We’ve spent hundreds of thousands of miles behind the wheel of a great many electric vehicles, hybrids, and plug-in hybrid models over the years. They all have their advantages and appeal…and each speaks to the very specific needs of different types of drivers and their daily rhythms. If you’re inclined to go electric as a way of addressing efficiency and environmental concerns – but hesitant to rely exclusively on battery power for reasons compelling to you and your situation – then you’re an excellent candidate for a plug-in hybrid.
Beyond its advanced technology and user friendliness, there’s an elegant beauty inherent in a PHEV. Within the capabilities of its battery powered range, a plug-in hybrid allows driving on electric power, internal combustion power, or a combination of the two. You are effectively in an electric vehicle with options and the transition from electrons to gas is essentially seamless.
Plug-in hybrids present a logical choice because they present no limitations. These days, chief among these limitations with battery electric vehicles is range anxiety, whether imagined or real. When driving an electric vehicle, remaining battery power is always top of mind to ensure there’s adequate on board energy to get you to where you need to be. This is less of an issue today with popular electric models offering much longer range in the many hundreds of miles, but the concern persists.
Not so with plug-in hybrids. With PHEVs, you get the benefits of an electric vehicle while driving on batteries like zero emissions, near-silent operation, and improved performance. When battery energy in a PHEV is depleted you keep on going with combustion or hybrid power as long as there’s gas in the tank.
Like hybrids, plug-in hybrids take several forms. The most common of these is the parallel plug-in hybrid, which uses an internal combustion engine and one or more battery powered electric motors to directly drive the wheels. A series plug-in hybrid, also known as an extended range electric vehicle (EREV), delivers power to the wheels through its electric motor, or motors, with the combustion engine and batteries providing electricity to power the motors. In this configuration the engine operates exclusively as a generator with no mechanical connection to the road. An example of this is Karma’s GS-6. Some models, like the Toyota Prius Prime and Mitsubishi Outlander PHEV, are series-parallel hybrids that use both power strategies for motive power, along with the zero-emission electric driving for which plug-in hybrids are known.
Both plug-in hybrids and conventional gas-electric hybrids achieve their higher efficiency through an intricate computer-controlled dance that blends electric and combustion power in response to real-time driving conditions. While each benefits from the efficiencies that gas-electric hybrid power delivers, at best a hybrid may drive exclusively on battery power for very short distances with a light touch on the accelerator pedal.
Plug-in hybrids are different. They’re equipped with larger battery packs than hybrids, though these packs are still quite smaller than full electric vehicles. These larger batteries, and the ability to plug in and charge up, allows a PHEV to drive greater distances on battery power alone. The Volvo S60 T8 Recharge plug-in hybrid sedan, for example, features 40 miles of electric driving and an overall 530 mile range, while the Kia Sportage PHEV delivers 34 miles on battery power with a total 430 mile driving range.
Determining your needs is an important step in deciding whether a plug-in hybrid is the right choice. For example, if your daily drives average 30 miles or so, then either of the above examples – and quite a few other PHEV models – will allow driving electric without the need for hybrid power to kick in. Just charge your PHEV’s battery overnight and you’re ready to go again the next day, with no need for a trip to the gas station. Even plug-in models with shorter electric driving range will still do for your commute if there’s charging available at your workplace, since a workplace charge opportunity can effectively double a PHEV's round-trip battery electric range.
Here’s the underlying advantage of a plug-in hybrid vehicle: If you do need to drive farther than a PHEV’s electric range, then you’ll take advantage of the zero-emission efficiencies of battery power with gas-electric hybrid drive handling the rest of your miles. The same holds true for those longer drives, such as visits with far-away friends or longer vacations and road trips. Easy.
So is a plug-in hybrid right for you? It’s a personal decision based on preferences and the degree to which you want to go electric. For those who want to ease into an electric future without limitations, then a plug-in hybrid may well be the best choice for you.
There’s an all-new Dodge Charger Daytona hitting the streets of America. This storied name channels echoes of of the past with the mind’s eye visualizing the rare, wildly-winged 1969 Dodge Charger Daytona of the muscle car era, a model that raced in NASCAR and was available only in small numbers to well-monied car enthusiasts. While the 2024 Charger Daytona is a bit more civilized than its namesake of 55 years ago, it is equally dramatic in its own way.
