When Saab introduced the Aero X concept in 2006, it wasn’t just showcasing a futuristic sports car. It was making a case for a different kind of performance future rooted in aviation heritage, Scandinavian design, and the bold idea that internal combustion could evolve into something more responsible, low-carbon, and still thrilling.
Twenty years later, as the world leans heavily into electrification, the Aero X remains a compelling reminder that innovation doesn’t always follow a single path. And in fact, it shouldn’t, because keeping an open mind and exploring all possibilities is what will lead us to the cleaner and more environmentally positive driving future so many of us are hoping for.
Without a doubt, the most dramatic feature of the Aero X was its aircraft-style canopy. Instead of conventional doors and windshield pillars, the entire top of the car lifted forward in one sweeping motion, offering a 180-degree view and easy access to the low-slung cockpit. This wasn’t just a stylistic exercise but rather a functional rethink of how drivers and passengers interact with a vehicle. The design eliminated blind spots, improved entering and exiting the vehicle, and posited a panoramic driving experience meant to feel more like piloting than commuting. True, it wasn't an element that could easily translate into production, as is typically the case with unusual canopy designs, but it was food for thought.
The rest of the car followed suit with its advanced thinking. Carbon fiber bodywork kept weight down. The roofline sat less than 50 inches off the ground. Its wheels, styled like jet engine turbines, weren’t just for show. They also helped cool the brakes. The Aero X looked like it belonged in a hangar, not a garage…kind of appropriate for Saab considering its fighter jet heritage.
Under the hood, the Aero X ran on pure ethanol (E100), delivered to a 400-horsepower, twin-turbocharged V-6. This wasn’t a hybrid or a plug-in. It was a combustion car that aimed to be cleaner by changing the fuel, not the drivetrain. In Sweden, where ethanol had already gained traction thanks to supportive policies and a robust renewable fuel infrastructure, this approach made sense.
There was a time when E85 ethanol/gasoline flexible-fuel vehicles were sold in America by the millions, but without a readily accessible E85 fueling infrastructure, drivers simlply fueled up on easily-found gasoline. Today, ethanol’s profile has dimmed somewhat in the public conversation, but it remains a practical transitional fuel. It’s renewable, domestically produced, and already blended into over 95 percent of gasoline sold in the U.S., typically as E10. That alone makes it one of the few tools we have to reduce emissions from the existing vehicle fleet without requiring new infrastructure or vehicle turnover.
The U.S. Environmental Protection Agency’s Renewable Fuel Standard continues to support ethanol’s role in light-duty transportation. The agency’s 2023–2025 targets maintain a 15 billion gallon annual requirement for conventional renewable fuels – primarily corn ethanol – used in gasoline-powered vehicles. That’s not a future bet. It’s a present-day policy that recognizes ethanol’s ability to reduce lifecycle greenhouse gas emissions, especially when produced from lower-carbon feedstocks.
While ethanol has the advantage of scale, it’s butanol, another bioalcohol, that may offer a smoother path forward. Chemically closer to gasoline, butanol has a higher energy density of about 105,000 BTUs per gallon compared to ethanol’s 76,000. Plus, it behaves more like gasoline in combustion and storage.
Butanol is also produced differently. Instead of using yeast to ferment sugars from corn or sugarcane, butanol is made using specialized bacteria that can convert a wider range of plant materials into fuel, including crop residues and agricultural waste. This opens the door to using non-food biomass, while still supporting farmers by creating new markets for both traditional crops and underutilized byproducts like corn stover or wheat straw.
Because of its chemical makeup, butanol is less corrosive than ethanol, absorbs less water, and can be blended at higher levels into gasoline without requiring changes to engines or fuel systems. In short, butanol offers many of ethanol’s environmental benefits with fewer of its technical drawbacks. It’s not yet produced at the same scale, but its compatibility with current engines and infrastructure makes it a strong candidate for broader development and adoption.
