percent of the battery’s capacity in just 24 minutes. The Revero has a large solar roof that’s claimed to contribute up to 1.5 miles of battery power per day, depending on weather conditions. This feature makes the Revero the first production car in the country to be powered by electricity, solar, and gasoline.
A driver has three selectable drive modes – Stealth (pure electric), Sustain (gasoline engine/generator or ‘EV later’ mode), and Sport (battery electric plus generator for maximum performance). Stealth mode would ideally be used in town where zero-emission driving is preferred, with a switch to Sustain model outside of town. The latter would maintain the batteries’ state-of-charge to enable zero-emission Stealth driving again when returning to the city. There are three levels of regenerative braking for desired deceleration and massive Brembo brakes for conventional braking.
Revero is well-connected and able to make software updates wirelessly, using Blackberry's Certicom cryptography as an added security layer within QNX-secured two-way data transmission. The Revero has an eight-speaker audio system with Bluetooth connectivity and three USB charging ports. Driver assistance includes lane departure warning and a backup camera. A 12.3-inch-wide multi-configurable driver display is provided along with a 10.2-inch touchscreen-only infotainment system.
The premium ‘green’ car field is expanding with impressive models available from noted domestic and offshore luxury brands. Each has its strengths and customer appeal. In the realm of plug-in hybrids or extended range electric cars where sheer – maybe intoxicating – beauty is at the top of the list, the Karma Revero truly has no peer.
Crossover SUV buyers looking to drive exclusively on electric power have a single choice today, and that’s Tesla’s Model X. Following in the footsteps of the Tesla Roadster and Tesla Model S, and ahead of the just-debuted Model 3, the Model X provides a unique driving experience for high-end buyers with its attractive design, advanced tech features, and zero-emission operation. While the model’s price tag means it’s not for everyone, Tesla fans will appreciate that the price of entry for the base Model X 75D has recently dropped by $3,000, to an MSRP of $79,500.
Beyond this full-size luxury crossover’s all-electric range of 238 to 289 miles, the model’s most distinctive features are its ‘falcon wing‘ doors and the largest panoramic windshield in production today. Model X doors articulate upward to enable easy access to second and third row seats, with the third row seats folding flush for more cargo capacity. The interior is designed to accommodate seven passengers with luggage carried in a front trunk or behind the seats. A recent $3,000 option enables both second and third row seats to fold flat to provide an expansive load floor.
Powering the Model X is an all-wheel drive system using two electric motors, one up front and another at the rear. The three models offered include the 75D, 100D, and P100D, with the number referring to their battery capacity in kilowatt-hours. The P in P100D stands for ‘Performance,’ with the $145,000 top version’s Ludicrous mode enabling acceleration from 0 to 60 mph in 2.9 seconds and a top speed of 155 mph.
Like Tesla’s Model S, the Model X uses AT&T to provide 3G and LTE Internet access to its onboard navigation and music services via Slacker. It also provides connectivity to the vehicle through Tesla’s iOS and the Android app, allowing remote adjustment of climate control settings along with other control features. Regular over-the-air updates add safety and navigation features, enhance performance, and improve the driving experience. Like other Teslas, the Model X can also be quick-charged at several hundred Supercharger locations along key transportation corridors in the U.S., which allows capturing an 80 percent charge in about 30 minutes.
Driver information is presented in a digital display in front of the steering wheel and a center-mounted, 17-inch touchscreen. Active safety technologies include side collision avoidance, parking sensors, and blind spot warning. Model X camera, radar, and sonar systems continually scan the surrounding roadway, providing the driver with real-time feedback to help avoid collisions. Model X is designed to automatically apply brakes in an emergency.
A sophisticated Autopilot system allows the Model X to match its speed to traffic conditions, stay within its lane, and steer around curves within a lane. It also enables automatically changing lanes with a tap of the turn signal. Our time behind the wheel of a Model X has shown Autopilot to provide a seamless, near-autonomous driving experience. For safety reasons and because this system is still 'learning,' Autopilot requires a driver's attention and hands are required on the steering wheel at set intervals. A ‘Summon’ feature allows the Model X to automatically park and unpark itself, plus open and close a garage door automatically. It can scan for parking spaces, alert a driver when one is available, and parallel park on command.
