An all-new generation Nissan LEAF is coming, morphing into a crossover electric vehicle that better fits the needs of today’s market. This new move by Nissan signals the rebirth of an iconic EV model that once pushed the boundaries of electrification as California was imposing its Zero Emission Vehicle Mandate on an unprepared auto industry. There was no shortage of EV concepts and prototypes during this time, and of course GM fielded its relatively short-lived, limited-production EV1 electric car. But it was Nissan that caught everyone’s attention with its LEAF prototype and then the unveiling of the production model that Green Car Journal viewed in Japan. Following that, the 2010 model Nissan LEAF emerged as a stylish electric car that embodied Nissan’s view of the future. This article pulled from Green Car Journal’s extensive archives is presented just as it ran 16 years ago to share just what a breakthrough this early EV was for enthusiasts and the auto industry.
Excerpted from Fall 2009 issue: The Nissan LEAF electric car coming to showrooms in 2010 promises a new chapter in battery electric driving that got a good start in the 1990s, but was dramatically sidetracked by serious political squabbling and economic realities. What we have here is an electric car being brought to market driven by business case rather than regulatory fiat, and the difference in approach means everything.
Here’s a major automaker not only ready to bring a new from-the-ground-up electric car to U.S. highways, but also apparently quite eager to do so. It has created a stylish and sporty car to wrap around intelligent electronics, a smart battery design, and an overall driving experience that will be appreciated by wide-ranging new car buyers … not just electric car enthusiasts. But we’re getting ahead of ourselves. First, there’s a story to tell.
Nissan has always been somewhat of a wild card amid its Japanese competitors in the U.S. market, primarily Honda and Toyota. Toyota is a juggernaut with the leading eco-vehicle on the market – the Prius – plus lots of Toyota and Lexus hybrid models and sheer numbers in its favor. Being large has its advantages. Honda is innovative and agile, with an environmental focus that runs deep and a willingness to embrace imperatives like fuel economy, alternative fuels, and low emissions long before they’re in vogue.
And Nissan? Well, the automaker has never been considered a front-runner in the environmental arena. It has but a single gasoline-electric hybrid in the U.S. and this model, the Altima Hybrid, was late in coming … an interesting turn of events since Nissan has been developing hybrid technology for quite some time. Simply, Nissan’s leadership didn’t see the business case for hybrids early on, although this was remedied when it became apparent that a hybrid model was pretty much a necessity.
As a result, it has been easy to appreciate Nissan for its many exceptional models and the overall quality of its products. But is has been just as easy for some to discount Nissan as a serious contender in the ‘green car’ field. That assessment would be a mistake.
Nissan’s Altima Hybrid deserves more attention than it gets. It’s true to the brand: stylish, sporty, and offers snappy performance. Car enthusiasts who drive competitive mid-level hybrids and don’t feel a connection should drive an Altima Hybrid before moving on. It can be surprising.
Over the years, Nissan has tested M85 methanol flexible-fuel vehicles (FFVs) on American highways, introduced several E85 ethanol FFVs to its product lineup, and showcased many electric and hydrogen concepts and demonstrators. While many automakers get well-deserved kudos for offering models powered by near-zero emission gasoline engines, it was Nissan that first introduced this groundbreaking technology in its 2000 model Sentra CA sedan. Nissan was also the only major automaker to feature forward-looking lithium-ion battery technology in its Altra EV minivan that was test marketed in the 1990s. All other automakers’ electric cars of the era used nickel-metal-hydride or advanced lead-acid batteries.
This willingness to step out and get ahead of the curve brings us to an interesting new phase in Nissan’s ‘green’ evolution – its coming LEAF battery electric car. At a time when the number of gasoline-electric hybrid models is growing and plug-in hybrids are of increasing focus, Nissan is aiming to be the electric car leader by introducing an all-new model that’s not only technologically advanced, but affordable for the masses as well. That’s something that nobody has been able to pull off.
One of the secrets of this affordability is Nissan’s potential strategy to decouple battery cost from the price of the vehicle. While this isn’t yet a sure thing and various scenarios are being examined, the fundamental plan being explored is that the most cost prohibitive part of an electric car -- expensive lithium-ion batteries – is removed from the equation. You buy the car but separately lease the batteries at a monthly cost that’s presumably less than you would pay for gas. So, you get an advanced electric car that operates at pennies per mile, uses no fossil fuels, or produces any emissions that contribute to air pollution and, presumably, climate change. And it doesn’t cost you any more to own and operate than a comparable gasoline model.