Inside, the Aero X was just as radical as its sinewy exterior. Instead of traditional dials and buttons, it featured translucent “clear zones” where information was projected in layered 3D graphics. Inspired by Sweden’s glass and precision instrument industries, the interior was a study in minimalism and clarity. LED lighting, laser-etched acrylic surfaces, and a cockpit-like layout created an environment that imparted the impression of a modern aircraft rather than a traditional automobile.
Even the controls were reimagined. A central lever, styled like a throttle, handled both canopy operation and gear selection. The ignition was a green-lit button nestled within this control, a nod to Saab’s tradition of center-console key placement and aviation-style ergonomics.
Despite its concept status, the Aero X wasn’t just a design fantasy. Saab’s engineers projected a 0–62 mph sprint in under 4.9 seconds and a top speed electronically limited to 155 mph. All-wheel drive, a dual-clutch transmission, and electronically controlled suspension hinted at serious dynamic capability. Yet the car also offered practical touches like a dual-level rear cargo system to maximize real-world functionality.
While the Aero X was never meant for production, its influence lingered in Saab’s design language for years. More importantly, it captured a philosophy that feels newly relevant: that sustainability doesn’t have to mean sacrifice, and that the internal combustion engine still has an important role to play if we’re willing to rethink what fuels it.
Even as electrification dominates headlines, global automakers are actively investing in alternative fuels and synthetic e-fuels as part of broader decarbonization strategies. Porsche has been especially vocal, operating a pilot e-fuel plant in Chile that produces synthetic gasoline using renewable electricity and captured carbon dioxide. Toyota continues to explore hydrogen combustion and biofuels alongside its hybrid and EV programs. Meanwhile, companies like Mazda and Stellantis are testing bio-based fuels including advanced ethanol and butanol blends in internal combustion engines to extend the life of their existing platforms.
These efforts reflect a growing recognition that a one-size-fits-all approach may not be enough to meet global climate goals, particularly in regions where EV infrastructure is limited or where legacy fleets will remain on the road for decades. In this context, the Aero X’s ethanol-powered vision feels less like a two decade old concept and more like a modern blueprint for a diversified, low-carbon future. It reminds us that innovation often comes not only from looking forward, but also from looking back.
Decades before carbon emissions dominated today’s headlines, the U.S. was already deep into a far‑reaching effort to clean up tailpipe pollution. This push targeted the familiar culprits of urban smog: carbon monoxide, nitrogen oxides, unburned hydrocarbons and other VOCs, particulate matter, and a mix of toxic compounds. These weren’t abstract concerns. They were pollutants people could see and feel in real time.
Smog‑choked skylines and the unmistakable symptoms that came with them – coughing, wheezing, tightness in the chest, irritated eyes and throat, and worsening asthma – made the problem impossible to ignore. That direct connection between what came out of a tailpipe and how people felt walking down the street is what drove implementation of the Clean Air Act and the early and sustained campaign to cut criteria emissions, a campaign that continues shaping cleaner vehicles today.
Electric cars are an obvious option since they emit zero localized emissions. But as we know, electric cars are an unfolding story with a growing, though still minority, percentage of a light-duty U.S. car population that now numbers some 290 million vehicles. The vast majority are gasoline internal combustion…thus the importance of cutting their emissions as much as possible.
This thought takes us back several decades to a feature we published detailing just how clean internal combustion vehicles could be. In the decade before that time, conventional wisdom was that alternative fuel vehicles would be the most likely path to achieving environmental harmony on the highway. If you wanted to achieve zero emissions – or more realistically, near-zero emissions since even an electric car has recharging emissions from the powerplant – then you were looking at a battery electric vehicle. Another likely option seemed to be a natural gas–fueled car, something that was an option at the time with vehicles like Honda’s ultra-clean natural gas Civic GX.
Things change. Today the focus is again on electrified vehicles. But as our report noted back then, an increasingly cleaner‑running generation of gasoline internal combustion vehicles still deserves a place in any strategy aimed at reducing emissions and delivering cleaner cities and a healthier environment.
