The midsize Polestar 3 SUV, the latest Polestar model to hit U.S. shores, is distinguished with sculpted styling, a minimalist interior, and loads of tech. It also features a good amount of real-world range and, living up to the automaker’s sporty performance goals, great handling and plenty of power.
The rub: The 2025 Polestar 3 starts at almost $69,000 and can edge close to $100,000 in top performance trim with all the available options. It’s not for the multitudes who live on tight budgets.
Likely rivals for shoppers’ attention include electric SUVs from the likes of Audi, BMW, Mercedes-Benz, and Volvo. You could toss in models such as the Cadillac Optiq, Tesla Model Y, and Genesis Electrified GV70, but they really play in a different segment as compact SUVs.
Polestar offers the 3 in three “long range” powertrain choices with option packages to increase the tech, driver assist and comfort, and “gee, look at me” content. The base single-motor, rear-wheel drive version delivers, per the EPA, up to 350 miles of range. None of the competing high-end electric SUVs can match that, although none offer single-motor version, opting instead for 100 percent all-wheel drive lineups.
More powerful but less efficient dual-motor, all-wheel drive versions of the Polestar 3 come in two flavors. The base dual-motor trim boasts a segment-leading 315 miles of range, per the EPA’s rating system. Adding the Performance Pack option drops the Polestar 3 Dual Motor’s rated range to between 279 and 300 miles, depending on tire and wheel size. That’s in the ballpark with the 300-mile Audi Q8 e-tron, 307-mile Mercedes-Benz EQE SUV, 309-mile BMW iX xDrive50, and 310-mile Volvo EX9.
Sizewise, the Polestar 3 sits near the bottom of it pack. While its passenger cabin is roomy, the 3 overall is as much as 5.5 inches shorter than other premium and luxury mid-size electric SUVs. It sits mid-pack in cargo capacity, though, bested by the BMW iX and Audi but leading the EQE SUV and the Volvo EX90. Pricewise, the Polestar starts lower than any likely competitor.
The Swedish EV maker started life as an independent tuning shop for Volvo racers, then was absorbed by Volvo Cars, which has been owned by China’s Zhejiang Geely Holding Group since 2010. In 2017 Geely decided it wanted a stand-along EV makers in its stable to market performance-oriented but premium-level vehicles globally. Polestar was spun off from Volvo to be that company.
It is publicly traded, but a majority of its shares are held by Geely and Geely founder and CEO Li Shufu’s private PSD Investment. Volvo Cars also holds a stake.
Polestar’s first model, the limited production Polestar 1, was a sport coupe with a 600 horsepower plug-in hybrid powertrain and 52 mile all-electric range, the best in the business. It was sold globally, though in very small numbers, from 2019 through 2021 and won praise for its styling and performance. Only about 1,500 of the $150,000 cars were built and just 250 of them made it to the U.S.
The Polestar 2, a compact sedan-styled hatchback, launched in 2019 and still is sold in Asia and Europe. U.S. sales of the sporty 2 were curtailed this year in the face of stiff tariffs on vehicles imported from China, where it is built.
Polestar 3 went on sale in the U.S. earlier this year in dual-motor trim, with the single-motor version launching in April. Models sold in the U.S. are built alongside the Volvo EX90 at Volvo’s South Carolina assembly plant. The 3 will be followed later this year by the Polestar 4, a tall sedan styled midsize SUV that shares most of its powertrain, suspension, and interior with the 3. It will be built in South Korea.
A Polestar 5 sport sedan – the brand’s new flagship model – is slated for 2026 and will be built in South Carolina and/or South Korea. The Polestar 7 compact SUV aimed mainly for the European market and slated to be assembled there is scheduled next, to be followed by the Polestar 6, a 2+2 performance roadster with head-turning design.
Don’t expect to consistently get EPA estimated range from any Polestar 3 variant unless your accelerator foot is feather light, your driving style rather timid, and you avoid hilly or mountainous terrain and highway driving. Real-world range for most EVs runs 10 to 15 percent below EPA estimates with the variance depending largely on tire size, the weight of cargo (including people) on board, driving style, terrain, and the amount of high speed driving involved. We tested both the single-motor and dual-motor performance versions of the Polestar 3. Our experience is that it manages to stick pretty close to the estimates, running 10 to 12 percent short in most driving conditions.
