The 2026 Green Car Awards™ continue Green Car Journal’s long tradition of recognizing exceptional vehicles that set a high bar for environmental performance in the new model year. This year’s program brings together an impressive mix of models that advance cleaner and more efficient transportation, reflecting meaningful innovation across the industry and the many ways automakers are moving toward more sustainable mobility.
Award winners underscore meaningful progress across the expansive green car field, from battery‑electric and plug‑in hybrid models to advanced hybrids and efficient, purpose‑built vehicles. Together, they illustrate how automakers are addressing environmental impact while meeting the needs, expectations, and aspirations of today’s drivers.
Toyota’s sixth‑generation RAV4 earns its 2026 Green Car of the Year™ title by advancing one of the market’s most influential SUVs with an all‑electrified lineup. Now offered exclusively with hybrid and plug‑in hybrid drivetrains, the new RAV4 features an attractive redesign, greater horsepower, and new GR Sport and Woodland variants that broaden its appeal. The plug‑in hybrid’s expanded 50 miles of electric range adds meaningful zero‑emission capability for daily driving. With its combination of versatility, efficiency, and wide‑reaching market presence, the RAV4 continues to play a pivotal role in environmentally positive family transportation.
Mitsubishi’s three‑row Outlander lineup is honored with the 2026 Family Green Car of the Year™ award for delivering versatile family transport with plug‑in hybrid and hybrid‑focused efficiency, marking the fourth time the brand has been recognized for its family‑friendly approach. The Outlander now adds mild‑hybrid power, while the Outlander PHEV receives styling updates, cabin refinements, and a larger battery enabling 45 miles of electric driving and a combined 420‑mile total range. Available Super All‑Wheel Control supports confident travel in varied weather, and the flexible interior provides the comfort and practicality families expect. Together, these models offer efficient, all‑weather capability and everyday usability that align naturally with the needs of modern households.
Rivian’s R2 takes its 2026 Electric Green Car of the Year™ distinction as a breakthrough model that brings the brand’s adventure‑ready character to more accessible price points. Built on Rivian’s second‑generation midsize platform, the R2 offers single‑, dual‑, and tri‑motor configurations, with the dual‑motor variant expected to deliver up to 300 miles of range. The first to reach customers is the R2 Performance with Launch Package at $57,990, followed by the Premium AWD at $53,990 and the Standard RWD Long Range at $48,490 later in 2026, with the $45,000 Standard RWD arriving in 2027. Its combination of capability, efficiency, and broader affordability expands Rivian’s reach while reinforcing the brand’s commitment to environmentally positive adventure vehicles.
Lexus’ ES earns 2026 Premium Green Car of the Year™ recognition as this long‑established model advances with new electrified choices and an all‑new, sleek, and stylish design. First to arrive are the ES 350e and ES 500e battery‑electric models, offering EPA‑estimated ranges of 307 and 276 miles. These are followed later in the year by the ES 350h hybrid featuring Lexus’ sixth‑generation hybrid system and available all‑wheel drive. Every 2026 ES features a refined interior with premium materials, thoughtful craftsmanship, and a modern cabin anchored by a standard 14‑inch Lexus Interface touchscreen. With its fresh design direction, advanced technology, and premium features, the ES stands out as an appealing choice in the premium sedan field.
Jeep’s all‑new Cherokee secures its 2026 Green 4x4 of the Year™ award by blending efficient hybrid performance with the confident capability expected from the brand. Priced from $35,000, Cherokee features standard four‑wheel drive and engineering tuned for everyday versatility, supporting stable traction across paved roads, gravel, unpaved surfaces, and challenging weather. Its hybrid powertrain enhances efficiency without compromising the surefooted character that defines Jeep. While not engineered for the extreme off‑road demands of the brand’s most specialized models, Cherokee’s well‑rounded capability, modern efficiency, and comfortable driving experience make it a dependable choice for drivers seeking confident all‑conditions mobility.
Ford’s E‑Transit earns its 2026 Commercial Green Car of the Year™ distinction as a practical, zero‑emission solution tailored to urban and regional fleet needs. Its smooth, quiet electric powertrain and Ford’s extensive upfitting ecosystem support a wide range of commercial applications, from delivery services to specialty trades. For 2026, enhancements such as improved thermal management, expanded charging options, and increased operational range strengthen its real‑world utility. These updates reinforce the E‑Transit’s role as a forward‑looking fleet choice that helps businesses reduce operating costs and environmental impact while maintaining the versatility expected of a modern commercial van.
Bintelli’s Beyond stands out as the 2026 Neighborhood Green Car of the Year™ with its practical, purpose‑built approach to low‑speed electric mobility. Priced from about $11,000 to $16,000 depending on configuration and battery choice, the Beyond is governed to 25 mph and approved for roads posted up to 35 mph in states where neighborhood electric vehicles are street legal. A lithium battery, comfortable seating, and available features such as a touchscreen display, backup camera, and LED lighting enhance its mission of simple, efficient neighborhood transportation. Its presence in residential communities, resorts, campuses, and planned developments underscores the growing relevance of low‑speed EVs for short‑range, environmentally positive travel.
Fiat’s 500e earns its 2026 Urban Green Car of the Year™ award as a right‑sized, Italian‑chic EV that brings style, maneuverability, and an engaging driving character to the urban environment. Its compact footprint and responsive electric drive make it especially well-suited to navigating tight streets and busy city settings, supported by a 149‑mile zero‑emission range that aligns naturally with everyday urban use. The 500e’s expressive design and upbeat personality have long resonated with city drivers, contributing to multiple Urban Green Car of the Year wins over the years. With its blend of charm, practicality, and efficient electric capability, the 500e continues to stand out as an appealing choice for city‑focused mobility
Jeep’s Wagoneer S is honored with 2026 Green SUV of the Year™ recognition as the brand’s first all‑electric model, blending sleek styling, zero‑emission performance, and signature Jeep DNA in a mid‑size SUV package. Its Launch Edition and Limited trims deliver a 294‑mile driving range, supported by advanced electric‑drive engineering that enables confident travel on pavement and beyond. As Jeep’s electric flagship, the Wagoneer S introduces a new dimension of capability and refinement to the brand’s lineup, marking an important step in its evolution toward more sustainable SUV mobility.
The 2026 Green Car Awards highlight just how quickly the automotive field is evolving. Electrification is finding its way into more segments than ever, from premium sedans and adventure‑ready SUVs to commercial vans and neighborhood mobility. All‑electric drive is an important part of this growth, and hybrids and other advanced technologies continue to deliver the efficiency and capability that support a wide range of everyday driving needs.
Taken together, this year’s winners show how far the industry has come and where it’s headed. They reflect a steady push toward cleaner, more capable transportation that resonates with today’s drivers. As this progress continues, the Green Car Awards remain focused on recognizing the models that help move the field forward, a commitment that has guided this program for more than two decades.
Toyota’s electric strategy has always leaned toward pragmatism, and the new 2026 bZ Woodland reflects that mindset. Rather than chasing extremes or reinventing the electric SUV playbook, Toyota has focused on what matters most: delivering a model rooted in the brand’s DNA with the features and everyday practicality buyers expect. The result is the brand’s most powerful and most rugged bZ model yet, a midsize electric SUV that broadens Toyota’s EV footprint in a way that feels intentional rather than reactionary in a seriously changing market.
The Woodland’s dual‑motor all‑wheel‑drive system delivers an impressive 375 horsepower and a combined 396 lb‑ft torque from its dual motors. That means performance is part of the package, though not in the sense of some EVs that aim toward insanely fast, and frankly unnecessary, acceleration. Toyota estimates a 0–60 mph sprint of 4.4 seconds, placing it squarely among the market’s quicker mainstream electric crossovers. For reference, that 4.4‑second time lands the bZ Woodland in the same acceleration territory as modern V-8 muscle cars like the Ford Mustang GT, Chevy Camaro SS, and Dodge Challenger Scat Pack, along with quick classic‑era standouts like the 1987 Buick GNX and late‑1960s big‑block Corvettes. That's a notable benchmark for an electric SUV built more for everyday utility than outright speed.
Driving range on a full charge is estimated at a competitive 281 miles on standard 235/60R18 all‑season tires, or 260 miles with the model’s optional 235/65R18 all‑terrain package, a reasonable tradeoff for drivers who want added traction on loose surfaces. And that confidence on more challenging roads is kind of the point with the Woodland, isn’t it?
Dimensionally, the Woodland stretches to 190.2 inches in length with a 112.2‑inch wheelbase, nearly six inches longer than the standard bZ. Notably, it adds a bit of height at the rear roofline that lends a somewhat wagon-ish appearance. Ground clearance increases to 8.4 inches, while matte‑black wheel arch moldings and 18‑inch wheels give it a more rugged look and a planted stance without drifting into off‑road theatrics. The added length pays off inside, where cargo volume reaches 74.3 cubic feet with the second row folded. Passenger space is generous as well, with 42.1 inches of front legroom and 35.3 inches in the rear.
The bZ Woodland’s design signals added capability without overstating driving-in-the-wild intentions. Toyota isn’t presenting this as a rock-crawler or an EV built for extreme terrain. We’ve driven those before and this isn’t it. Instead, the capabilities brought by the Woodland are purposeful. There’s a modest bump in ground clearance, the option of all‑terrain tires, and a longer, more functional body that expands cargo space and everyday utility. The result is a more versatile take on the bZ formula that emphasizes practical functionality rather than projecting an exaggerated adventure identity.
Capability is supported by Toyota’s X‑MODE all‑wheel‑drive management system and Grip Control, which modulates power delivery at low speeds to maintain steady progress over uneven terrain. The suspension setup, which integrates MacPherson struts up front and a multi‑link design at the rear, aims for predictable handling, aided by the low center of gravity inherent in a vehicle with an under-floor battery pack. Ventilated disc brakes at all four corners are provided to deliver confident braking.