Back in the day, muscle cars were a dominating force on dragstrips and, more importantly, on the highways of America. These go-fast models delivered the whole package for car enthusiasts – exciting looks with stripes, scoops, and a stance with attitude, their mere presence tantalizing the senses with a low engine rumble at idle, a throaty roar at speed, and if you were the one behind the wheel, an adrenaline rush like no other.
They also sucked gas on an epic scale with their four-barrel, six-pack, and sometimes dual-quad carburetors. High horsepower small- and big-block engines were high-compression to eke the most power from the air-fuel mixture fed to combustion chambers, which meant more expensive high-octane premium fuel. Muscle cars, and really most cars of the era, had tailpipe emissions that were nothing to brag about. Still, these were iconic hot rods that defined an era.
While the performance-infused Daytona designation has been used sporadically by Dodge since, this is different. Stellantis has read the tea leaves well and the all-new Dodge Charger is not only fast and formidable, but also headlined by two fully electric variants, the Daytona R/T and Daytona Scat Pack. This move ensures the Charger’s claim as the world’s quickest muscle car, and the most powerful.
That doesn’t mean the automaker has abandoned the high horsepower gas engines that have powered this model over the years. Car enthusiasts who wish that familiar experience can opt for the Charger SIXPACK 3.0-liter twin turbo Hurricane engine in either Standard Output or High Output versions.
Specs for the electric Charger Daytona models surpass those of the gas versions, with the electric Daytona R/T besting the SIXPACK S.O. with 496 horsepower vs. the gas version’s 420. The Daytona Scat Pack does even better by delivering an electrified 670 horsepower vs. the gas high output engine’s 550, a bump of 120 ponies overall. The Daytona R/T is expected to deliver 317 miles of driving range with the more powerful Scat Pack a shorter, but still substantial, 260 miles.
Acceleration is impressive, with the Daytona Scat Pack expected to close a 0-60 mph sprint in just 3.3 seconds while earning a quarter-mile elapsed time of 11.5 seconds. Performance is enhanced in Daytona models with a PowerShot feature that provides an additional 40 horsepower boost for up to 15 seconds when needed. Stopping power is bolstered with 16-inch Brembo vented rotors and distinctive red six-piston calipers up front and eight-piston calipers at the rear. All Charger models are four-wheel drive. Driver-selectable Auto, Eco, Sport, and Wet/Snow drive modes allow tailoring the driving experience, with the Scat Pack adding Track and Drag modes for good measure.
Serene silence is not the hallmark of the new Daytona as it is in other electrics. Rather, Daytona R/T and Scat Pack sound the part of earth-pounding muscle cars with their all-new Fratzonic Chambered Exhaust that replicates a Dodge Hellcat exhaust profile, with sound intensity tied to performance. Drivers can alternatively select a ‘stealth’ sound mode if that’s more to their liking…but what’s the fun in that?
All this power and performance would be academic if not packaged in an athletic form, and the new Dodge Charger does pull that off with a pure uninhibited muscle car presence. Its lines are sharp, evolved, and definitively true to the breed, featuring an appealing profile and a powerful widebody stance. This muscle car’s appealing ‘hidden hatch’ design is accentuated by a black painted flowing roofline that can be made more dramatic with an optionally available full-length glass roof. We particularly like that the front end is not closed off in a snout like so many electric cars, but rather features stylishly understated openings above and below the bumper fascia.
Inside is a driver-centric cabin featuring an instrument cluster with either a 10.25- or optional 16-inch screen, along with a center 12.3-inch touch screen angled toward the driver. A forward-looking flat top/flat bottom steering wheel design features an array of controls for popular functions and also includes paddle shifters for rapidly adjusting regenerative braking settings on the fly. The center console features a pistol-grip shifter and start button. Standard seating is cloth and vinyl with either black or red Nappa leather available as an upgrade. Rear seats can be folded flat for additional cargo capacity. As expected, a full suite of advanced safety and driver assist systems are standard or available.
Two-door coupe versions of the 2024 Charger Daytona R/T and Scat Pack feature an MSRP of $59,595 and $73,190, respectively, and begin production this summer. Four-door variants of the electric models will start production in the first half of 2025 with two- and four-door gas Charger SIXPACK models coming later that year. Pricing for these will be disclosed closer to their release.
Green Car Journal editor/publisher Ron Cogan was editor of Hot Rod’s Musclecar Classics in the mid-1980s.