In in our range test of a single-motor Polestar 3 with 21-inch wheels – the variant EPA rates at 350 miles – our 250-mile round-trip ride covered 140 miles of fast freeway driving in light traffic, plus 70 miles of ambling country lanes and 40 miles of mountain roads. We tried to keep within 10 mph of posted speed limits.
Per EPA’s estimate, we should have been draining the battery pack at a rate of 3.27 miles per kilowatt-hour (350 miles/107 kWh usable battery capacity). But country and mountain driving on the first leg of the trip was uphill most of the way, cutting efficiency to just 2.4 miles per kWh. That would have resulted in just under 266 miles of range had we kept going at that pace. We benefitted from an equal amount of downhill motoring on the way back, though, and improved efficiency for that part was a relatively thrifty 3 miles per kWh. For the entire round trip, average consumption was 37.3 kWh per 100 miles. That’s the equivalent of 307 miles of range – 12.2% under the EPA estimate.
We tested the dual-motor performance version of the Polestar 3 last fall on rain-slicked roads in the area around Jackson, Wyoming. An abundance of caution with someone else’s vehicle kept speeds down, but we did climb about 2,200 feet from Jackson’s 6,240-foot elevation to hit the pass through the Tetons into neighboring Idaho. Overall, we found real range on that trip was pretty much what EPA estimated for the performance version with 22 inch tires.
All versions of the 2025 Polestar 3 are two-row, five-seat electric crossovers. There’s a lot of Volvo under the skin and in the interior, but Polestar DNA is dominant in the 3’s design and chassis, suspension, and powertrain development.
Its aerodynamic looks derive from the Polestar Precept electric sedan concept that was unveiled in 2020. It’s built on an EV-specific platform developed by Volvo.
The rear-drive Polestar 3 starts at $68,900 under pre-tariff pricing. It has its own powertrain and suspension but otherwise is almost identical in looks and features to the dual-motor trims.
Standard features include 20-inch alloy wheels, panoramic glass roof, acoustic laminated windshield and rear window, auto-extending flush door handles, power rear liftgate with foot sensor, power adjustable and heated, auto-dimming, and folding frameless side mirrors. Inside are standard heated and power adjustable front seats with extendable thigh bolsters, ambient interior lighting, tri-zone heat-pump climate control, rear touchscreen for climate and seat heating controls, and a 10-speaker audio system.
If your regular driving conditions don’t require all wheel drive and you don’t mind taking a couple of seconds longer to hit 60 from a standing stop, the single-motor version makes a lot of sense.
The dual-motor Polestar 3 starts at $74,800. It includes all the single-motor variant’s standard features and adds more power, electronic all-wheel drive with torque vectoring, and air suspension with active dampers. The dual motor AWD with Performance Pack jumps to $80,800 and includes everything on the standard dual motor but adds a performance software upgrade that boosts horsepower and torque. It also gets 22-inch alloys with performance tires, special chassis tuning, and gold-color seatbelts, valve caps, and brake calipers.
The Plus Pack, priced at $5,500, adds a head-up display, power adjustable steering column, soft-close door mechanism, heated rear seats and steering wheel, heated windshield wiper blades, and a foldable rear cargo bay floor. Also provided is a 25-speaker Bowers & Wilkins audio system with surround sound, Dolby Atmos capability, and active road noise cancellation.
Available only with the Plus Pack at an additional $5,500 is a combination of animal welfare certified Nappa leather upholstery in three color choices and dark ash wood trim. The Performance Pack, at $6,000 and available only for the dual-motor variant, adds 22-inch alloy and performance tires, a software upgrade that boosts horsepower and torque, sport and performance tuned chassis, and gold-colored seatbelts, brake calipers, and valve caps. A $2,100 Pro Pack option for the single-motor and base dual-motor variants adds specially designed 21-inch wheels, gold-colored valve caps, and black seatbelts with a gold center stripe.