Green Car Journal traveled to Yokohama, Japan to drive a Nissan Versa (known as the Tilda there) outfitted with the LEAF’s advanced electric powertrain, and we sure didn’t come away disappointed. To place this in context, Green Car Journal editors have driven all the electric vehicle models that were test marketed by the major automakers in the 1990s, spent a year behind the wheel of GM’s EV1, and also drove many developmental electric vehicles on test tracks over the past two decades. It takes a lot to impress us. And we are, we must admit, impressed.
Our time behind the wheel of this electrified Nissan test mule left a strong impression that Nissan really has something here. The drive was sporty and largely indistinguishable from driving a conventional gasoline model. That’s a good thing, since any time you can drive an advanced vehicle running on unconventional power and it seems normal, well … mission accomplished. Acceleration was brisk because, after all, its 107 hp (80kW) electric motor delivers 100 percent of its 206 lb-ft torque from zero mph. Steering feel, handling, and braking were spot on. Nothing seems to have been sacrificed on the road to a zero emission future.
There are some givens when driving any electric car, and time piloting this Nissan example presented no exception. There’s the unmistakable lack of all noise associated with internal combustion, with the absence of these familiar cues replaced with the sound of tires contacting the pavement and wind rushing past the windshield. It gets your attention at first, but take it from a long-time electric car driver – it fades away after a short time and becomes the new ‘normal.’
Besides the seamless way in which this electric Nissan performed during our test drive, what’s most impressive about Nissan’s new electric car program is its innovative use of multiple stacks of laminated compact battery modules integrated beneath the floor. These lithium-ion batteries can be readily configured in ways that accommodate the needs of different vehicle platforms. Yes, we’re thinking future models beyond Nissan’s purpose-built LEAF electric hatch. In the LEAF, Nissan says these batteries provide a real-world 100 mile driving range. More modules could conceivably provide that same kind of range in a larger sedan or crossover.
Also impressive is Nissan’s innovative use of sophisticated electronics that integrates with popular electronic devices. The LEAF’s advanced IT system connects to a 24 hour global data center that provides information, entertainment, and driver support. A monitor displays available charging stations and a ‘reachable area’ based on remaining power. Cellphones can be used to set charging times, communicate with the vehicle to determine when charging is done, and even remotely set the air conditioner to pre-cool the interior before getting in to drive.
Nissan’s coming electric LEAF, with its pleasing design that blends sharp and curvaceous lines and a suite of far-reaching advanced technologies, represents a brilliant addition to the Nissan product line. It reflects an intuitive knowledge of what consumers want and a willingness to lead … really lead. And it also shows that Nissan has its finger on the pulse of the market.
Sure, it’s a risk to go so boldly into the electric realm, designing an innovative and cutting-edge compact car based solely on electric drive. Considering the competitive nature of the automotive field and the pace at which Nissan is shepherding this electric model to market, it’s a logical gamble that could pay off in a very big way. The electric LEAF may well be the vehicle that moves Nissan beyond the considerable environmental shadow cast by competitors Toyota and Honda, presenting the kind of leapfrog opportunity that comes rarely and offers a finite window. No doubt, Nissan's leadership is hoping this is so and appears poised to make that leap.
The midsize Honda Prologue EV gets a new and more powerful and efficient front motor and upgraded power inverters for 2025 to boost range and horsepower in both front- and all-wheel drive versions. Despite the power and range boosts there’s only a slight price increase – $55 – due to a hike in Honda’s mandatory delivery and destination fee. There are no design or feature updates for the new model year.
Honda engineers had hoped to be able to boast of a 300-mile range estimate when the Prologue debuted as a 2024 model, but they weren’t in complete control because the EV was co-developed with General Motors and uses a GM platform and battery shared with the Chevrolet Blazer EV. The official EPA range estimate for the single-motor, front-drive version missed the desired mark by a scant 4 miles.
For the 2025 model, though, new power inverters and front motors enabled a bump to 308 miles for the front-drive Prologue, an increase of 12 miles. Range for dual motor all-wheel drive versions rises to 294 miles, up 13, for the EX and Touring trims, and to 283 miles, up 10, for the Elite.
The hardware boosts power output for front-drive models to 220 hp and 243 lb-ft of torque, up from 212 ponies and 236 lb-ft. For all-wheel drive models, output increases to 300 hp and 335 lb-ft, up 12 and 25, respectively.