Energy is delivered to the wheels by a 74.7‑kWh lithium‑ion battery operating at 391 volts. Level 1 and Level 2 AC charging are supported through an 11‑kW onboard charger, with Toyota estimating roughly seven hours for a full Level 2 charge. DC fast charging peaks at 150 kW, enabling up to an 80 percent charge in about 30 minutes. A NACS port is standard, which means the Woodland can charge alongside Teslas (and a growing number of other new models) at Supercharger stations. The Woodland offers battery pre‑conditioning plus Plug & Charge capability for simplified authentication at compatible stations.
Inside, the Woodland benefits from Toyota’s e‑TNGA platform, which provides a flat floor and 95 cubic feet of passenger volume. A 14‑inch touchscreen anchors the cabin and runs Toyota’s Audio Multimedia system, with wireless Apple CarPlay and Android Auto, dual Bluetooth connectivity, and integrated streaming through linked Apple Music or Amazon Music accounts. A Wi‑Fi hotspot trial is included, and both of the Woodland’s available trims feature dual Qi wireless chargers and four USB‑C ports.
The base Woodland includes heated front and rear outboard seats, a heated steering wheel with regenerative‑braking paddles, SofTex‑trimmed upholstery, and an auto‑dimming rearview mirror. The Premium grade adds ventilated front seats, radiant foot‑and‑leg heaters, a panoramic fixed‑glass roof, a digital rearview mirror, and driver‑seat memory. On the Premium grade, audio performance steps up to a nine‑speaker JBL system powered by an 800‑watt amplifier and dedicated subwoofer. Even with that subwoofer out back, cargo capacity remains a useful 71.8 cubic feet.
Toyota’s connected‑services suite is extensive but integrated in a way that supports daily use rather than overwhelming it. Cloud‑based navigation with Google POI data, Intelligent Assistant voice control, remote climate activation, Digital Key capability, and vehicle systems health reporting are all included through various trial periods. Remote charging management through the Toyota app adds another layer of convenience for EV owners.
Safety is equally comprehensive, as we’ve experienced in other Toyota models including the year-long test we confucted with a Prius Prime. Toyota Safety Sense 3.0 is standard, bringing pre‑collision detection, adaptive cruise control, lane‑keeping support, road‑sign recognition, and proactive driving assist. Blind‑spot monitoring, rear cross‑traffic alert, Safe Exit Alert, and a panoramic view monitor with multi‑terrain capability further enhance situational awareness. Toyota also emphasizes battery safety with redundant monitoring of voltage, current, and temperature, along with a high‑resistance coolant system.
Pricing for the 2026 bZ Woodland starts at $45,300, with the Woodland Premium beginning at $47,400. As with most new models, there’s an additional delivery, processing, and handling fee, and in the case of the Woodland that would be an additional $1,450.
Toyota now offers 21 electrified models across its U.S. lineup, and the bZ Woodland broadens that portfolio in a meaningful way. Building on the design of the updated electric bZ, the Woodland is positioned as a competitively priced electric SUV that emphasizes capability and practicality rather than luxury‑leaning features or premium‑segment aspirations. It doesn’t attempt to redefine the EV landscape, but it does focus on capability, space, and real‑world usability. These qualities matter to buyers who want an EV ready for the inevitable twists, turns, and sometimes joyous diversions of real life, not just the predictable sameness of the daily commute.
When Saab introduced the Aero X concept in 2006, it wasn’t just showcasing a futuristic sports car. It was making a case for a different kind of performance future rooted in aviation heritage, Scandinavian design, and the bold idea that internal combustion could evolve into something more responsible, low-carbon, and still thrilling.
Twenty years later, as the world leans heavily into electrification, the Aero X remains a compelling reminder that innovation doesn’t always follow a single path. And in fact, it shouldn’t, because keeping an open mind and exploring all possibilities is what will lead us to the cleaner and more environmentally positive driving future so many of us are hoping for.
Without a doubt, the most dramatic feature of the Aero X was its aircraft-style canopy. Instead of conventional doors and windshield pillars, the entire top of the car lifted forward in one sweeping motion, offering a 180-degree view and easy access to the low-slung cockpit. This wasn’t just a stylistic exercise but rather a functional rethink of how drivers and passengers interact with a vehicle. The design eliminated blind spots, improved entering and exiting the vehicle, and posited a panoramic driving experience meant to feel more like piloting than commuting. True, it wasn't an element that could easily translate into production, as is typically the case with unusual canopy designs, but it was food for thought.
The rest of the car followed suit with its advanced thinking. Carbon fiber bodywork kept weight down. The roofline sat less than 50 inches off the ground. Its wheels, styled like jet engine turbines, weren’t just for show. They also helped cool the brakes. The Aero X looked like it belonged in a hangar, not a garage…kind of appropriate for Saab considering its fighter jet heritage.
Under the hood, the Aero X ran on pure ethanol (E100), delivered to a 400-horsepower, twin-turbocharged V-6. This wasn’t a hybrid or a plug-in. It was a combustion car that aimed to be cleaner by changing the fuel, not the drivetrain. In Sweden, where ethanol had already gained traction thanks to supportive policies and a robust renewable fuel infrastructure, this approach made sense.
There was a time when E85 ethanol/gasoline flexible-fuel vehicles were sold in America by the millions, but without a readily accessible E85 fueling infrastructure, drivers simlply fueled up on easily-found gasoline. Today, ethanol’s profile has dimmed somewhat in the public conversation, but it remains a practical transitional fuel. It’s renewable, domestically produced, and already blended into over 95 percent of gasoline sold in the U.S., typically as E10. That alone makes it one of the few tools we have to reduce emissions from the existing vehicle fleet without requiring new infrastructure or vehicle turnover.
The U.S. Environmental Protection Agency’s Renewable Fuel Standard continues to support ethanol’s role in light-duty transportation. The agency’s 2023–2025 targets maintain a 15 billion gallon annual requirement for conventional renewable fuels – primarily corn ethanol – used in gasoline-powered vehicles. That’s not a future bet. It’s a present-day policy that recognizes ethanol’s ability to reduce lifecycle greenhouse gas emissions, especially when produced from lower-carbon feedstocks.
While ethanol has the advantage of scale, it’s butanol, another bioalcohol, that may offer a smoother path forward. Chemically closer to gasoline, butanol has a higher energy density of about 105,000 BTUs per gallon compared to ethanol’s 76,000. Plus, it behaves more like gasoline in combustion and storage.
Butanol is also produced differently. Instead of using yeast to ferment sugars from corn or sugarcane, butanol is made using specialized bacteria that can convert a wider range of plant materials into fuel, including crop residues and agricultural waste. This opens the door to using non-food biomass, while still supporting farmers by creating new markets for both traditional crops and underutilized byproducts like corn stover or wheat straw.
Because of its chemical makeup, butanol is less corrosive than ethanol, absorbs less water, and can be blended at higher levels into gasoline without requiring changes to engines or fuel systems. In short, butanol offers many of ethanol’s environmental benefits with fewer of its technical drawbacks. It’s not yet produced at the same scale, but its compatibility with current engines and infrastructure makes it a strong candidate for broader development and adoption.
Inside, the Aero X was just as radical as its sinewy exterior. Instead of traditional dials and buttons, it featured translucent “clear zones” where information was projected in layered 3D graphics. Inspired by Sweden’s glass and precision instrument industries, the interior was a study in minimalism and clarity. LED lighting, laser-etched acrylic surfaces, and a cockpit-like layout created an environment that imparted the impression of a modern aircraft rather than a traditional automobile.
Even the controls were reimagined. A central lever, styled like a throttle, handled both canopy operation and gear selection. The ignition was a green-lit button nestled within this control, a nod to Saab’s tradition of center-console key placement and aviation-style ergonomics.
Despite its concept status, the Aero X wasn’t just a design fantasy. Saab’s engineers projected a 0–62 mph sprint in under 4.9 seconds and a top speed electronically limited to 155 mph. All-wheel drive, a dual-clutch transmission, and electronically controlled suspension hinted at serious dynamic capability. Yet the car also offered practical touches like a dual-level rear cargo system to maximize real-world functionality.
While the Aero X was never meant for production, its influence lingered in Saab’s design language for years. More importantly, it captured a philosophy that feels newly relevant: that sustainability doesn’t have to mean sacrifice, and that the internal combustion engine still has an important role to play if we’re willing to rethink what fuels it.
Even as electrification dominates headlines, global automakers are actively investing in alternative fuels and synthetic e-fuels as part of broader decarbonization strategies. Porsche has been especially vocal, operating a pilot e-fuel plant in Chile that produces synthetic gasoline using renewable electricity and captured carbon dioxide. Toyota continues to explore hydrogen combustion and biofuels alongside its hybrid and EV programs. Meanwhile, companies like Mazda and Stellantis are testing bio-based fuels including advanced ethanol and butanol blends in internal combustion engines to extend the life of their existing platforms.
These efforts reflect a growing recognition that a one-size-fits-all approach may not be enough to meet global climate goals, particularly in regions where EV infrastructure is limited or where legacy fleets will remain on the road for decades. In this context, the Aero X’s ethanol-powered vision feels less like a two decade old concept and more like a modern blueprint for a diversified, low-carbon future. It reminds us that innovation often comes not only from looking forward, but also from looking back.
Decades before carbon emissions dominated today’s headlines, the U.S. was already deep into a far‑reaching effort to clean up tailpipe pollution. This push targeted the familiar culprits of urban smog: carbon monoxide, nitrogen oxides, unburned hydrocarbons and other VOCs, particulate matter, and a mix of toxic compounds. These weren’t abstract concerns. They were pollutants people could see and feel in real time.
Smog‑choked skylines and the unmistakable symptoms that came with them – coughing, wheezing, tightness in the chest, irritated eyes and throat, and worsening asthma – made the problem impossible to ignore. That direct connection between what came out of a tailpipe and how people felt walking down the street is what drove implementation of the Clean Air Act and the early and sustained campaign to cut criteria emissions, a campaign that continues shaping cleaner vehicles today.
Electric cars are an obvious option since they emit zero localized emissions. But as we know, electric cars are an unfolding story with a growing, though still minority, percentage of a light-duty U.S. car population that now numbers some 290 million vehicles. The vast majority are gasoline internal combustion…thus the importance of cutting their emissions as much as possible.