It’s pretty amazing that it has taken over 20 years for hybrid electric vehicles to generate truly significant interest. Yet, that’s the story today as many who are interested in electrification have decided to try a gas-electric hybrid first to sate their appetite for an electrified vehicle. It’s an easy choice since there is no real downside to a hybrid – great fuel efficiency, no range anxiety, and a more affordable price of entry compared to a fully electric vehicle. But how do they work? This article, which ran in Green Car Journal a dozen years ago, explained hybridization in an easy-to-understand way that still resonates today. We’re sharing it here just as it originally ran in Green Car Journal’s Summer 2012 issue.
Excerpted from Summer 2012 Issue: The term ‘hybrid vehicle’ covers a lot of territory. Motivated by two or more different power sources, a hybrid electric vehicle (HEV) uses an internal combustion engine (ICE) and one or more electric motors with batteries that store electrical energy. The ICE is usually a gasoline engine, but diesel engines can be used.
In the future, we will see hydrogen fuel cell hybrids where a fuel cell replaces the ICE. Then, there are hydraulic hybrids, now found in large trucks and buses. Here, energy in the form of high pressure hydraulic fluid is stored in accumulators and reservoirs rather than batteries, and hydraulic pressure rather electric motors drive the wheels.
There are both series hybrids and parallel hybrids, with the latter configuration currently far more popular in automotive applications. Cars like the Chevrolet Volt and Fisker Karma are series hybrids. Here, the ICE’s sole or primary job is to drive a generator that supplies electric energy to the battery or directly to an electric motor, or motors, that power the wheels. The engine in a series hybrid can operate at an optimum speed for best fuel economy since its focus is generating electricity rather than providing mechanical power to the wheels.
In a parallel hybrid, both the ICE and electric motor(s) can power the wheels together or individually. The ICE can also keep the battery charged. The ICE in parallel hybrids can be smaller and more fuel efficient since their electric motors can supply supplemental power for peak loads.
Then there are mild hybrids and full hybrids. In a mild hybrid, the ICE and motor/generator operate in parallel, with the motor/generator used for regenerative braking, stop-start capability, and battery charging. While the ICE provides most of the propulsion power, the electric motor can supply additional power, such as during acceleration and hill climbing. A mild hybrid cannot travel solely on its electric motor. The Chevrolet Malibu Eco, Buick eAssist, and BMW ActiveHybrids are examples of mild hybrids.
A full hybrid adds the ability to operate on electric power alone, at least for short distances. Sometimes a full hybrid is called a series-parallel hybrid since, like a series hybrid, its ICE and motor/generator can charge the battery that in turn powers the wheels. Examples include Toyota, Lexus, and Nissan hybrids, including the Prius with its Hybrid Synergy Drive (HSD) and Ford’s Fusion and C-Max hybrids.
Microhybrids are not really hybrids according to the above definition since they save fuel simply by shutting off the engine when a vehicles stops, such as at traffic lights. Their advantage is that microhybrids can deliver a 5 to 10 percent improvement in fuel economy with only minor modifications to a powertrain, while adding only a small amount to a vehicle’s cost. They do require more robust and powerful starters to handle the greater number of starts, plus more capable batteries to keep the air conditioning, radio, and other electronics running during the stop-and-start process when the engine is shut down. . As expected, maximum fuel economy comes in stop-and-go urban driving with no savings achieved during long-distance highway drives.
Often, stop-start is combined with regenerative braking for further fuel savings. This adds complexity since the braking system must have the ability to recoup braking energy and convert it to electricity that’s used to keep batteries charged. Virtually every mild and full hybrid features stop-start and regenerative braking. In fact, these two systems are what help hybrids achieve greater EPA estimated fuel economy in city driving compared to driving on the highway, where steady speeds have traditionally resulted in much better mpg than when driving in stop-and-go traffic.
As the name implies, the plug-in hybrid electric vehicle (PHEV) operates as a conventional hybrid but can also be plugged into the electric grid to recharge its batteries. This is in contrast to conventional hybrids that recharge only by their onboard generator and regenerative braking. PHEVs, which have a larger battery pack than standard hybrids so they can be driven longer on battery power alone, may never need a drop of gasoline if driven relatively short distances. Longer drives use a combination of battery and internal combustion engine power. Examples include the Toyota Prius Plug-In, Ford Fusion Energi, and C-Max Energi hybrids.