Because the basic vehicle doesn’t change, the Prologue retains a CCS charging port for 2025, meaning that on road trips its default fast charging is at non-Tesla stations. It will require an adapter to hook up to a Tesla Supercharger once Tesla adds Honda EVs to its list of approved Supercharger users this spring.
On non-Tesla DC fast charges, the Prologue can take on juice up to a maximum of 150 kW per hour. Its 85 kWh battery needs about 35 minutes to recharge from 80 percent depleted to 80 percent full. For 240-volt Level 2 home charging, the Prologue has an 11.5 kW (maximum) on-board charger, good for overnight replenishment of a fully depleted battery.
For as long as the federal clean vehicles tax credit remains available, all versions of the 2025 Prologue qualify for the full $7,500 credit and this can be applied at the dealership as an immediate discount if a buyer meets federal eligibility requirements. Those who lease will see the credit applied as a buy-down, resulting in reduced monthly payments.
Before any federal, state, or local incentives, pricing for the 2025 Prologue starts with the base front-drive EX at $48,850 including Honda’s $1,450 destination fee (up from $1,395 for 2024). All-wheel drive adds $3,000 for a pre-incentive price of $51,850.
Standard equipment for the EX includes 19-inch aluminum alloys, power-adjustable driver’s seat, heated front seats, dual-zone climate control, wireless phone charger, wireless Apple CarPlay and Android Auto compatibility, and a Google built-in operating system. All Prologue EV trims also get the Honda Sensing suite of advanced safety and driver assistance technologies, including Honda’s first applications of automated rear cross traffic emergency braking, rear pedestrian alert, and blind zone steering assist. Other features include front collision and road departure mitigation, lane departure warning and lane keeping assist, and adaptive cruise control. Like all Prologue trim levels, the base model comes in Mercury Silver Metallic with other exterior color choices available at a $455 upcharge.
Including delivery fee, the mid-level Touring trim jumps to $53,150 with front-drive and $56,150 with dual motor all-wheel drive. It adds to the base standard features package with a 12-speaker Bose premium sound system, leather upholstery, a driver seat memory system, auto dimming rear view mirror, panoramic sunroof, hands-free powered tailgate, and front and rear parking assist. At the top of the Prologue lineup, the Elite is available only with all-wheel drive and starts at $59,350 including destination. It adds to the Touring’s standard equipment with a number of upscale features including 21-inch wheels, ventilated front seats, a heated steering wheel, a Sport driving mode, and a color head-up display.
Honda is carrying over its charging bonus for 2025. Prologue buyers get 60 kWh of free public charging at Electrify America stations. Plus, buyers can opt for an additional valuable charging incentive.
Those choices include an additional $750 public charging credit, or alternatively, an 11.5-kilowatt Level 2 home charging station, a $500 installation credit, and a $100 public charging credit through Honda Home Electrification (HHE). The third option is a 7.6 kW portable Level 2 charging kit, a $250 installation credit (in case a new circuit is needed for the portable unit), and a $300 public charging credit, also via HHE.
This was originally published on thegreencarguy.com. Author John O'Dell is a distinguished career journalist and has a been an automotive writer, editor, and analyst specializing in alternative vehicles and fuels for over two decades.
Nissan was first out of the gate with a mass-market EV, the 2011 LEAF, but it took a dozen years for the automaker to pop out a second all-electric model. By the time the Nissan Ariya was introduced in 2023 it already trailed some of the competition in range and handling performance. That doesn’t change for 2025. The Nissan Ariya remains a fantastic improvement and step up from the Leaf, but except for its interior, it doesn’t stand out in the sea of compact electric crossovers and SUVs that EV shoppers can now choose from.
As a longtime Nissan EV driver – having leased a 2011 LEAF when they first came out and then later purchasing a 2018 LEAF – we waited anxiously for the carmaker to bring out the Ariya. We were impressed with its looks and features after viewing the new EV just prior to its on-sale date in the U.S.
It took a while after that to get into one, but we finally did and spent a week with the top-of-the-line, dual-motor, all-wheel drive Ariya Platinum. We found it to be a well-balanced EV with a quiet and comfortable ride, refined exterior design, outstanding interior, a long list of standard features, and top-notch driver assist and safety tech. But it proved to be only middle-of-the-road when it came to driving characteristics.
The Ariya doesn’t qualify for the buyer’s federal tax credit that can lop $7,500 off the price of competitive EVs from Chevrolet, Cadillac, Honda, Kia, and Tesla that do qualify. But Nissan often offers buyers cash rebates to make up some, or even all, of the difference. And those who lease can get the credit because of an IRS ruling exempting leased EVs from the credit’s “made in North America” requirement.