This thought takes us back several decades to a feature we published detailing just how clean internal combustion vehicles could be. In the decade before that time, conventional wisdom was that alternative fuel vehicles would be the most likely path to achieving environmental harmony on the highway. If you wanted to achieve zero emissions – or more realistically, near-zero emissions since even an electric car has recharging emissions from the powerplant – then you were looking at a battery electric vehicle. Another likely option seemed to be a natural gas–fueled car, something that was an option at the time with vehicles like Honda’s ultra-clean natural gas Civic GX.
Things change. Today the focus is again on electrified vehicles. But as our report noted back then, an increasingly cleaner‑running generation of gasoline internal combustion vehicles still deserves a place in any strategy aimed at reducing emissions and delivering cleaner cities and a healthier environment.
Supporting this perspective were the conclusions of a 2002 University of California, Riverside program – the Study of Extremely Low Emission Vehicles (SELEV) – which illustrated how new advances in internal combustion engine technology were reducing vehicle emissions to levels considered impossible just a few years earlier. This technology wasn’t just in the concept stage. A handful of 2003 and 2004 model vehicles with conventional internal combustion engines were certified by California as PZEVs (Partial Zero Emission Vehicles)…cars that ran so clean they were awarded partial credits toward that state’s Zero Emission Vehicle mandate at the time. PZEVs not only achieved incredibly low tailpipe emissions but zero evaporative emissions from their fuel system as well.
Cars meeting this emissions milestone at the time of the study included mainstream models like the BMW 325i, Ford Focus, Honda Accord, Nissan Sentra, Toyota Camry, Volkswagen Jetta, and Volvo S60 and S70, when equipped with specific engines. Some of these PZEV models were sold only in California, while others were available there and in other like-minded states such as New York and Massachusetts. This signaled the beginning of an important trend in ever-cleaner-running gasoline models.
Ford’s early‑2000s Focus PZEV served as an example of just how far internal combustion could be pushed. Building a gasoline car that edges toward zero emissions isn’t about one breakthrough, but rather a rethinking of the entire combustion and fuel‑handling system so every component contributes to cleaner operation. Ford engineered the Focus PZEV to meet SULEV limits and virtually eliminate evaporative emissions, refining airflow, fuel delivery, combustion stability, and sealing throughout the powertrain.
The 2.3‑liter engine at the heart of the program demonstrated the payoff. Lightweight materials, improved intake airflow, better fuel atomization, tighter valvetrain control, and a redesigned exhaust and catalyst system all worked together to deliver cleaner tailpipe output. Ford also re‑engineered more than a hundred components in the evaporative‑emissions pathway to keep fuel vapors contained. The result was an engine that ran cleaner, made more power, and used fuel more efficiently, a clear demonstration of how much internal combustion can achieve when every detail is aimed at cleaner air.
Dr. Joseph Norbeck, then-director of UCR’s Bourns College of Engineering – Center for Environmental Research and Technology (CE-CERT), identified the importance of the university’s SELEV findings at the time: "Ten years ago, nobody thought gasoline ULEVs (Ultra Low Emission Vehicles) and SULEVs (Super Ultra Low Emission Vehicles) would be possible," pointed out Norbeck. "Now they're becoming common, and it's clear the emissions reductions they offer are significant.”
The SELEV program launched in 2000 at CE-CERT in partnership with Honda, Chevron, the U.S. Environmental Protection Agency (EPA), the California Air Resources Board (CARB), and the Manufacturers of Emission Controls Association. It represented one of many programs at CE-CERT, an innovative research and education center founded at the university in 1992 with the aid of a $10 million endowment from Ford.
CE‑CERT developed the technology to measure emissions at far lower levels, a milestone in an era when scant emissions posed real measurement challenges. This capability allowed researchers to accurately quantify the performance of ULEVs and SULEVs. Beyond the SELEV program, the center was also involved in developing an integrated research effort examining the economic, environmental, and social implications of evolving automobiles, fuels, and transportation.
The significance of the SELEV program is that the emissions achievements it documented prompted a broader reappraisal of what’s possible with gasoline internal combustion vehicles. Just as important, the ultra‑clean gasoline models studied were not a one‑time anomaly. They marked the beginning of a trend that continues today. Most major automakers selling vehicles in the U.S. now offer several, and in many cases many, gasoline models that run this cleanly.
Of course, continuing to run on fossil fuels doesn’t speak to energy diversity, as some pointed out at the time, and that’s a good point. And today it could be added that combustion vehicles don’t eliminate carbon emissions like electric vehicles, though today’s significantly more fuel‑efficient gas models do produce far fewer carbon emissions than in the past.
If extremely low emissions and cleaner air in our cities is the goal, then the progress already achieved, and still being achieved, with the internal combustion vehicles we’ve driven for more than a century deserves recognition. With continued advancements in combustion technology and the emerging potential of carbon‑neutral synthetic fuels, advanced internal combustion engines may well remain an important and strategic part of our driving future for decades to come.
Do you wonder whether buying a used electric vehicle is a better way to go than stepping up to a new one, or if buying a battery EV of any type is a smarter financial investment than a conventional gas model? We understand the confusion.
Credible studies have landed on very different answers about the total cost of owning an EV, and until now, few have looked closely at what happens when you buy one used. A new study sponsored by the Michigan Department of Labor and Economic Opportunity, the University of Michigan Electric Vehicle Center, and the Responsible Battery Coalition changes that, taking a deep dive into BEV ownership costs in the used market, where about 70 percent of vehicle sales occur. Researchers analyzed 260,000 used vehicle listings in 17 cities, spanning five vehicle classes and a range of charging scenarios. Their conclusion: used BEVs offer the lowest total cost of ownership of any powertrain.
The reason is simple. BEVs tend to depreciate rapidly in their early years, and while that presents a challenge for new EV buyers, it definitely works to the advantage of second owners. Over a seven-year ownership period, the study found that buying a three-year-old midsize SUV instead of a new one saves about $3,000 for a conventional gasoline model, $1,000 for a hybrid or plug-in hybrid, and roughly $13,000 for a BEV. For used EV buyers, that steep early depreciation brings a pretty significant financial upside.
We had a first-hand opportunity to experience the used EV buying process following a call from our friend Thomas Rehder, the owner of a Mustang Mach-E. Well-aware of the benefits of driving electric, he was on the hunt to find an affordable EV for his mom, Nancy. Since her daily driving needs were journeys around town, this meant a gently used first generation EV with more limited driving range would be a good fit.
Success! He ran across an ad for a used BMW i3 REx with 60,000 miles on the clock at a local dealer, its very approachable price of 15 grand a pretty amazing departure from the nearly $50,000 retail cost of this EV just five years earlier. We stopped by the dealer to take it for a test drive, then sent our friend a thumbs-up. He negotiated $1,000 from the asking price and voilà…his mom joined the ever-growing legion of EV owners at a bargain price.
There’s a lesson here, as illustrated by the study mentioned earlier. Those considering an EV but hesitate because it seems too expensive should take note of the growing used EV market. Buying used provides an easy entry into zero-emission driving and is an increasingly popular option as more preowned EVs reach the market at bargain prices. Plus, there’s been a growing volume of lease-return EVs hitting the used vehicle market since a high percentage had been leased to take advantage of the popular $7,500 federal EV incentive.
Finding a used EV can be as simple as running across a friend or neighbor who has bought a new EV and is selling their old one. We’ve done that very thing with a 2015 Fiat 500e we ran across during our daily drives and snapped it up. Beyond that or keeping an eye on local dealers’ lots, you can do a Google search using keywords like “buy a used electric vehicle.” You’ll come up with loads of car buying sources like Cars.com, AutoTrader, TrueCar, CarMax, and others. Then start browsing. You will find listings from across the country but try to stay local or regional if possible so you can check out prospective cars in person without having to travel or buying sight-unseen.
You can learn a lot from a visual walk-around and test drive, and even more by having a local mechanic check out a prospective buy. Most mechanics aren’t qualified to analyze an EV’s electric drivetrain, unique electronics, and battery, though they can assess its overall condition and conventional operating systems. With a VIN (vehicle identification number), services like CarFax and AutoCheck can provide detailed information on a vehicle’s history and whether it has been a rental or in accidents. Recurrent, a trusted battery analytics company, can also use a VIN to provide information on a used EV’s battery condition and projected range.
How good of a deal can you get on a used EV? We did few quick searches that revealed a 2023 BMW i4 eDrive40 with 29,000 miles at $32,000, a substantial $25,000 savings from the model’s original $57,000 price. Looking for a high-performance electric sports car? How about a 2021 Porsche Taycan with 23,000 miles that was $81,000 new but now offered for $44,000. An even more dramatic savings was presented by a 2020 Jaguar I-PACE HSE with 43,000 miles at $22,000, a savings of $60,000 from its $82,000 retail cost just five years earlier. We also ran across a 2019 Chevrolet Bolt EV LT with 51,000 miles at $11,000, a savings of $25,000 from its original $36,000 price, and a 2022 Nissan LEAF at 40,000 miles offered for $12,000, some $18,000 less than its $30,000 cost when new.
Financial incentives have been important to new electric vehicle purchases for years and more recently for used EVs, though there’s never a guarantee that incentives of the past will be available at the time you’re considering a purchase. That’s the case now since the federal incentive for used and new EV purchases has ended. Still, be sure to check if incentives are offered for the used EV you’re considering from regional, state, and federal government entities, along with your local electric utility and air quality district. Happy hunting!
We’re all aware of the importance of electrification and the significant carbon reduction achieved by zero-emission electric vehicles. This is why so much emphasis is placed on EVs by decision makers responsible for the cars we drive now and those that will be available to us in the future. But it’s important to ask…are they leading us in the right direction?
Increasing evidence says this is not the case, so those decision makers influencing our driving future should know this: If charting the electrified road ahead is based on presumptions and unrealistic expectations, well… you’re playing with fire and likely headed for trouble. We’re seeing that trouble manifest now, in a big way, as the hot electric vehicle market is being consumed by uncertainty.
So, a bit of sage advice. If you’re playing with fire and you find yourself ablaze, the first rule of thumb is to stop, drop, and roll to smother the flames consuming you. In other words, do something proactive to avoid a profoundly bad ending. Yet, metaphorically, the auto industry has largely avoided this exercise in avoiding self-immolation.