All Polestar 3 variants use a 111-kilowatt-hour battery pack (107 kWh usable capacity) installed under the floor in a so-called skateboard EV platform. For the single-motor version, the battery supplies a rear-mounted motor rated at 299 horsepower and 361 lb.-ft. of torque. Dual-motor variants get an additional motor for the front axle. Combined, they produce a total of 489 horsepower and 620 lb-ft torque. The Performance Pack boosts that to 517 hp and 671 lb-ft.
Polstar says the standard dual-motor version can zoom from zero to 60 mpg in 4.9 seconds. Adding the Performance Pack cuts that to 4.6 seconds – at a cost of $2,000 per tenth of a second. The single motor Polestar 3 get to 60 in a more leisurely but perfectly acceptable 7.5 seconds, per Polestar’s estimate.
In any configuration there’s a decent amount of power, which is good because the Long-Range Dual Motor Polestar 3 weighs in at more than 2.5 tons in its lightest configuration, and is just 120 pounds short of 3 tons at its heftiest. The single motor version is some 200 pounds lighter than the base dual-motor Polestar 3.
The single motor version gets steel coil springs, passive dampers, and a rear motor without torque vectoring. Steering calibration is also a little softer in the single motor model. In our test drive we found it to deliver a comfortable ride and compliant handling, but its suspension couldn’t compensate for rough roads and high-speed corners quite as well as the dual moor variants’ more sophisticated system.
Dual motor Polestar 3s get adaptive air suspension and a rear-biased, electronic all-wheel drive system with torque vectoring that lets the Polestar 3 put its power to the road quite effectively and sure-footedly. All versions get four-piston Brembo front brakes with single-piston Brembos in the rears and they handle the vehicle’s weight with aplomb. A one-pedal drive setting for the Polestar 3’s multi-stage regenerative braking reduces brake-foot fatigue in crowded traffic and can mimic a downshift when turning or carving up a twisty country road.
We didn’t find either version of the Polestar 3 to be unwieldly or unbalanced when tossed around mountain corners or while carving winding roads, but our preference was for the double-motor variants’ air springs and adaptive dampers.
The single motor Polestar 3 with optional 21-inch wheels and all-season tires is EPA-rated at up to 350 miles of range, dropping to 342 miles with the standard 20-inch tires and 333 miles with 22-inchers. Dual-motor versions are rated at 315 miles with 21-inch wheels, 310 miles with the standard 20-inch wheels, and 287 miles with 22-inch wheels.
Adding the performance pack gets up to 300 miles of range. The Performance pack with its standard 22-inch alloys and sticky performance tires drops the estimated range to 279 miles. While the smaller 20-inch tires should deliver less rolling resistance and thus more range than the 21-inchers, the 20-inch wheels are made of cast aluminum, which makes them heavier and thus slightly less energy efficient than the forged aluminum wheels used with the 21 inch rubber.
At a DC fast charger, the Polestar can replenish its battery pack at up to 250 kilowatts per hour, good for a 10 to 80 percent recharge in 30 minutes. For home charging, the Polestar, like its competitors, uses an 11 kW Level 2 charging system. With properly sized 240-volt equipment, the Polestar can take a battery from 10 to 100 percent in 11 hours. Both DC and Level 2 charging speeds are competitive in the segment.
Polestar 3 has a Scandinavian minimalist interior that would have been avant-garde had it been rolled out a few years ago, before the Hyundai Motor Group set the standard for modern minimalism with its Hyundai and Kia small crossover interiors.
In the Polestar 3, the dashboard is divided into a padded textile-covered upper section with a textured plastic or optional aluminum or wood-trimmed lower face, divided by a thin strip of LED lighting. The dash houses a 9-inch-wide digital driver information screen and a centrally mounted, vertically oriented 14.5-inch infotainment touchscreen that also serves as a control center for almost all vehicle settings and functions. The only physical switches and knobs are vehicle function and driver display control buttons – unlabeled - on the steering wheel, the shifter, and turn signal stalks on the steering column. A rotary controller for the audio system is located on the center console’s floating bridge.