While the base Ariya trim has a barely adequate range of just 216 miles (205 miles with all-wheel drive), higher trims use a much larger battery and offer lots more range – up to 289 miles with front-drive and 272 with electronic all-wheel drive. However, there are other small electric crossovers, such as the Chevrolet Equinox EV and Kia EV6, that offer more power or more range – sometimes more of both – for less cost. At the top of the trim tree, Cadillac’s new all-wheel drive Optiq electric SUV outdoes the Ariya Platinum+ AWD in range and is its equal in interior quality and fittings.
Still, if winning slaloms and topping the 300-mile mark on range or the 3-second mark for 0-60 mph acceleration aren’t at the top of your list of musts, the 2025 Nissan Ariya is certainly worth a look.
Boding well for Ariya is that the nearly identical 2023 model has been named a top choice for used EV buyers by Recurrent, a company that tracks EV battery health, sales, and pricing. It earned this distinction because of its advanced driver assistance and safety technologies, retained value, and strong performance in cold climates. Because the Ariya hasn’t changed mechanically – or much in any way – from 2023 (except lower starting prices for each trim), Recurrent’s real-world report on two-year-old models is good news for shoppers considering the 2025 Ariya.
The Ariya uses an EV-exclusive platform from Nissan that enables a longer wheelbase and more interior space. By packaging the batteries under the floor, the platform gets rid of transmission tunnels and permits interiors with flat floors. Removing the internal combustion engine allows designers to shorten hoods and rethink front fascia, which no longer need open grilles to gulp air for the engine.
While we tested a 2024 Ariya, the 2025 models are identical. The only new features are that wireless phone charging is now standard in all trims and 2025 models built since the start of the year have the Tesla Supercharger-compatible NACS charging port as standard equipment. Models made before that date have the CCS port that requires a $235 accessory adapter to make use of Tesla chargers.
Nissan also dropped the Venture and Empower trims for 2025, winnowing the Ariya ‘family’ to a choice of four trims that include two battery sizes and two powertrain choices.
Nissin starts the Ariya lineup with a small battery-version, the Engage, followed by the Engage+, Evolve+, and Platinum. The first two can be had with front drive or, for a $4,000 upcharge, dual motor electric all-wheel drive that boosts power and range. The last two are dual motor AWD only that Nissan calls it e-4ORCE, because…why not?
The Ariya in base Engage trim starts at $41,160 including the $1,390 destination charge. It comes with front-wheel drive and a 66 kWh battery (63 kWh usable), 19-inch alloys with all-season rubber, and LED headlamps. Inside, there’s a head-up display, heated steering wheel and front seats, an eight-way power adjustable driver seat with memory, six-speaker stereo system, wireless Apple Car Play and wired Android Auto connectivity, wireless phone charger, and in-dash navigation. The all-wheel drive Engage variant starts at $45,160 and adds a beefier dual motor, electronic all-wheel drive system, and a sliding center console.
Evolve+ trim is priced at $45,760 for front-wheel drive. It has a 91 kWh battery (87 kWh usable) for more range and power, and adds to the base model’s standard features with items such as a panoramic moonroof, rain-sensing windshield wipers, 360-degree camera and monitor, eight-way power-adjustable front passenger seat, and a stow-away table in the sliding front console, The all-wheel drive version of the Evolve+ starts at $49,760 and adds the dual-motor e-4ORCE AWD system and a powered rear liftgate.
Engage+ e-4ORCE starts at $46,760 and adds the 91 kWh battery and larger front disc brakes to the base Engage AWD package. Stepping up to Platinum+ e-4ORCE, the top trim in the Ariya lineup, brings a near-luxury class price of $55,760. It has all the features of the Evolve+ AWD and adds a 9-speaker Bose audio system, Nappa leather upholstery, power tilt and telescoping steering column, position memory for exterior side mirrors, a hand-free power rear liftgate, and LED fog lamps. A version with 20-inch wheels is priced the same.
The base Engage with front drive gets a single 160 kW motor on the front axle and is rated at 214 horsepower and 221 lb-ft torque. EPA estimated range is 216 miles. The AWD Engage e-4ORCE gets motors on each axle with a combined output rating of 335 hp, 413 lb-ft torque, and an EPA range estimate of 205 miles.