An Extended Range Electric Vehicle (EREV), sometimes called a Range-Extended Electric Vehicle (REEV), is designed for battery electric driving. It creates its own on-board electricity when batteries are depleted to extend all-electric driving range. EREVs can have either series or parallel hybrid configurations. The series hybrid Chevrolet Volt and Fisker Karma are high-profile examples that travel 25 to 50 miles on battery power and then hundreds of miles more with on-board generated electricity. Other similarly-powered extended range electric vehicles are on their way. The upcoming BMW i3, for example, will have a REx option with a small ICE that extends its nominal 100 mile all-electric range.
Green Car Journal has closely followed the evolution of the Toyota Prius since our early hands-on experience at Toyota’s Arizona Proving Grounds in mid-1997. Here, we piloted a Toyota Corona test mule powered by an exotic gas-electric powerplant concept that was unlike anything we had driven before. Little did we know that this test car’s Toyota Hybrid System would make its way in production form to the automaker’s all-new Prius, a model that debuted later that year at COP 3, the third United Nations climate conference. This is where the landmark Kyoto Protocol international treaty was adopted to mitigate greenhouse gases and climate change.
The Prius was there to make a statement that Toyota recognized the environmental challenges ahead and was prepared to lead. Prius sales began in Japan in 1997 and expanded worldwide in 2000. The rest is history. In the 27 years since the Prius was introduced, this hybrid has stayed true to its original mission as a model of high efficiency and low carbon emissions. It has shape-shifted over time, starting out as a quirky subcompact sedan and then morphing into a hatchback with a distinctive and easily-recognizable profile.
Now in its all-new fifth generation, Toyota’s Prius is a true game changer presenting as a wondrous liftback with a whole new outlook that far transcends eco consciousness, though that is still the core of its being. Today’s Prius is now sleek and visually compelling, extraordinarily fuel efficient at up to 57 combined mpg, and delivers surprising levels of performance for an eco-champion priced at just $27,950.
For an additional five grand the model’s plug-in hybrid variant, Prius Prime, features all this along with a more powerful 13 kWh lithium-ion battery that brings an EPA estimated 45 miles of electric driving and up to 600 miles of overall range. Along with its admirable EPA estimated 52 combined mpg as a hybrid, Prime achieves up to 127 MPGe when running on its batteries.
Prius Prime’s considerable battery electric range makes it the ideal electric vehicle for a great many who wish to drive zero emission every day, but also want the ability to tackle longer trips seamlessly. This characteristic, and so many others that elevate the model above its peers, distinguished Toyota’s Prius Prime as Green Car Journal’s 2024 Green Car of the Year®.
Performance in a traditional sense, like quick acceleration and impressive driving dynamics, has never been expected of a Prius. That wasn’t its mission. This changes in a big way with the new Prius presenting as a driver’s car, a model that speaks to car enthusiasts who value appealing style and a fun-to-drive nature alongside environmental performance. The new Prius Prime’s 220 system horsepower, delivered by a 2.0-liter engine and 161 hp electric motor-generator, changes the performance equation with nearly 100 more horsepower and a third greater torque than the previous generation Prime. That extra power is a big deal and drivers will appreciate Prius Prime’s surprising ability to sprint from 0-60 mph in just 6.6 seconds.
Greater performance aside, the most noticeable change in the new Prius is clearly its attention-grabbing, smoothly sculpted design. We know this first-hand. Over the past few months, we’ve spent significant time behind the wheel of an uplevel ($39,670) Prius Prime XSE long-term test vehicle equipped with this model’s full complement of advanced electronics and a cabin smartly upholstered in leatherlike SofTex. Inevitably, we get looks, questions, and overt signs of appreciation from a great diversity of people during our drives, many of them drivers of earlier Prius models and others who simply love the car’s forward-leaning and distinctive look.
We get it. The new Prius exudes a sporty appearance with its low roofline and sweeping aerodynamic profile, lending homage to the Prius of old while transforming its look into something more compelling. Once attention moves beyond the car’s most noticeable and eye-catching feature, there’s plenty inside to appreciate as well. Here, one finds a comfortable and functional cabin featuring a pleasing balance of tech, comfort, and style, with a distinctive instrument panel design that takes its cues from Toyota’s bZ4X electric car.
We’ll be sharing our experiences of daily life with the Prius Prime in the months ahead, and no doubt, more stories of interactions with others who find the all-new Prius as compelling as we do.