An available towing package with a high strength tow bar and two-inch hitch receiver allows the Model X to tow up to 5,000 pounds, although driving range will be diminished with the additional load. Software actively monitors trailer sway and applies braking as needed.
Tesla’s plug-in crossover aspirations don’t end with the Model X. In fact, the company has announced plans to produce the Model Y – a compact crossover – by 2020. The new model is expected to make use of much of the technology and architecture of the Model 3 and come at a more approachable price point than the Model X.
General Motors has been at work electrifying cars for decades, from the EV1, Spark EV, and an array of ‘mild’ hybrids to the acclaimed Volt extended-range electric that’s seen on highways across America. Volt owners interviewed universally respond with positive accolades, which means GM has done this car right. Now, the automaker’s 5-door, crossover-like Bolt EV hatchback aims to deliver a similarly satisfying ownership experience while providing even greater battery electric driving range.
The measurably fun-to-drive, imagination expanding Bolt EV features an EPA estimated 238 miles between charge cycles. That’s a groundbreaking figure in the realm of affordable electric cars for the masses, at an MSRP starting at $37,495 (before federal and state incentives). And that’s cool, but not what this gearhead finds most compelling when considering the purchase of a very viable, full-drive-time electric.
In short, the all-new Chevy Bolt EV is the first stand-alone electric plug-in that I could justify purchasing as my sole mode of transportation. The price is right and proven component and battery module reliability is a given, backed by an 8-year/100,000-mile warranty. Importantly, I discovered the Chevy Bolt to drive, ride, and handle well during our travels on country roads and city streets in the San Francisco Bay Area’s urban expanse.
Dropping into the driver’s seat of the Bolt EV not only leaves an impression of a comfortable and spacious cabin, but also proof of how effectively GM has ‘normalized’ the EV experience. Truthfully, one forgets it’s an electric vehicle being driven within minutes of taking the wheel. And that’s precisely what GM engineers had in mind when designing the Bolt EV – it’s that good.
Driving the Bolt EV is enlightening. The car’s low center of gravity delivers minimal side roll, excellent hill-climbing, on-tap torque, and quick sprint speeds. Satisfying power is delivered by a 200 horsepower electric motor powered by a 60 kWh lithium-ion battery pack. Chevy specs peg 0 to 60 mph acceleration at 6.8 seconds, and that seems about right. Steering response is better than anticipated and the regenerative braking system offers a familiar hydraulic-like feel.
Transitioning from driving the environs of Half Moon Bay to the more urban streets of San Francisco, the Bolt EV’s in-city maneuverability and ease of parking proved to be exceptional. Little to no electric motor noise was noted while wind and tire-to-pavement noise transmitted to the cabin was minimal, all thanks to advanced glass and considerable noise damping provisions. Keep in mind that these sounds are normally masked by the background sound of internal combustion in conventionally-powered cars, and thus magnified in vehicles with silent electric propulsion. Delivering a quiet driving experience in a battery electric vehicle is no small accomplishment, and the Bolt EV does this well.
The Bolt EV’s compact gel foam front seats are unusually comfortable for a subcompact car, providing ease of adjustment and good driver-to-control positioning. Rear seats accommodate taller passengers without compromises in comfort or position due to the car’s relatively high bodyline.
It took just a few minutes for the learning curve in operating the Bolt EV’s center stack and segmented digital instrument cluster. Features are near-intuitive to operate and driver-to-car personal electronics connectivity is straightforward. In dash navigation, Android Auto, Apple CarPlay, and your preferred personal entertainment device will all pair and display effortlessly through Bolt’s easy-to-view and manipulate 10.2 inch, center stack color touchscreen monitor.
Pushing the Bolt EV to levels that would be considered near-redline in a conventionally-powered car was no problem. After 2 1/2 hours of speeds up to 75 mph over variable terrain and road conditions, our test car still showed 130 miles remaining on the range-minder. That’s just a bit of a mind blower! In fact, real-world driving indicates understated range and we have no doubt the Bolt EV could do better than its rated 238 mile battery electric driving range, given a more reasonable pressure on the accelerator pedal.