Power-adjustable, sports-styled front bucket seats are set low to maximize headroom and are both supportive and comfortable. The 60/40 split rear seat sits higher than the front seats for improved lines of sight for rear occupants. The bench is divided into three molded seating positions, and while the middle position is narrow, there’s decent rear legroom even for center-seat occupants since below-floor batteries allow a flat floor with decent legroom.
The Polestar 3 has a small-for-the-segment primary cargo bay providing 17.1 cubic feet behinds the rear seats, which we’re told allows carrying along about 15 grocery bags or five airline carry-ons. In contrast, the BMW iX features more than twice the Polestar’s capacity at 35.5 cubic feet with the Mercedes-Benz EQE SUV offering 20 cubic feet. Things improve when the Polestar 3’s rear seat back is folded down as this boosts total interior cargo capacity to 49.8 cubic feet. That’s still the least of the competitive set, though, with the iX boasting 77.9 cubes of maximum interior cargo space that takes the lead.
There’s also a 1.1 cu.-ft. storage area, or “frunk,” under the hood. It’s not large enough to be of much use but will hold a portable charging cord that otherwise would take up open cargo space in the rear. Among likely competitors, the Audi Q8 e-tron has a 2.1-cu.-ft. frunk while the BMW iX and Mercedes EQE SUV do without.
Polestar says the “3” can haul up to 220 pounds on its roof and dual-motor versions can tow up to 3,500 pounds. That tow rating is adequate for a small utility trailer but comes in less than the 5,500 pound rating of the BMW iX or the 4,000 pound rating of the Audi Q8. The Mercedes isn’t tow-rated in the U.S. The single-moor Polestar 3 is rated to tow up to 2,000 pounds.
Polestar uses an Android Automotive operating system for its infotainment centers. We’ve found it to be one of the most user-friendly interfaces around, especially for those who prefer to use voice commands, which are executed in everyday language after a “Hey Google” wakeup call. The built-in Google Play Store makes downloading new apps to the system easy. There’s 5G connectivity available, along with Google Maps with a 3-year constant internet connectivity plan at no charge.
Connectivity is enhanced with four USB-C ports – two for each seating row – and a 120-volt outlet in the rear cargo bay. Wireless phone and Bluetooth phone connectivity are standard as are Android Auto and Apple CarPlay compatibility. If there’s a drawback to the infotainment setup it’s that it is also control central for almost all vehicle adjustments and functions. This requires drivers who like to adjust drive modes, cabin temperature, and the like while underway to shift their eyes from road to screen far too often.
Audio is handled with a 10-speaker system. A 25-speaker Bowers & Wilkins sound system with Dolby Atmos surround sound and headrest speakers is an option. Three external speakers broadcast a warning tone at low speeds so that pedestrians, cyclists, and others can hear the otherwise silent EV as its draws near.
As a new model on a new platform, the Polestar 3 hasn’t yet been crash-tested by the National Highway Traffic Safety Administration (NHTSA) or the nonprofit Insurance Institute for Highway Safety (IIHS). It has received a 5-star safety rating in the European NCAP crash test program.
Polestar 3 is equipped with an impressive array of advanced safety and driver assistance technologies, all integrated via a centralized computer running on software developed by Volvo Cars. The driver assistance and safety systems use a variety of imaging systems to monitor external surroundings and conditions, monitor driver alertness, and even report in-car movement to help prevent accidentally leaving pets or children in a parked car.
Standard safety and driver assist features on the 2025 Polestar 3 include front collision avoidance and mitigation with braking and steering assist, pedestrian and cyclist detection, blind spot and rear cross traffic alert, rear collision mitigation, and driver alertness monitoring. Adaptive cruise control featuring full stop-and-go functionality along with lane keeping and centering with lane departure warning are also standard fare.
The Polestar 3 stands out for its unfussy good looks, user-friendly operating interface, and sporty ride, though its cargo bay isn’t as useful as some because of the rearward sloping roofline.