Here’s an advanced propulsion system that sought to answer a question not yet asked. As Toyota looked forward in the mid-1990s, it launched an inspired program to engineer an all-new powerplant that would be highly fuel efficient, offer extremely low tailpipe and carbon emissions, and feature unheard of environmental performance. The Toyota Hybrid System – now Toyota’s Hybrid Synergy Drive – was the result that debuted in the all-new Prius that hit the world stage in 1997 and emerged on our shores in 2000. It has been refined over the years to deliver more power and even greater efficiency, eventually making its way to a great many Toyota and Lexus models today. This article is reprinted just as it ran in Green Car Journal’s Winter 2004 issue, sharing our perspective 20 years ago on how important a breakthrough this innovative propulsion technology represented at the time, and why it continues to resonate in the automotive market today.
Excerpted from Winter 2004 Issue: Years ago, as automakers struggled to engineer electric vehicles that could offer practical driving range between charges, more pragmatic developers proposed overcoming the battery EV’s range limitation with a ‘range extender.’ Simply, this concept would add a small on-board gasoline engine to keep batteries charged and supplement electric propulsion when more power was needed.
While no longer a true zero emission vehicle – a key goal of electric vehicle enthusiasts – the concept promised cars that would appeal to a mass market. It would provide significantly higher fuel economy than conventional automobiles and achieve near zero emissions levels, all the while offering performance, functionality, and affordability similar to that of the familiar internal combustion engine vehicles we’ve driven for many decades. This concept has evolved into today’s gasoline-electric hybrid vehicle (HEV).
Toyota and Honda can be credited with first producing HEVs that appealed to wide spectrum of vehicle buyers. Toyota introduced its first-generation Prius hybrid in 1997 to the Japanese market. North America saw its first hybrids with the debut of Honda’s two-seat Insight as an early 2001 model, shortly followed by the introduction of the Toyota Prius to American roads.
Toyota uses its sophisticated Hybrid Synergy Drive system to power today’s Prius, a follow-on to the first-generation Toyota Hybrid System. Both automakers are now offering their second generation hybrid vehicles. In 2003, Honda introduced the five-passenger Honda Civic Hybrid, which offers a more powerful adaptation of its Integrated Motor Assist (IMA) hybrid system. A completely redesigned and more powerful Prius appeared as a 2004 model.
Both the Toyota and Honda hybrids are parallel configurations, with wheels driven by both their internal combustion engine and electric motor. In detail, however, they work quite differently. The Honda IMA system’s electric motor/generator supplies additional power to the gasoline engine when needed for acceleration or when driving demands are greater, such as when climbing grades, thus the designation ‘motor assist.’ The Honda gasoline engine always provides propulsion.
Things are reversed with Toyota’s Hybrid Synergy Drive, which finds the Prius starting out on battery electric power. The gasoline engine seamlessly starts up to provide additional power during acceleration, at higher speeds, or when driving up grades. This ability to run at times on battery power alone is an important distinction to some folks, since this means Toyota’s hybrids are actually zero emission vehicles during the time they’re electrically driven. Honda’s hybrids cannot do this.
The Prius uses a four-cylinder, 1.5-liter Atkinson cycle engine. The four-stroke Atkinson cycle, invented by James Atkinson in 1882, is different than the Otto cycle engine we’re used to driving in very distinct ways. Compared to the Otto cycle, where the intake valve is closed near bottom-dead-center, the Atkinson cycle does not close the intake valve at BDC, but leaves it open as the piston rises on the compression stroke. What this means is that some of the air/fuel charge is pushed back out and into the intake manifold and is used in other cylinders. This reduces the volume of the air/fuel mixture that’s compressed and combusted without severely restricting the throttle opening. Restricting throttle opening results in large pumping losses and greatly reduced efficiency. This method of reducing power output without incurring large pumping losses makes the Prius engine much more efficient than a conventional Otto cycle engine under most operating conditions. Effectively, the use of the Atkinson cycle allows the Prius engine to operate quite efficiently at relatively low power levels while still having sufficient power for climbing hills at freeway speeds.
Prius uses the same basic 1.5 liter engine as the Toyota Echo, an engine rated at 108 horsepower at 6000 rpm. The Atkinson cycle allows the engine to be downsized to 76 horsepower at 4600 rpm while still being as efficient, or perhaps more so, than the Echo variant. Also, adding a supercharger to the Atkinson cycle results in the Miller cycle like that used in the Mazda Millenia.