With its impressive driving range, driver and passenger convenience features, comfort, quality of construction, and available electronic active safety features. Chevy’s 2017 Bolt EV requires no sacrifices to drive electric. It effectively “normalizes” the electric car while firing a warning shot across the bow of the auto industry. The future of personal transportation seems ever more likely to be an electric one and the tech-rich Bolt EV delivers this message in the strongest way possible, at a price affordable to the masses.
There’s something almost magical about plugging your car into an outlet at night and waking up to a full ‘tank’ in the morning. There’s no need for a stop at the gas station, ever. Plus, there’s no nagging guilt that the miles metered out by the odometer are counting off one’s contribution toward any societal and environmental ills attendant with fossil fuel use.
This is a feeling experienced during the year Green Car Journal editors drove GM’s remarkable EV1 electric car in the late 1990s. Daily drives in the EV1 were a joy. The car was sleek, high-tech, distinctive, and with the electric motor’s torque coming on from zero rpm, decidedly fast. That’s a potent combination.
The EV1 is long gone, not because people or companies ‘killed’ it as the so-called documentary Who Killed the Electric Car suggested, but rather because extraordinarily high costs and a challenging business case were its demise. GM lost many tens of thousands of dollars on every EV1 it built, as did other automakers complying with California’s Zero Emissions Vehicle (ZEV) mandate in the 1990s.
Even today, Fiat Chrysler CEO Sergio Marchionne says his company loses $14,000 for every Fiat 500e electric car sold. Combine that with today’s need for an additional $7,500 federal tax credit and up to $6,000 in subsidies from some states to encourage EV purchases, and it’s easy to see why the electric car remains such a challenge.
This isn’t to say that electric cars are the wrong idea. On the contrary, they are perceived as important to our driving future, so much so that government, automakers, and their suppliers see electrification as key to meeting mandated 2025 fleet-wide fuel economy requirements and CO2 reduction goals. The problem is that there’s no singular, defined roadmap for getting there because costs, market penetration, and all-important political support are future unknowns.
The advantages of battery electric vehicles are well known – extremely low per-mile operating costs on electricity, less maintenance, at-home fueling, and of course no petroleum use. Add in the many societal incentives available such as solo driving in carpool lanes, preferential parking, and free public charging, and the case for electrics gets even more compelling. If a homeowner’s solar array is offsetting the electricity used to energize a car’s batteries for daily drives, then all the better. This is the ideal scenario for a battery electric car. Of course, things are never this simple, otherwise we would all be driving electric.
There remain some very real challenges. Government regulation, not market forces, has largely been driving the development of the modern electric car. This is a good thing or bad, depending upon one’s perspective. The goal is admirable and to some, crucial – to enable driving with zero localized emissions, eliminate CO2 emissions, reduce oil dependence, and drive on an energy source created from diverse resources that can be sustainable. Where’s the downside in that?
Still, new car buyers have not stepped up to buy battery electric cars in expected, or perhaps hoped-for, numbers, especially the million electric vehicles that Washington had set out as its goal by 2015. This is surprising to many since electric vehicle choices have expanded in recent years. However, there are reasons for this.
Electric cars are often quite expensive in comparison to their gasoline-powered counterparts, although government and manufacturer subsidies can bring these costs down. Importantly, EVs offer less functionality than conventional cars because of limited driving range that averages about 70 to 100 miles before requiring a charge. While this zero-emission range can fit the commuting needs of many two-vehicle households and bring substantial fuel savings, there’s a catch. Factoring future fuel savings into a vehicle purchase decision is simply not intuitive to new car buyers today.
Many drivers who would potentially step up to electric vehicle ownership can’t do so because most electric models are sold only in California or a select number of ‘green’ states where required zero emission vehicle credits are earned. These states also tend to have at least a modest charging infrastructure in place. Manufacturers selling exclusively in these limited markets typically commit to only small build numbers, making these EVs fairly insignificant in influencing electric vehicle market penetration.
Battery electric vehicles available today include the BMW i3, BMW i8, Chevrolet Spark EV, Fiat 500e, Ford Focus Electric, Honda Fit EV, Kia Soul EV, Mercedes-Benz B-Class Electric Drive, Mitsubishi i-MiEV, Nissan LEAF, Smart ForTwo Electric Drive, Tesla Model S, Toyota RAV4 EV, and VW e-Golf. While most aim at limited sales, some like BMW, Nissan, and Tesla market their EVs nationwide. The Honda Fit EV and Toyota RAV4 EV are being phased out. Fleet-focused EVs are also being offered by a small number of independent companies. Other battery electrics are coming.