Supporting this perspective were the conclusions of a 2002 University of California, Riverside program – the Study of Extremely Low Emission Vehicles (SELEV) – which illustrated how new advances in internal combustion engine technology were reducing vehicle emissions to levels considered impossible just a few years earlier. This technology wasn’t just in the concept stage. A handful of 2003 and 2004 model vehicles with conventional internal combustion engines were certified by California as PZEVs (Partial Zero Emission Vehicles)…cars that ran so clean they were awarded partial credits toward that state’s Zero Emission Vehicle mandate at the time. PZEVs not only achieved incredibly low tailpipe emissions but zero evaporative emissions from their fuel system as well.
Cars meeting this emissions milestone at the time of the study included mainstream models like the BMW 325i, Ford Focus, Honda Accord, Nissan Sentra, Toyota Camry, Volkswagen Jetta, and Volvo S60 and S70, when equipped with specific engines. Some of these PZEV models were sold only in California, while others were available there and in other like-minded states such as New York and Massachusetts. This signaled the beginning of an important trend in ever-cleaner-running gasoline models.
Ford’s early‑2000s Focus PZEV served as an example of just how far internal combustion could be pushed. Building a gasoline car that edges toward zero emissions isn’t about one breakthrough, but rather a rethinking of the entire combustion and fuel‑handling system so every component contributes to cleaner operation. Ford engineered the Focus PZEV to meet SULEV limits and virtually eliminate evaporative emissions, refining airflow, fuel delivery, combustion stability, and sealing throughout the powertrain.
The 2.3‑liter engine at the heart of the program demonstrated the payoff. Lightweight materials, improved intake airflow, better fuel atomization, tighter valvetrain control, and a redesigned exhaust and catalyst system all worked together to deliver cleaner tailpipe output. Ford also re‑engineered more than a hundred components in the evaporative‑emissions pathway to keep fuel vapors contained. The result was an engine that ran cleaner, made more power, and used fuel more efficiently, a clear demonstration of how much internal combustion can achieve when every detail is aimed at cleaner air.
Dr. Joseph Norbeck, then-director of UCR’s Bourns College of Engineering – Center for Environmental Research and Technology (CE-CERT), identified the importance of the university’s SELEV findings at the time: "Ten years ago, nobody thought gasoline ULEVs (Ultra Low Emission Vehicles) and SULEVs (Super Ultra Low Emission Vehicles) would be possible," pointed out Norbeck. "Now they're becoming common, and it's clear the emissions reductions they offer are significant.”
The SELEV program launched in 2000 at CE-CERT in partnership with Honda, Chevron, the U.S. Environmental Protection Agency (EPA), the California Air Resources Board (CARB), and the Manufacturers of Emission Controls Association. It represented one of many programs at CE-CERT, an innovative research and education center founded at the university in 1992 with the aid of a $10 million endowment from Ford.
CE‑CERT developed the technology to measure emissions at far lower levels, a milestone in an era when scant emissions posed real measurement challenges. This capability allowed researchers to accurately quantify the performance of ULEVs and SULEVs. Beyond the SELEV program, the center was also involved in developing an integrated research effort examining the economic, environmental, and social implications of evolving automobiles, fuels, and transportation.
The significance of the SELEV program is that the emissions achievements it documented prompted a broader reappraisal of what’s possible with gasoline internal combustion vehicles. Just as important, the ultra‑clean gasoline models studied were not a one‑time anomaly. They marked the beginning of a trend that continues today. Most major automakers selling vehicles in the U.S. now offer several, and in many cases many, gasoline models that run this cleanly.
Of course, continuing to run on fossil fuels doesn’t speak to energy diversity, as some pointed out at the time, and that’s a good point. And today it could be added that combustion vehicles don’t eliminate carbon emissions like electric vehicles, though today’s significantly more fuel‑efficient gas models do produce far fewer carbon emissions than in the past.