A case in point. While going all-in with electrification seemed a strategic move to auto execs in Dearborn, Ford got burned in its electric vehicle shift…badly. After consistently reporting billions of dollars in quarterly losses in its EV operations, Ford is now making a strategic pivot away from its major EV efforts while taking a reported $19.5 billion write-off in the process. The automaker is also ending its groundbreaking F-150 Lightning electric pickup program after the specter of continuing low sales volume hit home, with little expectation this battery electric pickup will ever sell in numbers required to turn a profit.
This is not the only example of an inherently high-profile EV program flaming out due to financial realities. More than a decade ago, in my editorial Facing Up to the Electric Car Challenge, I pointed out a similar outcome for another trailblazing electric vehicle, GM’s circa-1990s EV1: “The EV1 was so costly to build with such massive losses there was no business case for it to continue, and so it ended, as all other electric vehicle programs of the 1990s ended, for the same reason.”
Of course, that didn’t mean the end of electric vehicles. Rather, automakers did some serious reengineering and strategic planning that has brought us the impressive array of all-electric vehicles now available to consumers, with more to come. But the rebirth that saw a new generation of EVs hasn’t changed many of the fundamental challenges the electric vehicle field has historically faced.
Batteries remain expensive and pure EVs are still costly by nature, which in many cases means they are unprofitable. Yet, the push for battery electric vehicles has continued unabated, supported by the belief that consumer demand will grow, production numbers will significantly increase, and in the interim substantial federal, state, and regional subsidies will continue to flow, supporting a wholesale transition from combustion vehicles to ones powered by batteries.
All these assumptions are now being challenged. Other automakers like GM and Volvo are also backing away from their move toward a future of exclusively producing electric vehicles, choosing instead to build diverse electrified and internal combustion models that buyers in large numbers desire and can afford.
To be fair, all this isn’t entirely the auto industry’s fault. Legislators and environmental interests have aggressively pushed a battery electric vehicle agenda for years while ignoring some pretty obvious uncertainties. Inexplicably, they have done so without considering a bigger picture that embraces an array of other rational approaches and technologies that will contribute to the electric vehicle’s ultimate success.
Choosing how to respond to regulations and legislative agendas is an inherently crucial element in a company’s vision and future strategy. The most high-profile failure here has been the decision to go all-in on the electric agenda even in the face of obvious and major uncertainties, not the least of which is any real proof of sustained consumer demand for battery electric vehicles at prices higher than those of conventionally powered models. There is now a growing realization that consumers may well want something different than what legislators, regulators, and automakers have planned.
Generally, the vast number of car buyers want nothing more than to drive comfortable, safe, and efficient vehicles that fit their needs and those of their families at an affordable price. Sure, there are those who will pay a premium to drive pricier or more exclusive vehicles that speak to their sensibilities, image, or sense of self. But most car buyers must balance features and benefits with financial realities, and vehicle cost and monthly payments are almost always an important factor in a new vehicle purchase.
In the absence of significant federal subsidies – which is the case now – electric vehicle acquisition costs are higher and that has clearly changed the dynamics in this market.
With that realization, we’re now seeing a renewed consumer and automaker interest in other more affordable electrified models including hybrids and plug-in hybrids. Hybrids have a proven track record over the past 25 years so greater adoption is a given. Plug-in hybrid electric vehicles (PHEVs) have long represented the next step on the way to a fully electric vehicle and there will be many more of these coming to new car showrooms.
Then there’s a new twist in the form of extended range electric vehicles (EREVs), essentially more affordable EVs that use smaller battery packs paired with an onboard engine-generator. Reducing battery capacity can significantly lower costs without sacrificing driving range, since the engine-generator produces electricity to recharge the battery and power the vehicle’s drive motors. Automakers see EREVs as a winning strategy and are investing heavily to bring these models into their product lineups.
Of course, there will be many who disagree with any strategy that includes diverse forms of electrification rather than exclusively prioritizing battery electric vehicles. To those who cry “foul,” it’s worth reflecting on what others with a broad view of our transportation future have to say.
Toyota executive vice-president Yoichi Miyazaki frames the carbon challenge this way: “Carbon knows no borders and CO2 reduction is an issue that cannot wait,” adding that “we need to immediately start with what we can do.” In his view, spreading the use of electrified vehicles as quickly as possible and in significant numbers is the imperative, while being “very attentive to the needs of our customers.”
Essentially, that means getting significant numbers of electrified vehicles of all types into the hands of drivers worldwide, in a form that fits their needs. The answer might be a battery electric vehicle in some areas like California with a sizeable public charging network. But for others living in wide-open spaces with a scarcity of public chargers, a better fit might be a hybrid or plug-in hybrid.
Transportation is a huge contributor to carbon emissions and significant change is needed. That said, far too much emphasis has been placed on battery electric vehicles as an urgent and exclusive solution, prompting legislation and regulations with improbable timelines and outcomes.
This needs to be said: In the real world, it’s unrealistic that a wholesale switch to battery electric vehicles would accomplish needed carbon reduction goals on its own, or in a reasonable time frame. Consider that there are some 290 million light-duty vehicles now on our nation’s highways, and they tend to remain on the road about 12 years before being retired. Even if all new car sales were exclusively battery electric vehicles today, it would likely require 25 to 35 years to achieve an entirely battery-powered fleet.
There’s a lot to accomplish with electrification, increased efficiencies, downsizing, and vehicle lightweighting, plus the development of low-carbon, drop-in synthetic fuels for the millions of internal combustion vehicles already on our highways. A more realistic and diverse strategy like this is what’s needed. Imposing unattainable goals with questionable outcomes that force consumers to buy cars they may not want, and nudge automakers toward unnecessary risk, is simply not the answer.
RAM has been around as a distinct brand for some 14 years now, having split from its former identity as a Dodge nameplate in 2009. Since then, RAM has focused solely on pickup trucks and work vans with considerable success, especially with regard to its pickup truck line, which has won Green Car Journal’s Green Truck of the Year™ award three times in recent years. Now RAM has revealed details on its highly anticipated next act in the pickup realm, the all-electric RAM 1500 REV.
Building on the excitement generated by the wild electric RAM Revolution concept shown earlier this year, the 2025 RAM REV rides on the automaker’s all new STLA Frame optimized for full-size electric vehicle models with a body-on-frame design. This high strength steel frame is wider in the middle to accommodate battery packs while affording protection between the frame rails. It also features additional protection beneath courtesy of a full-length underbody belly pan.
This electric RAM pickup is especially noteworthy in that it boasts specs surpassing those of Ford’s F-150 Lightning and upcoming Chevrolet’s Silverado EV. REV will offer two EV powertrain options, with the base package featuring a standard 168 kWh battery pack projected to deliver a driving range of up to 350 miles. A more powerful option brings a 229 kWh battery pack with a targeted range of 500 miles, a feature sure to resonate with pickup buyers whose primary concerns are range and functionality. Normal and one-pedal driving capabilities are built in and regenerative braking comes as a matter of course.
Power won’t be a problem. We know the optional 229 kWh battery pack variant will offer a targeted rating of 654 horsepower and 620 lb-ft torque. Power ratings for the standard 168 kWh battery pack variant have yet to be disclosed. The REV’s projected towing capacity is said to be up to 14,000 pounds, with a payload capacity up to 2,700 pounds.
Charging is handled through the REV’s charge port located at the driver’s side front fender. Illuminated LED lighting and an audible chime lets a driver know that the truck is plugged in and charging. The charge port accommodates Level 1 and Level 2 AC charging connectivity on top and DC fast charging connectivity at the bottom of the charging interface. Drivers should expect the usual overnight charging experience if they have a 240-volt Level 2 wall charger at home. Those on the move can take advantage of the REV’s fast-charge capability at public fast chargers. If an 800-volt DC fast charger is available then the REV can add up to 110 miles of range in just 10 minutes while charging at up to 350 kW.
A handy feature is the RAM 1500 REV’s bi-directional vehicle-to-vehicle, vehicle-to-home, and vehicle-to-grid charging capability. With the use of a 7.2 kW on-board power panel mounted in the bed or a 3.6 kW power panel in the front trunk (frunk), this feature is very helpful during power outages in homes, or for individuals who will potentially use their truck to power equipment. It can also be used to charge your everyday devices if necessary.
REV’s exterior styling lets us know this truck is electric without moving beyond the burly and commanding nature of the brand. A blend of elegance and toughness shows that RAM’s designers certainly didn’t want buyers forgetting what RAM stands for, while also conveying their vision for the future. To that end, the front fascia of this electric pickup features a sporty nature with its muscular hood and low grill. The look is accented with aptly named ‘tuning fork’ LED headlights and unique EV-specific RAM badging. At the rear we find a set of angular LED taillights that span a portion of the tailgate, and are specific to the RAM 1500 REV. RAM is boldly shown at the center of the tailgate and, like the front end, uses an exclusive lettering style to show us that this RAM is indeed electric.
Styling along the REV’s flanks remains quite similar to the current RAM truck with the exception of a flush-mounted chargeport at the driver’s side front fender and unique REV. Familiar lockable ‘RAM Boxes’ are available and positioned beneath the bed rails on either side of the pickup box and feature a handy 115-volt outlet. These boxes are also illuminated to facilitate easy access under low light conditions.
Inside, the blend of practicality and luxury is seamless with premium materials like carbon fiber, metal, and leather with tech peppered throughout. Ample passenger room is built in and functionality is enhanced with second row seats that can fold up for additional cargo capacity. Optional 24-way power adjustments are available for the front seats, including three memory settings and massage capability. Also optional is a 23 speaker Klipsch Reference Premiere audio system.
The REV cabin features a central 14.5 inch touchscreen, 12.3 inch digital instrument display, and a 10.25 inch digital screen mounted in front of the passenger seat. These screens utilize the automaker’s Uconnect 5 system that allows access to eight EV-specific functions across all screens, and entertainment functionality for the passenger screen. The REV also features a configurable head-up display capable of showing an array of selected information beyond vehicle speed, such as turn-by-turn navigation, speed limit, Lane Departure, Lane Keep Assist, and adaptive cruise control. A Uconnect 5 mobile app supports remote start and touchless door lock/unlock functions.