Variable intake valve timing (VVT-I) reduces cylinder pressure to eliminate knocking, important because the engine has a 13:1 compression ratio. A high compression ratio, while good for performance and efficiency, can lead to pre-ignition (knocking), which can damage an engine if unchecked. The aluminum, dual overhead camshaft (DOHC) 16-valve engine produces 76 horsepower at 5000 rpm and 82 lbs-ft of torque at 4200 rpm. Because the engine speed is limited, it can use smaller and lighter components for improved fuel economy. The engine earns an Advanced Technology Partial Zero Emission Vehicle (AT-PZEV) rating, is a Super Ultra Low Emission Vehicle (SULEV), and has an EPA rating of 60 mpg city/51 mpg highway, for a combined estimated 55 mpg fuel economy rating.
Toyota’s HSD also takes special measures to address cold start emissions. Since combustion is not as efficient when an engine is cold and a catalytic converter must reach operating temperature before it can treat exhaust gases, cold starts result in greater emissions levels. The HSD system stores hot coolant in a three-liter vacuum bottle and dumps this into the engine during a cold start to help remedy this.
The permanent magnet, AC (alternating current) synchronous motor produces 67 horsepower (50 kilowatts) at 1200-1540 rpm. Most importantly, it produces 295 lbs-ft of torque at 0-1000 rpm, more than enough to get the car going without help from the gasoline engine. A sealed nickel-metal-hydride (NiMH) battery is used.
An inverter converts the battery’s DC (direct current) to AC for use by the electric motor and generator, and vice-versa. Precise current and voltage control is assured by an intelligent power module. A built-in transformer converts some of the hybrid battery’s power into 12 volts DC to operate vehicle accessories. In the latest generation Prius, the high voltage converter system increases battery voltage from 202 volts to 500 volts for driving the electric motor. This reduces power loss by up to 25 percent because electricity can be supplied at lower current, ensuring large amounts of electricity to the motor for significantly greater output while allowing for a smaller battery.
The Prius’ transaxle contains a planetary gear that adjusts and blends the amount of torque from the engine and motor as it’s applied to the front wheels. It also functions as a continuously variable transmission (CVT) with drive ratio controlled by varying the rpm of the generator that also runs off the planetary gear. This Power Split Device allows the engine to operate in its most efficient load and speed range most of the time. The planetary gear system connects the engine, generator, and motor together, allowing operation in a parallel hybrid mode with the electric motor and gasoline alone or together powering the car. It can also operate like a series hybrid when the gasoline engine operates independently of the vehicle speed to charge the battery or provide power to the wheels. Finally, it allows the generator to start the engine so a separate starter is not needed.
Toyota’s Hybrid Synergy Drive is presently packaged in the sleek, aerodynamic, and efficient five-door Prius hatchback that’s officially classified as a mid-sized car, quite a leap forward from the compact and somewhat quirky first generation Prius. This advanced hybrid vehicle shares virtually nothing with other Toyota models. Features include a throttle-by-wire and an electric air compressor for the air conditioning.
Hybrid Synergy Drive is quite scalable, so expect to see it used in other Toyota and Lexus models. For example, it will be used in the 2006 Lexus RX 400h luxury SUV that will go on sale this coming April 15, along with the Toyota Highlander Hybrid that will debut later in the year. Both models are expected to be mated to a 3.3-liter V-6 engine with front and optional rear motors, in a package producing 270 horsepower. Other Toyota hybrid models will be sure to follow.
With Nissan and Ford already HSD licensees and other automakers reportedly investigating this acclaimed hybrid system for their own models, Toyota has clearly gambled big with its huge investment in this technology, and won big as well. We’ll surely be seeing a lot of Toyota’s Hybrid Synergy Drive in the years ahead.
A growing number of car buyers are showing a keen interest in hybrids, those super-efficient cars, trucks, and SUVs that combine the benefits of both electric and internal combustion power. For some, it’s all about stellar fuel economy. Others see a hybrid as an easy entry into electrified vehicles without taking the more unfamiliar leap to a plug-in model, or paying the extra cost.
Whatever the motivation, we’re huge believers in hybrids because of their many obvious benefits. Ready to bust a move? Here are 10 fuel efficient hybrids from five automakers that deliver 37 to 57 combined mpg, available with a reasonable manufacturer’s suggested retail price (MSRP) of $25,000 to $34,000. Yeah, we realize that some models could be in short supply at times and others may be so popular dealers are tempted to add on a mark-up over and above the MSRP. It that’s the case then keep looking since cross-shopping dealers online is pretty straightforward these days and you may find a better deal just a short drive away.
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.
First off, this is not the LEAF we’ve grown accustomed to seeing on the road since the model’s introduction in 2010. 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.