BMW’s i3 offers buyers an optional two-cylinder gasoline range extender that generates on-board electricity to double this electric car’s battery electric driving range. A growing number of electrified models like the current generation Prius Plug-In and Chevy Volt can also run exclusively on battery power for a more limited number of miles (10-15 for the Prius and up to 40 miles in the Volt), and then drive farther with the aid of a combustion engine or engine-generator. Both will offer greater all-electric driving range when they emerge as all-new 2016 models. Many extended range electric vehicles and plug-in hybrids like these are coming soon from a surprising number of auto manufacturers.
It has been an especially tough road for independent or would-be automakers intent on introducing electric vehicles to the market. Well-funded efforts like Coda Automotive failed, as have many lesser ones over the years. Often enough, inventors of electric cars have been innovative and visionary, only to discover that becoming an auto manufacturer is hugely expensive and more challenging than imagined. In many cases their timeline from concept and investment to production and sales becomes so long that before their first cars are produced, mainstream automakers have introduced models far beyond what they were offering, and at lesser cost with an established sales and service network to support them.
A high profile exception is Tesla Motors, the well-funded Silicon Valley automaker that successfully built and sold its $112,000 electric Tesla Roadster, continued its success with the acclaimed $70,000-$100,000+ Model S electric sedan, and will soon deliver its first Tesla Model X electric crossovers. While Tesla has said it would offer the Model X at a price similar to that of the Model S, initial deliveries of the limited Model X Signature Series will cost a reported $132,000-$144,000. It has not yet been announced when lower cost 'standard' Model X examples will begin deliveries to Tesla's sizable customer pre-order list.
Tesla’s challenge is not to prove it can produce compelling battery electric cars, provide remarkable all-electric driving range, or build a wildly enthusiastic – some would say fanatical – customer base. It has done all this. Its challenge is to continue this momentum by developing a full model lineup that includes a promised affordable model for the masses, its Model 3, at a targeted $35,000 price tag. It will be interesting to see if the Model 3 ultimately comes to market at that price point.
This is no easy thing. Battery costs remain very high and, in fact, Tesla previously shared that the Tesla Roadster’s battery pack cost in the vicinity of $30,000. While you can bury the cost of an expensive battery pack in a high-end electric car that costs $70,000 to over $100,000, you can’t do that today in a $35,000 model, at least not one that isn’t manufacturer subsidized and provides the 200+ mile range expected of a Tesla.
The company’s answer is a $5 billion ‘Gigafactory’ being built in Nevada that it claims will produce more lithium-ion batteries by 2020 than were produced worldwide in 2013. The company’s publicized goal is to trim battery costs by at least 30 percent to make its $35,000 electric car a reality and support its growing electric car manufacturing. Tesla has said it’s essential that the Gigafactory is in production as the Model 3 begins manufacturing. The billion dollar question is…can they really achieve the ambitious battery and production cost targets to do this over the next few years, or will this path lead to the delays that Tesla previously experienced with the Tesla Roadster, Model S, and Model X?
Tesla is well-underway with its goal of building out a national infrastructure of SuperCharger fast-charge stations along major transportation corridors to enable extended all-electric driving. These allow Tesla vehicles the ability to gain a 50 percent charge in about 20 minutes, although they are not compatible with other EVs. For all others, Bosch is undertaking a limited deployment of its sub-$10,000 DC fast charger that provides an 80 percent charge in 30 minutes. A joint effort by ChargePoint, BMW, and VW also aims to create express charging corridors with fast-charge capability on major routes along both coasts in the U.S.
The past 25 years have not secured a future for the battery electric car, but things are looking up. The next 10 years are crucial as cost, infrastructure, and consumer acceptance challenges are tackled and hopefully overcome to make affordable, unsubsidized electric cars a mass-market reality. It is a considerable challenge. Clearly, a lot of people are counting on it.