Range and power for the big-battery variants differ depending on trim level and drive type. The front-drive Evolve+ gets a single 178 kW motor rated at 238 hp and 221 lb-ft torque. EPA estimates range for the front-drive Evolve+ at 289 miles. The all-wheel drive Engage+ e-4ORCE is rated at 335 hp and 413 lb-ft torque. Evolve+ and Platinum+ e-4ORCE versions get dual-motor systems featuring 389 horsepower and 442 lb-ft torque. EPA range estimates are 272 miles for the Engage+ and Evolve+ with AWD. The Platinum+ has more features and is heaver, so its range drops to 267 miles, or 257 miles with 20-inch wheels and tires.
Both of the base Engage variants (without the “+”) use liquid-cooled, 66 kWh battery packs that can recharge from 80 percent depleted to 80 percent full in 35 minutes on a DC fast-charger rated at 135 kW, and in 65 minutes at 50 kW. For home charging on 240-volt Level 2 equipment, the Ariya has a 7.2 kW on-board charger that needs 10.5 hours to fully replenish an empty 66 kWh battery. All other 2025 Nissan Ariya trims and variants get a liquid-cooled 91 kWh battery. Charging at DC fast charge systems is a bit slower versus the base Engage because the battery has almost 50 percent more capacity. Per Nissan, it takes 40 minutes at 135 kW and 90 minutes at 50 kW. Home charging takes 14 hours with the larger battery if starting from a fully discharged state.
We found the Ariya range estimates to be fairly accurate. On a 232 mile trip in the Platinum+ e-4ORCE with 20-inch wheels, we lost just 11 percent – 28 miles – of the EPA-estimated 257 miles of range. The trip included 183 miles of freeway driving and 49 miles of city and country roads. Overall energy consumption worked out to 36.4 kWh per 100 miles, or 2.75 miles per kWh.
The Ariya’s interior is one of the best at the non-luxury level, with a modern minimalist look, quality fittings, and, in upper trims, interesting ambient lighting that pops from laser-cut screening in the foot wells and along the upper door panels. The center console has backlit touch controls for drive and regenerative modes. There’s a metal trim bar that runs the width of the lower dash with matching trim on the console. The bar is lighted and, in models with the advanced ProPilot 2.0 driver assistance system, changes colors to communicate various driving modes. There are dual glove boxes but no center console storage on lower trims, while upper trims get a center console storage compartment and a roomy locking storage drawer that slides out of the lower dash panel.
Seat upholstery is leatherette (vinyl) on all but the Platinum trim, which gets Nappa leather. Seats are supportive and nicely padded front and back, with adequate adjustments for the driver and front passenger seats. The Ariya is near the top of its price class in headroom and front legroom. Even in back, where it trails competitors by an inch or more, the flat floor opens up room others don’t have and gives passengers room to sprawl a bit. All trims get power-adjustable driver’s seats while the two top trims also get power-adjustable front passenger seats.
A pair of 12.3-inch, horizontally-oriented screens pop up from a padded dash that is otherwise nearly barren of visible knobs and switches. A volume knob for the stereo sits at the bottom center of the infotainment screen. A row of backlit, touch-sensitive switches for the climate control system is hidden under a woodgrain trim strip along the dash bottom.
Most functions are controlled via the center-mounted infotainment touchscreen or by touch controls on the flat-bottomed steering wheel. The other 12.3-inch screen, mounted behind the wheel, serves as a digital instrument panel and delivers information the driver needs to know. The center console stops short of the dash and there’s no center stack. Nissan did a good job of sound attenuation and while some wind noise does get through, the cabin is very quiet even at high speeds.
Ariya offers 27.9 cubic-feet of storage space behind the rear seats. Flip the 60/40 split rear seats down and that grows to almost 60 cubic feet. The ‘crossover coupe’ shape (think BMW X6) helps the Ariya’s looks but eats into cargo space just a bit, although it remains very competitive in the segment with slightly more cargo space than the Kia EV6, Honda Prologue, Chevrolet Equinox EV, and Cadillac Optiq.
The two top Ariya trims are rated to tow up to 1,500 pounds. That capability fits the needs of those needing to tow items such as a small utility trailer, a jet ski, or a small sailboat.
We tested the Platinum+ e-4ORCE and found it to be comfortable, quiet, and pleasant to drive. It exhibited sprightly acceleration, though without the stomach-dropping kick many EVs offer when the accelerator is jammed to the floor. Nissan claims a 5.0-second time for a 0 to 60 mph sprint in the 389 hp Ariya variants, and that’s about what we experienced. Drop down to the entry-level Engage, though, and acceleration gets a bit sluggish for an EV at 7.5-seconds for that same 0-60 run.