Showcasing many industry-leading specs and visionary style, the RAM 1500 REV is shaping up to be a model in demand when sales begin in advance of its likely arrival at dealers toward the end of 2024. Of course, RAM will continue offering its popular gas-powered pickups to a willing market even as it dives ever deeper into electrification. In the meantime, the 2025 REV shows us that RAM aims to be a serious contender in the electric pickup truck competition.
Rather than following the industry’s massive trend toward models powered exclusively by batteries, Toyota is confident there’s a better way forward. Its strategy is to optimize the use and environmental impact of batteries by offering a diversity of electrified vehicles consumers will actually buy and drive in great numbers, thus leveraging the potential for carbon reduction. This clearly plays to the automaker’s strength: hybrids and plug-in hybrids. There’s the all-electric Toyota bZ4X, of course, and other battery electric Toyota models to come. Just don’t expect that’s all the world’s largest automaker will be offering in the short term.
Enter the 2023 Toyota Crown sedan, this automaker’s newest hybrid. Toyota’s all-new Crown is somewhat of a milestone since so many automakers are killing off their sedans in favor of uber-popular crossover SUVs. In many cases, those crossovers are less SUV than mildly oversized hatchback, but that’s the auto industry for you. The Crown is a sophisticated looking sedan that doesn’t pretend to be something it is not, though it does offer a few twists.
The Crown has an interesting history, first debuting in 1955 as Toyota’s first mass production passenger vehicle before making its way to the States three years later, distinguished as the first Japanese model here on our shores. It had a 17 year run before it was retired from Toyota’s U.S. showrooms.
Now it’s back in all new form as a full-size, four-door sedan available in XLE, Limited, and Platinum grades. While it is a sedan measuring in just a bit larger than Toyota’s popular Camry, the Crown also integrates a slightly taller roofline, thus the ‘twist.’ This taller roof flows rearward into an elegant sportback design, accented by thin blade-style rear taillights. The front features blade running lights, sharp headlights, and a distinctively imposing grille design that’s come to signify Toyota and Lexus products these days. Its sides are handsomely sculpted and accented by large alloy wheels and wheel well cladding.
Beneath the hood resides one of two available hybrids, no surprise since this a Toyota and hybrids are its game. The more efficient of the two-motor hybrid models is powered by a fourth-generation, 2.5-liter Toyota Hybrid System (THS) that Toyota says should net an estimated 38 combined mpg. It connects to an electronically controlled continuously variable transmission.
Those looking for higher performance may opt for the Platinum grade, which comes standard with a 2.4-liter turbocharged HYBRID MAX powerplant, the first application of this more powerful Toyota hybrid system in a sedan. Delivering power to the road through a direct shift six-speed automatic transmission, the HYBRID MAX boasts 340 horsepower for spirited performance and offers a Toyota-estimated 28 combined mpg. All grades come with electronic on-demand all-wheel drive. A plug-in hybrid variant is said to be coming but details are not yet available.
The Crown’s cabin is designed to deliver a premium feel, featuring nicely bolstered front seats with 8-way power adjustment, intelligent controls, and wireless Qi charging with an array of readily accessible ports to accommodate today’s electronic devices. A Multi Information Display ahead of the driver provides the usual instrumentation along with selectable functions, including hybrid information that coaches eco-driving for netting maximum efficiency. In addition, a 12.3-inch center Toyota Audio Multimedia display features Apple CarPlay and Android Auto integration and is audio and touch capable.
Upholstery is either Softex and black woven fabric or leather, depending on grade. A panoramic moonroof standard on Platinum and Limited grades lends an additional feel of openness to the cabin. LED ambient lighting adds to the interior’s ambiance and upscale feel. Significant effort has been devoted to creating a relaxed and quiet cabin environment through extensive placement of sound-deadening materials throughout plus the use of acoustic glass.
Toyota Safety Sense 3.0 is standard across all grades to enhance safety on the road. This includes such desired features as pre-collision with pedestrian detection, dynamic radar cruise control, lane departure alert with steering assist, blind spot monitor, and rear cross traffic alert. Other assist features such as automatic high beams, road sign assist, rear seat passenger reminder, and hill start assist control are also standard fare for all versions of the Crown. Those stepping up to the Platinum trim level also get Toyota’s advanced park system that identifies available parking spots and allows automated parallel and reverse/forward perpendicular parking.
Toyota’s Crown is a timely addition to this automaker’s lineup, giving fans of the brand a new, more exciting sedan option just as the more conservative Avalon sedan is heading off into the sunset. Pricing has not yet been announced but we figure the Crown will start somewhere in the neighborhood of the low $40,000s. We also expect this new model to be a hit for Toyota, serving the automaker well as it hones its hybrid and plug-in hybrid strategy while continuing to evolve its future electrified product line.
The Hyundai Tucson has long been a popular choice for those desiring the functionality of a crossover SUV at a reasonable price. Making the case even stronger now is an expanded list of Tucson offerings highlighted by plug-in hybrid and enthusiast-oriented N Line models that have joined the line’s gas-powered and electric hybrid variants.
Conventionally-powered Tucsons are equipped with a 2.5-liter engine delivering 180 hp and 195 lb-ft torque, delivering 26 city/33 highway mpg. PHEV and hybrid Tucson models share a 1.6-liter, turbocharged and direct-injected inline four-cylinder gas engine. These are equipped with Hyundai’s Continuously Variable Valve Duration technology that optimizes valve opening duration to improve power, efficiency, and emissions. The hybrid gets a 59 horsepower electric motor and 1.5 kWh lithium-ion battery that brings 226 total system horsepower and up to 38 city/38 highway mpg.
With the addition of the plug-in hybrid’s 90 hp electric motor and a larger 13.8 kWh lithium-ion battery, total system horsepower increases to 261 hp and 258 lb-ft torque. EPA rates the Tucson PHEV’s electric-only range at 33 miles and fuel economy at 80 MPGe, with a 35 mpg combined city/highway mpg rating running on gasoline. Hyundai says the model’s onboard 7.2 kW charger will allow charging the battery in less than two hours when connected to a 220-volt Level 2 charger.
The remainder of the Tucson PHEV’s drivetrain consists of a six-speed automatic transmission with steering wheel-mounted paddle shifters and a standard HTRAC AWD system with selectable drive modes. All Tucson models, including the PHEV, have a maximum tow rating of 2,000 pounds. The PHEV’s curb weight is a few hundred pounds higher than the conventional and hybrid models, so its payload capacity is commensurately less, rated at 1,012 pounds for SEL models and 1,166 pounds for Limited versions.
A higher level of driving dynamics is delivered to match the Tucson’s sporty new exterior design. The AWD PHEV and hybrid models are built with Hyundai’s e-handling technology that, under certain road conditions and driving inputs, applies an incremental amount of electric motor torque to the wheels. This enables the e-handling system to affect vehicle weight transfer – and therefore the tire’s contact patch – to improve cornering.
Tucson models are equipped with a number of safety technologies as part of Hyundai’s SmartSense Safety Feature suite. Standard safety features on both the SEL and Limited models of the Tucson PHEV include Forward Collision-Avoidance Assist, Blind-Spot Collision-Avoidance Assist, Lane-Keeping Assist, Driver-Attention Warning, and Rear Cross-Traffic Collision-Avoidance Assist. Limited models add such features as blind-view and surround-view monitors and Remote Smart Parking Assist.
The Tucson PHEV’s interior amenities vary depending on model. Both SEL and Limited are equipped with Apple CarPlay and Android Auto capabilities and have USB charging points for front and rear passengers. Stepping up to the Limited adds a 10.25-inch digital instrument cluster and 10.25-inch color touchscreen (SEL has an 8-inch screen), a Bose premium sound system, and wireless device charging.
Prices start at $25,800 for the standard 2.5-liter powered Tucson with the hybrid coming in at $29,750 and the plug-in hybrid $35,400.
Green Car Journal’s Green Car Awards, the annual awards program honoring the year’s most standout new ‘green’ models, was presented at the Virtual Greenbuild Conference + Expo in November this year. The 2021 virtual awards program was an innovation during an unusual year, amid the postponement and cancellation of international auto shows where the Green Car Awards typically take place.
Over the years, these high-profile awards have grown along with the expanding field of ‘green’ cars on the road. They now recognize not only the magazine’s signature Green Car of the Year, but also exceptional models that speak to families, city dwellers, luxury buyers, pickup enthusiasts, and those requiring the functionality of an SUV. All provide the traditional touchstones of safety, quality, value, style, and performance, plus that fun-to-drive quality important to most drivers. What they add are greater efficiency, lower carbon and tailpipe emissions, petroleum reduction or displacement, or operation on battery electric power.
GREEN CAR OF THE YEAR
This year’s candidates for 2021 Green Car of the Year reflect the auto industry’s transition toward electrification, even as it continues to make internal combustion ever-more efficient. Three of this year’s finalists, the Mustang Mach-E, MINI Cooper SE, and Volkswagen ID.4, drive exclusively on zero-emission battery power. The BMW 330e is a plug-in hybrid that drives up to 23 miles on battery power and hundreds more as a hybrid. The Hyundai Elantra is offered with either an efficient gasoline engine or a gas-electric hybrid achieving up to 50 miles per gallon.
Rising to the top of the field is Green Car Journal’s 2021 Green Car of the Year, Ford’s all-new Mustang Mach-E, a model that boasts an instantly-recognizable name and heritage, while breaking new ground as an all-electric crossover featuring up to 300 miles of range. Performance is part of the package, as is unmistakable style and all the latest advanced electronics.
The 2021 Green Car of the Year® is selected by a highly-respected jury comprised of energy and environmental leaders including Mindy Lubber, president of CERES; Jean-Michel Cousteau, president of Ocean Futures Society; Dr. Alan Lloyd, president emeritus of the International Council on Clean Transportation and senior research fellow at the Energy Institute, University of Texas at Austin; Clay Nesler, interim president of the Alliance to Save Energy; and Matt Petersen, president and CEO of Los Angeles Cleantech Incubator and advisory board chair of Climate Mayors. Rounding out the Green Car of the Year jury is celebrity auto enthusiast Jay Leno and Green Car Journal editors .