We certainly hope Polestar’s challenges don’t prove fatal. It has lost money every year since it was spun off from Volvo, had to delay production of the 3 for almost a year because of software issues, and hasn’t yet managed to achieve widespread name recognition in the U.S. Still, its vehicles are world-class EVs and the Polestar 3 belongs on any premium performance SUV shopper’s must-test list.
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.
When GM officially ended its EV1 electric car program in 2003 and recalled all its leased-only models, there was a feeling that it had given up on EVs. That wasn’t the case. There were rumors early on that another electric vehicle program was in the works and more evidence of this emerged just a few short years later. This article, which shares early details on the concept that would lead to the production Chevrolet Volt, is presented from our archives just as it appeared in Green Car Journal’s Winter 2006 issue. While there’s more to the Volt’s story since this electric vehicle was also discontinued in 2019 – much to the chagrin of a great many Volt owners who universally loved this vehicle and its innovative electric drivetrain – that story will have to wait for another time.
Excerpted from the Winter 2006 Issue: General Motors is back in the electric car business. First, the company announces a plug-in hybrid version of the Saturn Vue at the L.A. Auto Show. Now, GM has turned up the juice by unveiling the Chevrolet Volt, an “EV range-extender” concept car that makes petroleum an even smaller part of the equation. In fact, with its 40 mile pure electric range – which GM says covers more than half of all Americans’ daily commute to work and back – the Volt may eliminate the need for gasoline altogether for some drivers.
Central to the Volt concept is the new E-flex System, which GM says represents a rethinking of automotive propulsion that places primary focus on electric drive. Plugging in to a 110-volt outlet for about six hours will fully charge the car’s lithium-ion batteries. When the batteries run out after 40 miles of electric-only driving, a 1.0-liter,three-cylinder turbocharged engine runs at constant speed, turning a generator that replenishes the batteries. That engine could be replaced in future iterations of the concept with powerplants that run on pure ethanol (E100) or biodiesel, or even with a fuel cell running on hydrogen...thus the “flex” in the E-flex System.
In the Volt, the gas-powered engine gets about 50 mpg while it’s working to sustain the batteries. Some quick math reveals that overall fuel economy would be a staggering 150 mpg for a 60-mile drive. Run the engine on E85 ethanol, as the Volt is capable of doing, and even more gasoline use is displaced. Importantly, the Volt is able to do all this without compromising utility, which is a significant problem that plagued the truly wonderful but now infamously defunct GM EV1. The Volt will easily seat four passengers and their luggage, accelerate to 60 mph from a standstill in under 8.5 seconds, and cruise for 640 miles without refueling.
The Volt is about the size of the compact Cobalt and based on a similar vehicle architecture, yet with a much more athletic stance. The styling is sharp, edgy, and distinctively Chevrolet. One interesting feature is a transparent roof and beltline courtesy of glazed polycarbonate material from GE Plastics. The plug-in recharging ports are tastefully integrated into the front quarter fenders on either side of the vehicle.
Unfortunately, the Volt is being held back by the same culprit that actually killed the electric car the first time around: battery technology. GM admits that it is still waiting on a technological breakthrough to produce a large, production-ready lithium-ion battery pack.
GM thinks that could happen by 2010 or 2012, though we’ve been through times of optimistic predictions like this before when battery breakthroughs just didn’t come. Still, we’re crossing our fingers on the battery issue and it’s nice to see the General all charged up again.
We’ve always liked concept cars, those capture-the-imagination harbingers of the future that tantalize the senses and get us to thinking what driving might look like in the years ahead. No, not the trivial ones that explore nonsensical designs that will, and should, never come to pass. We’re talking hand built concepts that push us to consider their attendant innovations and eye-candy design, and of course their possible production intent. Mazda’s Iconic SP is one such concept.
Presented in a vivid Viola Red to accentuate the car's shape and bodylines, the Iconic SP's bold design, execution, and vision get the blood pumping as one imagines life behind the wheel of this sleek and sinewy sports car. Now, according to reports, this concept may well be heading toward reality. Color us intrigued.