The 2025 Nissan Ariya boasts a low center of gravity and in AWD versions a 50:50 weight balance, but it still isn’t a sports car (the Platinum trim weighs in at 5,057 pounds). Ariya doesn’t like to be pushed hard into corners and offers little in the way of steering feedback. Overall, it’s best suited to highway cruising and leisurely sight-seeing drives in the mountains and on winding country roads. There is a high-performance NISMO edition with a re-tuned chassis and 429 horsepower available in Japan and Europe, so the car’s handling and power delivery can be improved. That variant costs about $5,000 more than the top-spec Platinum+e-4ORCE in Japan and there are no plans at present to bring it to the U.S.
Nissan’s ProPilot suite of driver assistance and advanced safety systems is standard on all Ariya trim levels. ProPilot includes full-range adaptive cruise control, lane departure warning with lane keeping assist, forward and rear automatic emergency braking, blind spot monitoring, and rear cross traffic alert. It’s linked with the on-board navigation system to more accurately predict highway conditions ahead and has speed adjust to automatically slow on curves and offramps. Nissan provides its updated ProPilot 2.0 system as standard equipment on the Platinum+ trim and as an option for the Evolve + AWD. It includes all the base ProPilot systems and adds automated highway driving capability and automated parking assist. The Evolve+ and Platinum+ trims also get a 360-degree camera-based monitor system.
The Ariya has been awarded a 5-star overall safety rating by the National Highway Traffic Safety Administration (NHTSA) and has been named a Top Safety Pick by the nonprofit Insurance Institute for Highway Safety (IIHS).
This was originally published on thegreencarguy.com. Author John O'Dell is a distinguished career journalist and has a been an automotive writer, editor, and analyst specializing in alternative vehicles and fuels for over two decades.
Our Prius Prime long-term test car was plugged in and ready for its usual around-town electric car duty, something it did with ease every day with its up to 44 mile range exclusively on batteries. It had been a while since we had to go beyond those all-electric miles and take advantage of the Prime’s long-range capabilities as a hybrid. Yep. A road trip was calling.
This time we’re heading out from Green Car Journal’s headquarters in San Luis Obispo on California’s Central Coast, up the Cuesta Grade, and through bucolic Paso Robles, one of the most important wine regions in California. But it isn’t wine we’re focused on this trip so we continue northbound amid wide-open countryside dotted with the occasional small city beckoning those needing fuel or food.
Our destination 145 miles ahead is the picturesque Monterey Peninsula, home of charming Carmel-by-the Sea, the laid-back Carmel Valley, and historic Monterey with its Fisherman’s Wharf and Cannery Row of Steinbeck lore. This is an area steeped in history that beckons one to experience and explore, with one of its highlights the dramatic 17 Mile Drive that winds along some of the most spectacular coastline on the planet. It’s no wonder that the Monterey Peninsula is an incredibly popular tourist destination that attracts visitors from all over the world.
Drawing our attention as auto enthusiasts is that the peninsula is the home of the annual Monterey Car Week, Pebble Beach Concourse de Elegance, The Quail Motorsport Gathering, and the Monterey Motorsports Reunion historic car races at nearby Raceway Laguna Seca. While this wasn’t our focus now, visiting Monterey in August provides some of the best auto enthusiast immersions possible anywhere. Beyond the week's many official gatherings, you'll find automotive eye candy in abundance plying the streets of Carmel-by-the-Sea and Cannery Row as classics and exotics show their stuff amid everyday life.
As the miles rolled by during our drive, we couldn't help but appreciate the accommodating features of our Prius Prime and how ideal it is for this, or really any, road trip. There were four of us this time – three adults and a child – with our Prius loaded with the gear and trappings required for a fun weekend getaway. As we made our way northbound it wasn’t lost on us that these days, a great majority of trips, local and long distance, are made in SUVs of one stripe or another. We've done plenty of that and the sheer number of these on the road during our drive illustrated their popularity. But we have a great interest in efficiency and the capabilities that family sedans and hatchbacks with a smaller footprint continue to bring to the highway. The Prius Prime is a poster child of this efficiency and functionality.
Speaking of efficiency, one can't help but be impressed with how frugal this Toyota plug-in hybrid is with a gallon of gas. While numbers can vary depending on speed, terrain, and driving style, it's a given that more often than not we're seeing 50-plus mpg displayed on our instrument panel, including on this trip. That's a testiment to the Prius Prime's newest-generation Hybrid Synergy Drive. This powertrain combines a 2.0-liter engine, 151 horsepower motor-generator, and 13 kWh battery pack to not only deliver this high level of efficiency, but welcome performance as well with its overall 220 horsepower. While we appreciate the ability to plug-in during travels to enable a degree of all-electric driving at an EPA rated 127 MPGe, we only did that before leaving home and upon our return from this quick weekend journey.