Here’s a thought: What if you never had to wash your car? Just think of the time and money that would no longer need to be devoted to this task, let alone the water saved in an increasingly water-starved world. That’s the concept being forwarded by Nissan through an electric LEAF sporting a special superhydrophobic and oleophobic paint designed to repel water and oils. Marketed by UltraTech International, Ultra-Ever Dry self-cleaning paint works by creating a layer of air between the car’s finish and an often hostile outside environment. The net effect is keeping standing water and road spray from messing up the car’s surface.
Will we see this anytime soon? It does appear that Nissan is taking this seriously, and the paint has been undergoing testing by engineers at Nissan Technical Center Europe. While there are no plans to offer Nissan models with the special paint, the automaker says it may make the paint treatment available as a future aftermarket option.
Getting around Hawaii is a study in diversity. Hang around the islands and you’ll see folks moving about on trolleys and buses, in cabs, rental cars, scooters, and of course on foot. We prefer staying planted at the Hilton Hawaiian Village with its array of interesting sites, nightlife, and of course its desirable stretch of Waikiki Beach. Walks to downtown Waikiki are a must to experience the vibrant activities there.
After arrival at Honolulu International Airport and a requisite lei greeting, there are plenty of choices available for getting to Waikiki and elsewhere on the island. Popular options include cabs and town cars or shared rides aboard courtesy vehicles from some hotels, on-demand SpeediShuttle, and the island-wide TheBus service.
What about rental cars? Not really on our radar unless a day trip to the North Shore is on the agenda. Typical of others, we’ve rented cars when visiting in the past, but the car was parked more than it was used. Still, what about those interesting places in the guidebook that call to you…those farther than a pleasant walk but not really distant enough to warrant the cost and hassle of a conventional rental car?
That line of thought spelled opportunity for Justin MacNaughton and Warren Doi, founders of GreenCar Hawaii, a by-the-hour ‘green’ car share service on Kauai and Oahu. Choices vary by location but include the Nissan LEAF, Chevy Volt, hybrids, and efficient gasoline models. Our plans on this trip included visiting Honolulu’s Chinatown and hiking the Makapu’u Lighthouse Trail, with a trailhead some 15 miles from our Hilton Hawaiian Village base.
Since GreenCar Hawaii had a rental outlet at the nearby Doubletree Alana Hotel, we walked over to the Doubletree to pick up a Nissan LEAF there. We figured...if we're going to travel with a light eco footprint, why not go zero emission with a popular electric car?
The process of renting a vehicle from GreenCar Hawaii is simple and can be done online, by phone, or through a kiosk at the hotel. If the reservation was made ahead of time, a credit card is swiped at the kiosk as a reservation identifier, details for the car-share rental are shown, and a reservation check-in is printed out. Present this to the hotel’s valet parking and the car is brought up by an attendant, no different than if you were a guest at the hotel with a car in valet parking.
We knew the drill with electric cars and made sure our travels wouldn’t take us farther than the LEAF’s available range. All told, our plotted routes would consume about 60 miles so we were good to go. Those wishing to go farther than the range of the rental LEAFs can opt to charge up at numerous 240 volt Level II chargers on the island or at a handful of available fast chargers.
Picking up our LEAF from the valet, we headed out on city streets and then H1 East and HI-72 East toward the Makapu’u Point State Wayside, where visitors park their cars before heading out on the hike. The half-hour, 15 mile drive was pleasant and uneventful, the LEAF performing as expected with plenty of power and a comfortable ride.
The guidebook described the hike as ‘easy and breezy’ along a two mile paved trail. While short and do-able, it’s also a bit steep at times and warm as well as breezy. The bonus: It's good exercise and the views are unbeatable. Reaching the summit provides a great view of the Makapu’u lighthouse and two small islands nearby – Manana and Kaohikaipu. We've hiked Diamond head before and recommend this as a nice follow-up after that trek up the famous dormant volcano. Following our hike was a drive to Honolulu’s Chinatown and a quick visit to Hilo Hattie’s for souvenirs to bring back home.
Returning the LEAF to the Doubletree Alana Hotel was simple, with a swipe of a credit card at the kiosk identifying our rental details, processing the $15 per hour charge for our four hour rental, and printing out a receipt. Keys were handed over to valet parking and we were off on a walk to Cheeseburger Waikiki for loco moco and then back to the Hilton Hawaiian Village. Easy breezy, as they say.