LUXURY GREEN CAR OF THE YEAR
At a more premium price point, 2021 Luxury Green Car of the Year finalists also illustrate the momentum achieved by electric drive in the new car vehicle field. Four of these premium vehicles are all-electric models – the Audi e-tron Sportback, Polestar 2, Tesla Model Y, and Volvo XC40 Recharge. The fifth, the Lincoln Corsair Grand Touring, is the plug-in hybrid variant of Lincoln’s Corsair compact crossover that combines gas-electric hybrid and all-electric driving.
Honored as this year’s Luxury Green Car of the Year is the Polestar 2, a groundbreaking model from Polestar on many levels. This all-new premium vehicle is only the second of this new auto brand’s model offerings, and the first to be all-electric. This zero-emission, two-door fastback looks to the future even as it foregoes futuristic styling, instead choosing to offer an understated yet elegant and sophisticated design, tasteful appointments, and a nearly 300 mile range on battery power.
URBAN GREEN CAR OF THE YEAR
Urban environments pose their own unique challenges – tight spaces, often crowded streets, and hard-to-find parking. Here, smaller vehicles with a compact physical footprint and easy maneuverability are always top choices. The 2021 Urban Green Car of the Year award recognizes vehicles especially well-suited for life in the city. Top choices for this year’s award are the Hyundai Venue, Kia Seltos, Kia Soul, MINI Cooper SE, and Nissan Versa. Four are conventionally-powered – three of them crossover SUVs and one a compact sedan – with the fourth, the MINI Cooper SE, an all-electric crossover.
Taking top honors for 2021 Urban Green Car of the Year is the all-electric MINI Cooper SE. Standing out as an ideal vehicle for the city, the Cooper SE is compact in stature and big on features. Its represents what this brand all about: An iconic look, great maneuverability, and driving fun wrapped in a small package. Plus, electric power means zero localized emissions and no trips venturing out to the gas station in a crowded urban environment.
FAMILY GREEN CAR OF THE YEAR
While any model can serve family duty, those offering extra versatility and thoughtful family-friendly features are high on many shopping lists. Today, driving ‘green’ has also become a priority. Minivans have always been a solid choice, but these days three-row crossover SUVs can also do the job as family hauler. Finalists for 2021 Family Green Car of the Year are the Chrysler Pacifica Hybrid, Honda Odyssey, Kia Sorrento Hybrid, Toyota Highlander Hybrid, and Toyota Sienna. The Kia Sorrento Hybrid and Toyota Highlander Hybrid crossovers drive on efficient hybrid power. Honda’s Odyssey minivan features an efficient V-6 with variable cylinder management. The Toyota Sierra is exclusively a hybrid-powered minivan, while the Chrysler Pacifica Hybrid minivan also offers plug-in hybrid power.
Standing out as Family Green Car of the Year is the Toyota Sienna, a minivan that seeks to set the standard for modern family haulers. The stylish and fuel-efficient Sienna offers premium sedan-like style, admirable hybrid fuel efficiency, and a thoughtful blend of family-desired features along with driver-centric characteristics not always associated with minivans. It shows Toyota’s keen grasp of how to make a modern minivan that not only serves up family functionality, but also premium car style and appeal.
GREEN SUV OF THE YEAR
The hottest segment in the automotive field today is the SUV, either full-size or compact, traditional or crossover, two-row or three, conventional, hybrid, or plug-in. There are no shortage of choices, which makes narrowing the field to five outstanding finalists no small challenge. The top five finalists emerging this year for Green SUV of the Year are the Audi Q5 55 TFSI e, BMW X3 xDrive 30e, Jeep Wrangler 4xe, Toyota RAV4 Prime, and Toyota Venza. Four of these –from Audi, BMW, Jeep, and Toyota – are plug-in hybrids with an all-electric driving range from 18 to 42 miles, and additional hundreds of miles on hybrid power. Toyota’s Venza is an all-wheel drive, tech-rich hybrid with exceptional fuel efficiency.
Taking top honors for the 2021 Green SUV of the Year title is the Jeep Wrangler 4xe, an SUV that’s different in many ways from others in its class. To some, it’s an SUV in the traditional sense with high functionality and loads of versatility that’s perfect for the diversity of everyday life. But to others, it’s that, plus a means of escape, heading toward the city one day and then driving the path less taken on another, a path often rough, unpaved, and pointed towards adventure.
GREEN TRUCK OF THE YEAR
This year’s Green Truck of the Year finalists embody all the workhorse capabilities expected of a modern pickup while offering passenger car-like comfort, advanced on-board electronics, and levels of fuel efficiency unheard of in pickups of just a decade ago. Pickups honored as finalists for Green Truck of the Year are the Chevrolet Colorado, Chevrolet Silverado, Ford F-150, Jeep Gladiator EcoDiesel, and RAM 1500. All offer diverse powertrain choices, from gasoline and diesel internal combustion to variations of mild- and full-hybrid power.
Powering its way to well-deserved recognition as 2021 Green Truck of the Year is the Ford F-150, a pickup long distinguished as the best-selling model in the nation and a champion of innovation. Beyond its wide array of configurations, powertrain choices, payload capacities, and towing capabilities, it now adds such innovations as an efficient PowerBoost hybrid powerplant, fold-flat ‘sleeper’ seats, and an available Pro Power Onboard output system with outlets that allow the truck to function as a mobile generator at worksites or campsites.
The Green Car Awards™ program, presented annually since 2005, is an important part of Green Car Journal's mission to showcase environmental progress in the automotive field.
The driving range of electric vehicles is becoming less of an issue as they surpass 200 miles or greater, approaching the distance between fill-ups of some internal combustion engine vehicles…or maybe the bladder capacity of their drivers. However, the time it takes to recharge an EV is still a negative attribute.
Generally, EVs charge at a fairly slow rate. A 240-volt Level 2 home or public charger will charge a Chevy Bolt from depleted to full in about 4 1/2 hours, providing a range of about 238 miles. That’s a far cry from 5 minutes to fill a gas tank. It’s significantly slower when charging a Bolt with a Level 1 charger using a household’s standard 120-volt power since this adds only about 4 miles an hour!
Of course, charging companies and automakers are working together to expand the small-but-growing network of fast chargers in key areas of the country, allowing EVs to gain up to 90 miles of charge in around 30 minutes. Tesla claims that its Supercharger stations being upgraded to Version 3 can charge a Tesla Model 3 Long Range at the rate of about 15 miles a minute, or 225 miles in just over 15 minutes under best conditions.
If current technology EVs become popular for mid- to long-range travel, gasoline stations, truck stops, and public charging stations equipped with Level 2 and even somewhat faster chargers run the very real risk of becoming parking lots.
When it comes to charging EVs, charging times come down to kilowatts available. The best Tesla V3 charger is rated at 250 kilowatts peak charge rate. Now, much research is being done here and in other countries on what is called Extreme Fast Charging (XFC) involving charge rates of 350-400 kilowatts or more. The U.S. Department of Energy is sponsoring several projects aimed at reducing battery pack costs, increasing range, and reducing charging times.
There are several challenges for XFCs. First, when lithium-ion (Li-ion) batteries are fast charged, they can deteriorate and overheat. Tesla already limits the number of fast charges by its standard Superchargers because of battery degradation, and that’s only at 120-150 kilowatts. Also, when kilowatt charging rates increase voltage and/or amperage increases, which can have a detrimental effect on cables and electronics.
This begs the question: Is the current electrical infrastructure capable of supporting widespread use of EVs? Then, the larger question is whether the infrastructure is capable of handling XFC with charging rates of 350 kilowatts or more. This is most critical in urban areas with large numbers of EVs and in rural areas with limited electric infrastructure.
The answer is no. Modern grid infrastructures are not designed to supply electricity at a 350+ kilowatt rate, so costly grid upgrades would be required. Additionally, communities would be disrupted when new cables and substations have to be installed. There would be a need for costly and time-consuming environmental studies.
One approach being is XFC technology being developed by Zap&Go in the UK and Charlotte, North Carolina. The heart of Zap&Go's XFC is carbon-ion (C-Ion) energy storage cells using nanostructured carbons and ionic liquid-based electrolytes. C-Ion cells provide higher energy densities than conventional supercapacitors with charging rates 10 times faster than current superchargers. Supercapacitors and superchargers are several technologies being considered for XFCs.
According to Zap&Go, the C-Ion cells do not overheat and since they do not use lithium, cobalt, or any materials that can catch fire, there is no fire danger. Plus, they can be recycled at the end of their life, which is about 30 years. Zap&Go's business model would use its chargers to store electric energy at night and at off-peak times, so the current grid could still be used. Electrical energy would be stored in underground reservoirs similar to how gasoline and diesel fuels are now stored at filling stations. EVs would then be charged from the stored energy, not directly from the grid, in about the same time it takes to refuel with gasoline.
The fastest charging would work best if C-Ion cell batteries are installed in an EV, replacing Li-ion batteries. EVs with Li-ion batteries could also be charged, but not as quickly. Alternatively, on-board XFC cells could be charged in about five minutes, then they would charge an EV’s Li-ion batteries at a slower rate while the vehicle is driven, thereby preserving the life of the Li-ion battery. The downside is that this would add weight, consume more room, and add complexity. Zap&Go plans to set up a network of 500 ultrafast-charge charging points at filling stations across the UK.
General Motors is partnering with Delta Electronics, DOE, and others to develop XFSs using solid-state transformer technology. Providing up to 400 kilowatts of power, the system would let properly equipped electric vehicles add 180 miles of range in about 10 minutes. Since the average American drives less than 30 miles a day, a single charge could provide a week’s worth of driving.
The extreme charging time issue might be partly solved by something already available: Plug-in hybrid electric vehicles (PHEVs). As governments around the world consider banning or restricting new gasoline vehicles in favor of electric vehicles, they should not exclude PHEVs. Perhaps PHEVs could be designed so their internal combustion engines could not operate until their batteries were depleted, or their navigation system determines where they could legally operate on electric or combustion power.