If extremely low emissions and cleaner air in our cities is the goal, then the progress already achieved, and still being achieved, with the internal combustion vehicles we’ve driven for more than a century deserves recognition. With continued advancements in combustion technology and the emerging potential of carbon‑neutral synthetic fuels, advanced internal combustion engines may well remain an important and strategic part of our driving future for decades to come.
Do you wonder whether buying a used electric vehicle is a better way to go than stepping up to a new one, or if buying a battery EV of any type is a smarter financial investment than a conventional gas model? We understand the confusion.
Credible studies have landed on very different answers about the total cost of owning an EV, and until now, few have looked closely at what happens when you buy one used. A new study sponsored by the Michigan Department of Labor and Economic Opportunity, the University of Michigan Electric Vehicle Center, and the Responsible Battery Coalition changes that, taking a deep dive into BEV ownership costs in the used market, where about 70 percent of vehicle sales occur. Researchers analyzed 260,000 used vehicle listings in 17 cities, spanning five vehicle classes and a range of charging scenarios. Their conclusion: used BEVs offer the lowest total cost of ownership of any powertrain.
The reason is simple. BEVs tend to depreciate rapidly in their early years, and while that presents a challenge for new EV buyers, it definitely works to the advantage of second owners. Over a seven-year ownership period, the study found that buying a three-year-old midsize SUV instead of a new one saves about $3,000 for a conventional gasoline model, $1,000 for a hybrid or plug-in hybrid, and roughly $13,000 for a BEV. For used EV buyers, that steep early depreciation brings a pretty significant financial upside.
We had a first-hand opportunity to experience the used EV buying process following a call from our friend Thomas Rehder, the owner of a Mustang Mach-E. Well-aware of the benefits of driving electric, he was on the hunt to find an affordable EV for his mom, Nancy. Since her daily driving needs were journeys around town, this meant a gently used first generation EV with more limited driving range would be a good fit.
Success! He ran across an ad for a used BMW i3 REx with 60,000 miles on the clock at a local dealer, its very approachable price of 15 grand a pretty amazing departure from the nearly $50,000 retail cost of this EV just five years earlier. We stopped by the dealer to take it for a test drive, then sent our friend a thumbs-up. He negotiated $1,000 from the asking price and voilà…his mom joined the ever-growing legion of EV owners at a bargain price.
There’s a lesson here, as illustrated by the study mentioned earlier. Those considering an EV but hesitate because it seems too expensive should take note of the growing used EV market. Buying used provides an easy entry into zero-emission driving and is an increasingly popular option as more preowned EVs reach the market at bargain prices. Plus, there’s been a growing volume of lease-return EVs hitting the used vehicle market since a high percentage had been leased to take advantage of the popular $7,500 federal EV incentive.
Finding a used EV can be as simple as running across a friend or neighbor who has bought a new EV and is selling their old one. We’ve done that very thing with a 2015 Fiat 500e we ran across during our daily drives and snapped it up. Beyond that or keeping an eye on local dealers’ lots, you can do a Google search using keywords like “buy a used electric vehicle.” You’ll come up with loads of car buying sources like Cars.com, AutoTrader, TrueCar, CarMax, and others. Then start browsing. You will find listings from across the country but try to stay local or regional if possible so you can check out prospective cars in person without having to travel or buying sight-unseen.
You can learn a lot from a visual walk-around and test drive, and even more by having a local mechanic check out a prospective buy. Most mechanics aren’t qualified to analyze an EV’s electric drivetrain, unique electronics, and battery, though they can assess its overall condition and conventional operating systems. With a VIN (vehicle identification number), services like CarFax and AutoCheck can provide detailed information on a vehicle’s history and whether it has been a rental or in accidents. Recurrent, a trusted battery analytics company, can also use a VIN to provide information on a used EV’s battery condition and projected range.