On our list of high points for this trip was stopping by Mission San Carlos Borromeo de Carmelo, also known as Carmel Mission, in Carmel Valley. The second of 21 missions established from 1769 to 1823 by Franciscan missionaries led by Padre Junipero Serra, the mission is fully restored and an important touchstone in the region’s history. We’ve traveled to all 21 missions in the California Mission System over the years and a stop at Carmel Mission was a must during this trip.
No trip to the Monterey Peninsula is complete without spending time exploring the many distinctive shops and eateries in quaint Carmel-by-the-Sea. There's no doubt this is an art town given the sheer number of art galleries present along its charming streets. Pastries? Sure. Unique and hand-made gifts? Absolutely, at an endless sea of shops. And dining experiences? There's no shortage to choose from, but you won't want to miss breakfast at Village Corner California Bistro or lunch at Clint Eastwood's Hog's Breath Inn.
There are so many activities to experience here that time isn’t on your side. A weekend getaway is always fun but additional days afford the luxury of taking in all the area has to offer. No matter how long a trip to this Central Coast jewel, you can't come to the Monterey Peninsula without a visit to the truly impressive Monterey Bay Aquarium, located on Cannery Row. That's how it was with us considering we had a five year-old in tow who patiently tagged along during our shopping in Carmel-by-the-Sea, visits to historic sites, and explorations of other points of interest. A visit here is truly a treat for kids and adults alike and a great way to cap off a Monterey Bay vacation.
Electric vehicles reached a new record market share in 2024, so it seems the enthusiasm for electrification won’t be powering down anytime soon. Adoption of electric vans and trucks continues to grow on the commercial side, including among large cities, small towns, and businesses of all sizes. That’s what we’re seeing every day at Ford Pro, the commercial vehicles division of Ford Motor Company.
Based on conversations with real-world Ford Pro customers, we’ve gleaned three trends for 2025 on electric vehicles in business and government fleets that are worth considering.
Early adopters are entering their next phase: Many companies that were early adopters of electric vehicles in pilot programs are now expanding their fleets. That’s likely to continue in 2025, having found that electrification made good business sense for them.
Elite Home Care, a South Carolina-based senior and disability care provider, started their electrification journey with a single Ford E-Transit electric van in 2022. Today, they have 27 E-Transit vans upfitted with lifts providing over 10,000 trips per month for their patients while saving $6,500 per van each year.
Chris Russo, co-founder of Elite Home Care, shared with us what these savings have meant for his business: “E-Transits have allowed us to expand our business because we save so much money. Now we can expand our reach to more people needing care. Moving to E-Transit vans has lowered our fixed costs. It’s allowed us to do more of the things we’d like to do to give back.”
Business and government customers are increasingly learning from their connected vehicles and relying on those learnings to make informed business decisions. These insights include realizing fuel and cost savings, tracking efficiency, staying ahead of the curve on maintenance, and even knowing when to replace vehicles.
DHL Express, a global delivery and logistics company, uses Ford Pro E-Telematics to see how much gas and carbon dioxide emissions they’re saving by switching to electric vehicles.
Chris Wessel, director of U.S. Fleet for DHL Express, told us how important that data is for a sustainable company with a stated goal of 60 percent of its last-mile delivery fleet being zero-emission by 2030: “In conjunction with other tools, we’re using Ford Pro E-Telematics to look at the fuel savings of our fleet, and then we’ll tie that back to our carbon reporting, making sure that we have a holistic view of our fleet and greenhouse gases avoided.”
Data is also helping customers decide when – or if – to electrify their fleet. Ford Pro E-Switch Assist, our free online tool that uses vehicle telematics data to determine fleet suitability for electric trucks and vans, has already assessed more than 38,000 vehicles.
If you’re reading this, chances are good there’s an electric vehicle charger installed outside your office, warehouse, or other place of business. But commercial electric vehicle charging is increasingly moving beyond the vehicle depot or company parking lot and into employees’ homes and other locations – and not just in warmer locales like California or Texas, but across a wide range of climates, terrains, and geographies.
With nearly a third of fleet managers reporting company vehicles being taken home at night, that trend will likely grow throughout 2025.