The Kona, Hyundai’s newest and smallest crossover, serves up a pleasing design and welcome functionality. It is offered with a choice two gasoline engines that net up to 33 highway mpg, and also as a battery electric vehicle.
Styling cues are a bit different on the Kona Electric, but subtle except for its distinctive closed grille. Silver side sills, unique 17-inch alloy wheels, and badging also differentiate the electric variant. Kona Electric sales are initially being focused on California and select states that have adopted California’s Zero Emission Vehicle (ZEV) program.
The Kona is available in three trim levels – SEL, Limited, and Ultimate. Kona SE and SEL models are powered by a 147-horsepower, 2.0-liter four-cylinder coupled to a six-speed automatic transmission. This combo achieves an EPA rating of 28 city/32 highway mpg. Kona Limited and Ultimate trim levels are powered by a 175-horsepower, turbocharged 1.6-liter four-cylinder with a seven-speed, dual-clutch automatic transmission. Here, EPA numbers are 27 city/33 highway mpg. Front-wheel drive is standard with all-wheel drive an option for both powerplants.
Powering the Kona Electric is a 201 horsepower, permanent-magnet electric motor driving the front wheels. Energy is provided by a 64 kWh lithium-ion polymer battery that delivers an impressive EPA estimated 258 mile range. Offshore markets also get a base electric version with a smaller 39.2 kWh battery that’s good for about 186 miles, but that configuration is not offered in North America. The Kona Electric earns a combined EPA efficiency rating of 120 MPGe. Acceleration is quite good with a 0-60 mph sprint taking 7.6 seconds. Kona Electric’s top speed is electronically limited at 104 mph.
When connected to a fast-charge 10 kW Combined Charging System, the battery pack can be recharged from a depleted state in about 54 minutes. It takes 75 minutes to recharge with a more common 50 kW CCS fast-charge system. With more readily-available Level 2 (240-volt AC) public or home charging and the Kona’s onboard 7.2 kW charger, replenishing a depleted battery takes about 10 hours. The charge port is located in the front fascia just below the driver’s side headlight.
There are a host of driver assist features available. Hyundai SmartSense safety technologies standard on all trim levels include Forward Collision-Avoidance Assist, Driver Attention Warning, and Lane Keeping Assist. Optionally available are Rear Cross-Traffic Collision Avoidance Assist, Blind Spot Collision Warning, High Beam Assist, Rear View Monitor, and Smart Cruise Control.
The gasoline-powered Kona has an MSRP of $19,990, while the Kona Electric is offered at a base price of $36,450.
Part of Honda’s Clarity triple-play – along with the hydrogen-powered Clarity Fuel Cell and more mainstream Clarity Plug-In Hybrid – the Clarity Electric is a model that clearly cuts its own path.
It does not aim to be part of the ‘200 mile club,’ the latest generation of uber-electrics that claim a battery electric driving range greater than 200 miles between charges. It also does not cultivate efficiencies through a compact form designed to eke the most from every electron. Nor is it exceptionally lightweight, another common nod to the need for making the most of the battery power carried on board. In fact, there is little about the Clarity Electric that makes us think of other all-electric vehicles…save for the fact that it runs exclusively on zero-emission battery power, of course. This mid-size, five-passenger battery electric vehicle aims to be in a league of its own.
First of all, let’s discuss driving range, which is EPA rated at 89 miles between charges while delivering a combined 114 MPGe (miles-per-gallon equivalent). Yes, that’s more limiting than that of the 200+ mile club, but there’s a reason. Honda designed the Clarity Electric with the needs of commuters in mind…those who want their daily drive to be in a highly-efficient, zero-emission electric car with a sophisticated look and premium feel. And they designed it so it was significantly more affordable than premium competitors offering higher-end electric models with features similar to those of the Clarity. Currently, the Clarity Electric is offered at a $199 monthly lease in California and Oregon where this battery-powered model is available.
Honda figures that an approach focused on commuters is a sweet spot for the Clarity Electric. Its range fits the needs of most commutes and its price is certainly justifiable for a commuter car, and a luxurious one at that, with fuel costs substantially less than conventionally-powered models. Plus, most households have two cars at their disposal, sometimes more. Having a Clarity Electric as a primary commuter car with a conventional gasoline or hybrid vehicle also in a household’s stable covers all bases.
Honda gave a lot of thought to the cabin design with welcome touches throughout. We especially like the ‘floating’ design of the center console with its array of integrated controls and flat storage tray beneath, with 12-volt and USB outlets. The dash features a handsome suede-like material and an 8-inch touchscreen display elegantly integrated into the dash. Deep cupholders feature flip-up stays for holding smaller drinks. Side door pockets are large enough to accommodate water bottles. The trunk offers plenty of room and is illuminated when the trunk lid is remotely or manually unlatched. At night this allows you to immediately note what’s inside through the trunk lid’s clear back panel before opening…something we’ve really come to appreciate over time.
Driving the Clarity Electric is a satisfying experience, with this sedan both well-mannered and responsive. Power is delivered by a 161 horsepower electric motor energized by a 25.5 kWh lithium-ion battery that can be charged in about three hours with a 240 volt charger, or in as little as 30 minutes with a public DC fast-charge system to an 80 percent state-of-charge. While its primary job may well be to handle everyday driving needs and negotiate traffic, it also delivers plenty of fun on twisty canyon roads with flat cornering and confident steering. It’s quick, like almost all electrics are because of instant torque delivered at launch, providing very satisfying acceleration.
Also appreciated is the Clarity’s handy Apple CarPlay integration and its Honda Sensing suite of driver-assist technologies. Among these are important features like adaptive cruise control with low-speed follow, forward collision warning, collision mitigation braking, lane departure warning, and road departure mitigation.
The Clarity Electric has served us well on our daily drives over the course of Green Car Journal’s ongoing long-term test. Its use supports what Honda envisioned for this efficient electric car. It has been ideal for around-town duty, area trips within its range, and daily commutes. Its thoughtful and sophisticated – dare we say futuristic – design and very satisfying drive experience are appreciated every day we’re behind the wheel.
With the growing market acceptance of electric vehicles in the U.S. comes an unprecedented auto industry focus on delivering these vehicles to consumers. Today nearly all major auto manufacturers and a handful of boutique automakers offer a growing lineup of electrified models.
When considering the purchase of an electric vehicle, the task of home charging is second in importance only to an electric’s driving range. How long will a charge take, and how often will it be needed? The cost associated with enabling home charging is also top-of-mind since using public or workplace chargers is a plus, but nothing beats the conveniences of overnight charging at home.
There’s an affordable and easy answer to these home EV charging concerns with the AV TurboCord Dual, developed by AeroVironment and available as part of Webasto’s EV Solutions product line. TurboCord Dual presents a portable transformable solution that aims to promote convenient electric vehicle charging using the two most common electrical outlets found in homes.
AV TurboCord Dual is a portable EV charging solution enabling both 120 or significantly faster 240 volt charging as needed through a quick clip-release adapter interface. It does not require hardwired installation to facilitate dual voltage charging, but rather connects to a standard 120 volt household outlet or 240 volt outlet.
While there is much competition in the home charging segment, there’s a lot to like about the AV TurboCord for its compact size, portability, and ease of operation. TurboCord Dual will look familiar to anyone who has used AV public charging stations in much of the U.S. Simply open the charge port on your EV of choice, look for the pulsing light on the business end of the TurboCord, and you’re charging. When the unit stops blinking, you’re done.
TurboCord Dual delivers a great solution for battery electric and plug-in hybrid vehicles alike, either at home or on the road. A handy carrying case easily stores the charger, power cord, and chargeport connector. AV TurboCord is available online or from your local building center.
Volvo’s smallest crossover features an aggressive design that’s a bit of a departure for the automaker, even as it retains the fundamental styling cues that say ‘Volvo.’ The first model built on the automaker’s Compact Modular Architecture, the new XC40 is offered as either a T4 front-wheel drive or T5 all-wheel drive and in three trim levels. The XC40 looks deceptively small but has plenty of cargo and passenger capacity for longer trips. A plug-in hybrid and possibly an all-electric model are likely in the future.
Inside, the stylish cabin aims for an uncluttered look while still providing all the amenities SUV buyers desire. Functionality is a top priority, which the XC40 provides in intelligent ways with features like spacious door bins that accommodate a laptop or tablet, easily accessible under-seat drawers for stashing wallets or other necessities, and even a trash bin for cleaning up clutter. The front storage compartment holds a wireless charge pad for smartphones. Other welcome features include a standard 9-inch Sensus Connect touchscreen and an available panoramic sunroof that provides loads of available light.
All XC40s are powered by a 2.0-liter, turbocharged four-cylinder Drive-E engine. In the T4 this engine is rated at 187 horsepower and 221 lb-ft torque. Engine output increases to 248 horsepower and 258 lb-ft torque in the all-wheel drive T5. Both connect to an eight-speed automatic transmission. Manual gear shifts are possible with the Volvo’s shift lever or, alternatively, via steering wheel shift paddles on the R-Design model.
Standard on all XC40s are Automated Emergency Braking with Pedestrian Detection, Forward-Collision Warning, Lane-Keeping Assist with Lane-Departure Warning, Automatic High-Beam Headlamps, Driver-Attention Monitor, and Traffic-Sign Detection. A self-parking feature, front and rear parking sensors, and Blind-Spot Monitoring with Rear Cross-Traffic Alert can be added as part of the Vision package.
Volvo offers Pilot Assist as a part of a Premium package. This is essentially adaptive cruise control with a semi-autonomous driving mode. It keeps the XC40 within its own lane and maintains a set speed and distance behind the vehicle ahead. Unlike some other near-self-driving systems, Pilot Assist requires the driver to keep his hands on the steering wheel at all times…perhaps not a surprise considering Volvo’s longstanding focus on safety.
The 2019 XC40 serves up 23 city and 33 highway mpg, at a starting cost of $33,700. Another option is Care by Volvo, an innovative subscription service that includes use of a new XC40 Momentum ($600 per month) or R-Design ($700 per month) for a maximum of 15,000 miles per year. Insurance, maintenance, and road-hazard protection are included, plus the opportunity for the lessee to upgrade to a new XC40 each year for the same all-inclusive monthly payment. A subscription lasts for 24 months.