How good of a deal can you get on a used EV? We did few quick searches that revealed a 2023 BMW i4 eDrive40 with 29,000 miles at $32,000, a substantial $25,000 savings from the model’s original $57,000 price. Looking for a high-performance electric sports car? How about a 2021 Porsche Taycan with 23,000 miles that was $81,000 new but now offered for $44,000. An even more dramatic savings was presented by a 2020 Jaguar I-PACE HSE with 43,000 miles at $22,000, a savings of $60,000 from its $82,000 retail cost just five years earlier. We also ran across a 2019 Chevrolet Bolt EV LT with 51,000 miles at $11,000, a savings of $25,000 from its original $36,000 price, and a 2022 Nissan LEAF at 40,000 miles offered for $12,000, some $18,000 less than its $30,000 cost when new.
Financial incentives have been important to new electric vehicle purchases for years and more recently for used EVs, though there’s never a guarantee that incentives of the past will be available at the time you’re considering a purchase. That’s the case now since the federal incentive for used and new EV purchases has ended. Still, be sure to check if incentives are offered for the used EV you’re considering from regional, state, and federal government entities, along with your local electric utility and air quality district. Happy hunting!
We’re all aware of the importance of electrification and the significant carbon reduction achieved by zero-emission electric vehicles. This is why so much emphasis is placed on EVs by decision makers responsible for the cars we drive now and those that will be available to us in the future. But it’s important to ask…are they leading us in the right direction?
Increasing evidence says this is not the case, so those decision makers influencing our driving future should know this: If charting the electrified road ahead is based on presumptions and unrealistic expectations, well… you’re playing with fire and likely headed for trouble. We’re seeing that trouble manifest now, in a big way, as the hot electric vehicle market is being consumed by uncertainty.
So, a bit of sage advice. If you’re playing with fire and you find yourself ablaze, the first rule of thumb is to stop, drop, and roll to smother the flames consuming you. In other words, do something proactive to avoid a profoundly bad ending. Yet, metaphorically, the auto industry has largely avoided this exercise in avoiding self-immolation.
A case in point. While going all-in with electrification seemed a strategic move to auto execs in Dearborn, Ford got burned in its electric vehicle shift…badly. After consistently reporting billions of dollars in quarterly losses in its EV operations, Ford is now making a strategic pivot away from its major EV efforts while taking a reported $19.5 billion write-off in the process. The automaker is also ending its groundbreaking F-150 Lightning electric pickup program after the specter of continuing low sales volume hit home, with little expectation this battery electric pickup will ever sell in numbers required to turn a profit.
This is not the only example of an inherently high-profile EV program flaming out due to financial realities. More than a decade ago, in my editorial Facing Up to the Electric Car Challenge, I pointed out a similar outcome for another trailblazing electric vehicle, GM’s circa-1990s EV1: “The EV1 was so costly to build with such massive losses there was no business case for it to continue, and so it ended, as all other electric vehicle programs of the 1990s ended, for the same reason.”
Of course, that didn’t mean the end of electric vehicles. Rather, automakers did some serious reengineering and strategic planning that has brought us the impressive array of all-electric vehicles now available to consumers, with more to come. But the rebirth that saw a new generation of EVs hasn’t changed many of the fundamental challenges the electric vehicle field has historically faced.
Batteries remain expensive and pure EVs are still costly by nature, which in many cases means they are unprofitable. Yet, the push for battery electric vehicles has continued unabated, supported by the belief that consumer demand will grow, production numbers will significantly increase, and in the interim substantial federal, state, and regional subsidies will continue to flow, supporting a wholesale transition from combustion vehicles to ones powered by batteries.
All these assumptions are now being challenged. Other automakers like GM and Volvo are also backing away from their move toward a future of exclusively producing electric vehicles, choosing instead to build diverse electrified and internal combustion models that buyers in large numbers desire and can afford.
To be fair, all this isn’t entirely the auto industry’s fault. Legislators and environmental interests have aggressively pushed a battery electric vehicle agenda for years while ignoring some pretty obvious uncertainties. Inexplicably, they have done so without considering a bigger picture that embraces an array of other rational approaches and technologies that will contribute to the electric vehicle’s ultimate success.