Fize Électrique, an electrical contractor in Canada, has installed six Level 2 chargers at its office. But their employees who take their company electric vehicles home at the end of the workday also have chargers installed at their homes.
Alain Fiset, director of smart energy for Fize Électrique, explained why they’ve split their charging between depots and employee homes: “Having a charging station for each EV is necessary for a smooth experience. The key to success with an electric vehicle is to charge it every night on a Level 2 charger.”
Behind these trends is an important fact: having the right team behind you makes adopting electric trucks and vans easier. That’s why Ford Pro offers an end-to-end solution of vehicles, charging, software, service, and financing to help streamline the process and maximize uptime for small, medium, and large business and government fleets. Just ask BellaVista Landscaping in San Jose, California, which has used the full spectrum of Ford Pro solutions in adding 25 hybrid and electric vehicles to its fleet since 2023.
As we enter 2025, look for companies to charge ahead with electric trucks and vans, the chargers and software that power them, and the service solutions that keep them on the road.
Trevor Blum is Senior Manager, Commercial Electric Vehicles at Ford Pro
Manufactured in Tennessee on Volkswagen’s MEB modular world electric car platform, the 2021 VW ID.4 presents a new and compelling all-electric SUV that enters a segment presently dominated by Tesla, Chevrolet, and a select few others. What ID.4 brings to the battery electric SUV segment that Tesla doesn’t is price, coming in at a base cost of $39,995, some $10,000 less than Tesla’s Model Y.
For this, electric vehicle buyers get SUV hatchback utility, three-foot legroom in all seating positions, and ample luggage capacity for 5 adults. VW estimates ID.4 driving range at 250 mile on a full charge, and additionally points out that an additional 60 miles of range is attainable in just 10 minutes from a public DC quick-charge station.
Sporting a stature similar to that of Honda’s CR-V, the Volkswagen ID.4 rides on a steel-framed architecture featuring strut-like front suspension and multi-link suspension with coil-over shocks at the rear. This, combined with a long wheelbase and short overhangs, promises a smooth ride dynamic. Braking is handled by front disk and rear drum brakes.
A single permanent magnet, synchronous electric motor directs power to the rear wheels. The ID.4 produces 201 horsepower and 228 lb-ft torque that’s expected to deliver a 60 mph sprint in about 8 seconds. Electricity to power the motor is provided by an air-cooled, frame-integrated 82 KWh lithium-ion modular cell battery. An onboard 11KW charger enables three charge modes via standard 110-volt household power, 220-volt Level 2 charging, or DC fast charging. Typical charging with a home wall charger or public Level 2 charger will bring a full charge in 6 to 7 hours.
A minimalistic yet futuresque cabin with segment leading cabin volume rounds out ID.4’s architecture. Features include a driver-centric, touch sensitive steering wheel and a view-forward 5.3-inch ID information center that replaces conventional gauges. Vehicle operation is through steering wheel-mounted switches, with infotainment, climate control, device connectivity, navigation, and travel information accessed through a 10.3 inch touchscreen monitor. A 12 inch monitor is available with the model’s Statement Package.
Topping the list of features is expanded voice command and a communicative dash-integrated ID light bar. ‘Intuitive Start’ driver key fob recognition enables pre-start cabin conditioning capability. Base model upholstery is ballistic cloth with leatherette seat surfaces optional.
Volkswagen’s IQ Drive driver assist and active safety suite features travel assist, lane assist, adaptive cruise control, front and rear sensors, emergency assist, blinds spot monitoring, rear traffic watch and more. All this comes standard along with Pro Navigation, a heated steering wheel and front seats, wireless phone charging, and app connectivity for compatible devices.
The ID.4 EV is available in six colors and two trim levels, Gradient and Statement, for personalization. The optional Gradient package features a black roof, silver roof trim, silver accents, and silver roof rails along with 20-inch wheels to complete the upscale look. Looking forward, while rear-wheel drive is the choice today, Volkswagen is already talking up an all-wheel drive variant for early 2021 along with a lower-priced base model.
As the world’s largest automotive group, Volkswagen has the capacity to change the ever-expanding electric-car landscape. Looking at the style and utility of VW’s all-new ID.4, you can sense the renewed “people’s car” direction of the brand that accompanies the automaker’s commitment to electrification. VW says it’s aiming at selling 20 million electric cars based on the MEB electric car platform by model year 2029. Certainly, the potential for selling in truly significant numbers is reinforced by ID.4 pre-orders selling-out in just weeks, it’s safe to say.