Toyota is now selling its all-new RAV4 EV at select California dealerships. This all-electric SUV was jointly developed by Toyota and Tesla Motors, combining a Tesla designed and produced battery and electric powertrain with Toyota’s most popular SUV model. No interior space was lost due to EV components
Our editors who have driven the RAV4 EV have found it to be an excellent small SUV that performs seamlessly, with an intelligent approach to electric motoring. You’re not left wanting for power, comfort, or the kind of driving experience expected of a Toyota product…it’s all there, but without the inherent drawbacks of burning gasoline. At nearly fifty grand, though, it’s likely not for everyone.
The RAV4 EV’s 154-horsepower AC induction motor drives the front wheels via a fixed-gear, open-differential transaxle. There are two drive modes, ‘Sport’ and ‘Normal.’ In the Sport mode with 273 lb-ft of peak torque brought to bear, the vehicle reaches 0-60 mph in 7.0 seconds and has a top speed of 100 mph. In the Normal mode with 218 lb-ft at the ready, acceleration to 60 mph takes 8.6 seconds and top speed is 85 mph.
Its liquid-cooled lithium-ion battery is a first for Toyota. Battery thermal management systems provide consistent performance in a variety of climates. The battery pack is mounted low and to the center of the vehicle, contributing to a more sedan-like ride. Two charge modes are available, with a Standard Mode charging up to 35 kilowatt-hours for an EPA-estimated range rating of 92 miles, optimizing battery life over range. An Extended Mode charges the battery to its full capacity of 41.8 kilowatt-hours to provide an anticipated range of 113 miles. The battery is warranted for eight years or 100,000 miles.
A drag coefficient of 0.30, the lowest of any SUV in the world, is an improvement over the conventional gas powered RAV4’s Cd of 0.35. To achieve this, Toyota restyled the front bumper, upper and lower grill, side mirrors, rear spoiler, and underbody design to optimize air flow. The Toyota/Tesla designed regenerative braking system increases driving range by up to 20 percent. A tire repair kit replaces the spare to reduce weight.
An innovative climate control system offers three modes. In the NORMAL mode, it operates just like that of a conventional vehicle for maximum comfort, drawing the most power and resulting in the least range. The ECO LO mode balances comfort with improved range through reduced power consumption by the blower, air conditioning compressor, or electric heater. In cold weather, ECO LO automatically activates and controls seat heaters to optimal levels. ECO HI further reduces blower, compressor, and heater levels and also automatically activates the seat heaters as necessary. Efficiency achievements are notable. ECO LO can reduce power consumption by up to 18 percent compared with NORMAL, while ECO HI offers up to a 40 percent reduction. Remote Climate Control – set by a timer, by the navigation display, or by using a smart phone – pre-cools or pre-heats the interior while the vehicle is plugged into the grid to save on-board battery power.
Driving efficiently is assisted with an all-new instrument cluster that includes a power meter, driving range display, battery gauge, speedometer, shift indicator, and multi-information display. The latter has six screens that provide information on driving range, efficiency, trip efficiency, CO2 reduction, and ECO coach and AUX power functions. Trip efficiency displays the average power consumption in intervals of five minutes. Eco coach evaluates the level of eco-sensitive driving according to acceleration, speed, and braking and displays an overall score. CO2 reduction, displayed graphically via a growing tree, is compared to a conventional gasoline vehicle.
Premium Intellitouch Navigation features EV system screens that help maximize driving range. The EV Charging schedule lets customers schedule when the vehicle will charge and activates pre-climate conditioning based on departure time. A Range Map shows how far the car can travel on available battery charge. A Charging Station app displays nearby charging stations.
For the shortest charge time of about six hours, Leviton offers a custom 240 volt, Level 2 charger with 40 amp / 9.6 kilowatt output. The RAV4 EV comes equipped with a 120 volt Level 1 charging cable operating at 12 amps for use when the recommended Level 2 charging is not available.
The RAV4 EV comes standard with the STAR Safety System that includes enhanced vehicle stability control, traction control, anti-lock brake system, electronic brake-force distribution, brake assist, and smart stop technology. While the RAV4 EV is pricy at $49,800, that price decreases a bit since it qualifies for a $2,500 rebate through California’s Clean Vehicle Rebate Program as well as a $7,500 federal tax credit. Toyota plans to sell about 2,600 units through 2014.