Choosing how to respond to regulations and legislative agendas is an inherently crucial element in a company’s vision and future strategy. The most high-profile failure here has been the decision to go all-in on the electric agenda even in the face of obvious and major uncertainties, not the least of which is any real proof of sustained consumer demand for battery electric vehicles at prices higher than those of conventionally powered models. There is now a growing realization that consumers may well want something different than what legislators, regulators, and automakers have planned.
Generally, the vast number of car buyers want nothing more than to drive comfortable, safe, and efficient vehicles that fit their needs and those of their families at an affordable price. Sure, there are those who will pay a premium to drive pricier or more exclusive vehicles that speak to their sensibilities, image, or sense of self. But most car buyers must balance features and benefits with financial realities, and vehicle cost and monthly payments are almost always an important factor in a new vehicle purchase.
In the absence of significant federal subsidies – which is the case now – electric vehicle acquisition costs are higher and that has clearly changed the dynamics in this market.
With that realization, we’re now seeing a renewed consumer and automaker interest in other more affordable electrified models including hybrids and plug-in hybrids. Hybrids have a proven track record over the past 25 years so greater adoption is a given. Plug-in hybrid electric vehicles (PHEVs) have long represented the next step on the way to a fully electric vehicle and there will be many more of these coming to new car showrooms.
Then there’s a new twist in the form of extended range electric vehicles (EREVs), essentially more affordable EVs that use smaller battery packs paired with an onboard engine-generator. Reducing battery capacity can significantly lower costs without sacrificing driving range, since the engine-generator produces electricity to recharge the battery and power the vehicle’s drive motors. Automakers see EREVs as a winning strategy and are investing heavily to bring these models into their product lineups.
Of course, there will be many who disagree with any strategy that includes diverse forms of electrification rather than exclusively prioritizing battery electric vehicles. To those who cry “foul,” it’s worth reflecting on what others with a broad view of our transportation future have to say.
Toyota executive vice-president Yoichi Miyazaki frames the carbon challenge this way: “Carbon knows no borders and CO2 reduction is an issue that cannot wait,” adding that “we need to immediately start with what we can do.” In his view, spreading the use of electrified vehicles as quickly as possible and in significant numbers is the imperative, while being “very attentive to the needs of our customers.”
Essentially, that means getting significant numbers of electrified vehicles of all types into the hands of drivers worldwide, in a form that fits their needs. The answer might be a battery electric vehicle in some areas like California with a sizeable public charging network. But for others living in wide-open spaces with a scarcity of public chargers, a better fit might be a hybrid or plug-in hybrid.
Transportation is a huge contributor to carbon emissions and significant change is needed. That said, far too much emphasis has been placed on battery electric vehicles as an urgent and exclusive solution, prompting legislation and regulations with improbable timelines and outcomes.
This needs to be said: In the real world, it’s unrealistic that a wholesale switch to battery electric vehicles would accomplish needed carbon reduction goals on its own, or in a reasonable time frame. Consider that there are some 290 million light-duty vehicles now on our nation’s highways, and they tend to remain on the road about 12 years before being retired. Even if all new car sales were exclusively battery electric vehicles today, it would likely require 25 to 35 years to achieve an entirely battery-powered fleet.
There’s a lot to accomplish with electrification, increased efficiencies, downsizing, and vehicle lightweighting, plus the development of low-carbon, drop-in synthetic fuels for the millions of internal combustion vehicles already on our highways. A more realistic and diverse strategy like this is what’s needed. Imposing unattainable goals with questionable outcomes that force consumers to buy cars they may not want, and nudge automakers toward unnecessary risk, is simply not the answer.
It’s no secret that Green Car Journal editors have long been fans of the quirky-but-lovable electric i3 that BMW brought to our highways in the 2015 model year. In fact, magazine staffers enjoyed tens of thousands of miles testing i3 models over several years of daily driving in different configurations. Alas, the i3’s time passed and BMW moved on to subsequent EV models. The latest of these, the coming all-electric BMW iX3, represents the first production model of a next-generation – or as BMW calls it, Neue Klasse – vehicle family.