Nissan's all-new, sixth-generation Altima has been extensively redesigned with greater refinement and efficiency, along with a more aerodynamic body boasting an impressive 0.26 drag coefficient. Distinctive styling cues include a more aggressive front facia with a V-motion grille and streamlined boomerang lights.
Inside there is a standard 7-inch driver display and a NASA-inspired zero gravity seat that enhances comfort and fights fatigue. Apple CarPlay and Android Auto come standard. Every 2019 Altima also comes equipped with a standard 8-inch multi-touch color display, Bluetooth hands-free phone system, streaming audio via Bluetooth, hands-free text messaging assistant, and Siri eyes free voice recognition. Some remote features are also accessible through NissanConnect Services’ Amazon Alexa Skill and Google Assistant Action.
Power is provided by a naturally aspirated, 2.5-liter four-cylinder engine producing 188 horsepower. There’s also an all-new, 2.0-liter turbocharged four-cylinder engine with 248 horsepower on tap. The world’s first production variable compression engine, this 2.0-liter powerplant enables compression ratio to adjust from 8:1 to 14:1 by continuously raising or lowering piston reach for performance or greater efficiency. Both engines connect to an Xtronic continuously variable transmission. Paddle shifters are available with the SR grade.
Every 2.5-liter Altima is now available with Intelligent All-Wheel Drive with a 50:50 torque split in most situations, a first for a Nissan sedan and something that remains a relative rarity in this segment. Front-wheel drive 2.5-liter models are rated at 28 city/39 highway mpg.
Unique in the class, Nissan’s ProPILOT Assist helps drivers stay centered in the lane, navigate stop-and-go traffic, maintain a set vehicle speed, and maintain a set distance to the vehicle ahead. To activate the system, a driver simply pushes the blue ProPILOT Assist ON button, then sets the Intelligent Cruise Control when the desired speed is reached, similar to a conventional advanced cruise control system. It uses a forward-facing camera, forward-facing radar, sensors, and an electronic control module.
Along with ProPILOT Assist, also new for 2019 is Rear Automatic Braking that helps a driver by detecting and warning of objects while backing up, and if necessary applying brakes to help avoid a collision. Other safety and convenience features include standard Automatic Emergency Braking, Intelligent Forward Collision Warning, and Intelligent Driver Alertness 3 on all grades.
Intelligent Around View Monitor is standard on the Altima Platinum. Safety Shield 360 includes Automatic Emergency Braking with Pedestrian Detection, Rear Automatic Braking, Lane Departure Warning, radar-based Blind Spot Warning, Rear Cross Traffic Alert, and High Beam Assist (HBA). A new Traffic Sign Recognition system provides the most recent speed limit information.
The 2019 Nissan Altima offers a base cost of $23,900, a point of entry approachable for a great many buyers seeking a fun-do-drive, stylish vehicle offering laudable fuel efficiency and some of the most advanced technology available in its class.
Our drive of the 2019 Lexus ES 300h, the hybrid variant of this automaker’s all-new, seventh-generation ES sedan, was accommodating as expected from this luxury brand with welcome performance. During our drives we found turn-in sharp and precise. Considering front-to-rear weight distribution is heavy over the front wheels, the suspension compensates well and the car feels well-balanced.
Built on Lexus’ new Global Architecture-K platform, the ES enjoys a 2.6-inch increase in length, 1.8-inch increase in width, and wider front and rear tracks compared to the model it replaces. It also offers a two-inch longer wheelbase at 113 inches and a more spacious rear compartment.
The luxury sedan’s most striking angle is its profile that shows low hood and roof lines. From the front it’s the automaker’s unmistakable spindle grill that dominates, enhanced by slim L-shaped LED projector headlights.
The ES 300h layout is front engine, front wheel drive with power derived from a 2.5-liter 4-cylinder engine, plus an electric motor mated to an all new hybrid transaxle. This delivers 215 total system horsepower. A six-speed automatic transmission with paddle shifters is electronically controlled and continuously variable.
Powering the electric motor is a nickel-metal-hydride battery that's more power dense and compact than its predecessor, allowing it to be relocated from the trunk to beneath the rear seat, thus adding welcome trunk space. This fourth-generation Hybrid Drive System enables accelerating from 0-60 mph in 8.1 seconds and provides a nearly 600-mile driving range, plus excellent combined 44 mpg fuel economy.
Inside is a well-appointed cabin that’s tranquil and free of exterior noise. New suction-type ventilated cooling seats kept us as comfortable and entertained as any in the new movie theaters. There are lots of choices for interior personalization with three color schemes available, four trims, and three material options for the seats. The car’s standard audio has 10 speakers, and to please audiophiles there’s the optional Mark Levinson audio with 1800 watts and 17 speakers.
Of course, the ES 300h offers all the latest driver assistance systems plus an array of convenience features like Apple CarPlay, and it will be Amazon Alexa-enabled for Android phones and iPhones. Outstanding fuel consumption, a striking design, and first-class amenities make the new Lexus ES 300h a real contender for today’s premium car buyers.
The price of entry for the conventionally powered 2019 Lexus ES is $39,500, with the ES 300h hybrid just $1,810 more at $41,310.
Our drive of the new generation 2018 Nissan LEAF quickly reinforced this is a whole-new animal, a new generation of the venerable electric car intended to capture the imagination and, not coincidentally, market share in the increasingly competitive electric vehicle field.
We have history with the LEAF. Green Car Journal first experienced the original LEAF’s capabilities in a technology demonstrator designed to share what Nissan had in mind for its groundbreaking, soon-to-come production electric vehicle. At Nissan’s behest, we tested the automaker’s LEAF-destined electric drivetrain in its EV-12 test mule back in 2009 at Nissan’s global headquarters in Yokohama, Japan. We later witnessed the LEAF’s unveiling, clearly showing Nissan’s willingness to push the envelope for electric cars with an edgy design.
We were impressed. So much so, in fact, that Green Car Journal honored the LEAF with the magazine’s 2010 Green Car Vision Award™ in Washington DC, ahead of its introduction to the market. Nissan’s insight into what electric vehicle buyers desired has indeed proved visionary over the years. Testament to this is the LEAF’s standing as the world’s leading affordable, mass production EV since its launch.
The all-new generation Nissan LEAF aims to expand on this success with new styling and a 50-percent increase in driving range. It also features a full suite of Nissan Intelligent Mobility technologies. This all-electric model is more attractive with excellent aerodynamics that result in a low 0.28 drag coefficient. Improved aerodynamics not only means a quieter ride but also contributes to greater range. That’s an important consideration in electric cars with near-silent drivetrains that don’t mask outside noise.
The new Leaf features a 150-mile driving range between charges compared to the previous generation’s 100 miles. This is an important milestone that serves to overcome potential ‘range anxiety.’ Why 150 miles rather than shooting for the 200+ mile range like the Chevy Bolt EV and Tesla Model 3? It’s all about balancing price with functionality. Simply, Nissan aimed at providing an affordable price point under $30,000 for the LEAF. That meant delivering the range it figured would fit the driving needs of most drivers while keeping battery costs within reason. It’s a sound strategy.
A more powerful 40 kWh lithium-ion battery pack features improvements and revised chemistry that bring a 67 percent increase in energy density. Nissan designers have located the low-slung battery pack and other heavy components to the middle of the chassis to enhance the car’s center of gravity and handling. Fun fact: Using vehicle-to-home systems, the LEAF’s battery can store a home’s surplus solar energy while parked during the daytime and use it to help power a home in the evening.
LEAF’s electric powertrain features a 147-horsepower electric motor that’s well-suited to the model. It provides 38 percent more horsepower than the previous version with 26 greater torque for improved acceleration. Acceleration is crisp with more than enough power at the ready for all the driving situations we encountered on twisty roads and Interstates. Intelligent Ride Control delivers more precise motor torque control during cornering. This also reduces vibration while improving ride quality and steering control. Electric power steering software has been tweaked for improved steering feel. The LEAF’s steering torsion bar is also stiffer for better feedback and more linear response to steering inputs.
Nissan’s e-Pedal slows down the car via regenerative and friction braking when a driver’s foot lifts off the accelerator. This delivers electricity to the battery while essentially providing braking force without using the car’s brake pedal. It even brings the car to a complete stop. We found that driving with e-Pedal kept our LEAF tester in place while stopped on a steep hill without requiring a foot on the brake pedal. Notably, e-Pedal allows drivers to go without using the brake pedal 90 percent of the time.
LEAF’s ProPILOT cruise control conveniently maintains a constant distance to the vehicle ahead. If that vehicle stops, ProPILOT automatically applies brakes to also bring the LEAF to a full stop. It remains stopped even with your foot off the brake. Driving resumes when ProPILOT is activated with the touch of a switch or light pressure on the accelerator. The system also helps keep the LEAF centered in its lane at speeds between 19 and 62 mph. Other LEAF driver-assist technologies include Intelligent Lane Intervention, Lane Departure Warning, Intelligent Emergency Braking, Blind Spot Warning, Rear Cross Traffic Alert, and Intelligent Around View Monitor with moving object detection.
The new LEAF’s interior has a more luxurious and high-end look. Its dashboard is dominated by a seven-inch display for infotainment and the navigation system, if so equipped, plus Nissan's Safety Shield state-of-charge and power gauge. Another seven-inch screen faces the driver in place of conventional dials. Apple CarPlay and Android Auto are included on LEAFs with the higher-spec infotainment/navigation system.
Today’s electric car market is different than that of the past. There are more choices in a growing number of vehicle classes and this makes it tougher for automakers to compete. Nissan aims to not only compete in the electric car field but dominate globally as it has in recent years.
The LEAF’s status as a true world car is underscored by widespread availability like the previous-generation LEAF. It’s also reinforced by Nissan’s global manufacturing capabilities with assembly plants in Japan, England, and in Smyrna, Tennessee. Offering the all-new LEAF at a base price of $29,990 here in the U.S. is a strategy that should bode well for Nissan in today’s increasingly competitive electric vehicle market.