The iX3 marks a clean break from previous shared architectures and signals BMW’s move toward platforms developed specifically for electrification, digital capability, and reduced manufacturing complexity. The 2026 iX3 is sized similarly to today’s X3 but benefits from the packaging freedom possible with a dedicated EV structure. A long wheelbase and efficiently shaped battery housing provide more usable interior volume than would normally be expected in a compact crossover footprint. As an added bonus, the vehicle’s low center of gravity, nearly even weight distribution, and wide track also serve to deliver the driving dynamics BMW clearly wants to define in its new generation of EVs.
Styling is intentionally simplified. The iX3’s shape relies on proportion and stance rather than heavy detailing, resulting in a clean front with vertically arranged kidney grille openings and a distinctive four-element lighting signature. The profile is smooth and aerodynamically efficient, contributing to a 0.24 drag coefficient. At the rear, broad shoulders and sculpted lamps give the iX3 a planted look without unnecessary surface activity.
The cabin follows this same design philosophy. BMW’s new Panoramic iDrive system spans the lower windshield and integrates with a 17.9-inch central display and a redesigned multifunction steering wheel. The goal is to deliver information with minimal distraction and to keep the primary driving view uncluttered. Much to our satisfaction, important controls remain physical, such as those for wipers, mirrors, hazard lights, and some temperature functions. Materials are satisfyingly tactile with the instrument panel using a textile-based surface with integrated lighting to give the cabin an inviting feel. A wide glass roof is available and adds to a sense of openness.
The iX3 debuts BMW’s sixth-generation eDrive technology. This includes new cylindrical battery cells, an 800-volt electrical system, and redesigned electric motors. Performance in the dual-motor iX3 50 xDrive is delivered with 463 horsepower and 476 lb-ft torque. Accelerating from 0-60 mph is estimated at about 4.7 seconds with a governed top speed of 130 mph. The iX3 will also go the distance, with BMW anticipating up to 400 miles of EPA-based range once certification is completed.
Charging capability is a key improvement. With a peak charging rate of 400 kW, the iX3 can gain about 230 miles of range in about 10 minutes at high-power stations. Charging from 10 to 80 percent is said to take 21 minutes or so under ideal conditions. A revised battery management system allows the iX3 to charge efficiently on both 800-volt and 400-volt equipment. Bidirectional charging capability is included to support vehicle-to-load operation, home energy integration, and grid services where permitted.
The BMW iX3 integrates a structural battery approach that reduces vehicle weight and increases rigidity. Energy losses are reduced compared to BMW’s previous electric drive generation, and both charging performance and overall efficiency improve.
A new electronics structure debuts in the iX3 as well. Four consolidated computing modules handle driving dynamics, advanced safety systems, infotainment, and comfort features. This reduces wiring weight and provides the responsiveness needed for smarter chassis control. One of these modules, controlling propulsion, braking, regeneration, and steering, improves blending between regen and friction braking and is claimed to deliver more predictable pedal feel. An advantage is that most routine braking events are expected to rely on regenerative braking only, thus reducing brake wear and improving efficiency.
Standard driver-assistance systems include forward collision mitigation, blind-spot detection, adaptive cruise control with stop-and-go capability, and lane-centering. BMW’s available Highway Assistant allows hands-off travel on approved limited-access highways at speeds up to 85 mph when conditions allow. Optional Parking Assistant Plus adds automated parking and remote operation features.
BMW has been at the EV game for many decades, as evidenced by Green Car Journal’s early reporting on the automaker’s electric BMW E1 and E2 prototypes in the early 1990s. Now, more than three decades later, the iX3 previews what drivers can expect from the brand’s future EVs, including cleaner designs, improved efficiency, and much more capable electronics supporting ongoing feature updates throughout the vehicle’s life. Production of the iX3 will be at BMW’s new Debrecen, Hungary facility, with U.S. deliveries planned for mid-2026. Pricing has yet to be set but is expected to start around $60,000.
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.