Unveiled at the Japan Mobility Show last year, the Iconic SP clearly illustrates that Mazda still knows how to tantalize the senses with iconic sports car design. Most notably, it did this in the past with its RX-7 and its continuing favorite, the ever-popular Miata. Both of these models created a sensation with buyers from the start. While the RX-7 is now a part of automotive history (with the RX-8 never catching on in the same way), the Miata remains as a cornerstone sports car for the masses that’s popular on the street and on the track for amateur racing.
With the Iconic SP, Mazda leans far forward with this lightweight sports car’s low-slung stance, sensuously flowing lines, and exotic scissor doors. While the concept clearly suggested the potential for a future model at its unveiling, we would imagine its more complex scissor doors could fall by the wayside in a production model as a nod to cost, manufacturability, and mainstreaming this sports car for a larger audience. It’s not that intriguing door designs like this can’t be done. It has been in many instances throughout the automotive timeline with variations on models the likes of the BMW i8, Tesla Model X, Lamborghini Countach, and many others. It’s just that it isn’t likely in the scheme of things.
Worth noting is that Mazda aims the Iconic SP in a green direction with the concept’s scalable two-rotor Wankel engine said to exclusively generate electricity to augment battery power for the car’s electric motors. Heading in this direction seems a natural since series hybrids, or extended range electric vehicles, are increasingly seen by automakers as an attractive option to battery electric vehicles at this point in time.
That said, this isn’t a sure thing. Rumors are flying about from seemingly credible sources that point to different, and perhaps multiple, propulsion strategies. Those include parallel hybrid and all-electric notions of how the car should be motivated. That powertrain vagary makes sense this early in the game since a production Iconic SP – should one actually come to pass – will certainly address the needs and whims of the market closer to a launch date.
Interestingly, Mazda has teased the potential for running the car’s front midship rotary engine on a zero-carbon fuel like hydrogen, something this automaker has experimented with for some time, including with the RX-8 RE developmental vehicle that Green Car Journal editors drove in earlier years. Clearly, offering a variant of this sports car on zero-carbon hydrogen would make the equation all the more compelling.
It’s the 1990s and you’re looking to drive something different. Imagine piloting a car that was as technologically advanced as a Lamborghini Diablo was fast, and more exclusive in numbers than that decade’s Ferrari F40. Now picture it with a GM emblem on its hood. In your mind’s eye, you’re behind the wheel of the legendary EV1, the first mass produced electric car of our modern age.
This is the car that started it all. While many automakers pursued electric vehicle development programs in the 1990s, it was GM’s Impact concept car, and then the production EV1 that followed, that literally set the modern EV field in motion.
GM turned to efficiencies-focused AeroVironment in California to develop an advanced electric vehicle unlike any other. When it debuted this car, the Impact prototype, at the 1990 LA Auto Show, the mission was to generate excitement. And that it did, courtesy of the Impact’s show-stopping teardrop-shaped plastic body, aluminum spaceframe, and a revolutionary electric propulsion system created by AeroVironment engineer and EV pioneer Alan Cocconi.
The electric EV1, based on the Impact concept but highly refined beneath the skin, emerged at Saturn dealers six years later. The EV1 was special, it was silent, and it was fast. Without the engine braking effect of a gas engine and with its regenerative braking setting adjusted accordingly, after lifting off the throttle it seemed to coast forever in a relatively friction-free state. Overall, it was seductive to drive, and if your mind wandered you could imagine piloting the era’s F-14 Tomcat on the street… and that doesn’t happen every day. We know, because we spent a year driving an EV1 on the roads and highways of California, one of the select areas where the EV1 was available.
The EV1 came to market with a slew of all-new technologies that are common today, from low rolling resistance tires to regenerative braking and keyless ignition. Accelerating from 0 to 60 mph took about eight seconds. The Gen 1 model had an estimated 50 to 95 mile driving range on its advanced lead-acid batteries.
Later, GM introduced Gen 2 EV1s with more advanced and power dense nickel-metal-hydride batteries that enabled an EV1 to travele an estimated 75 to 140 miles. Energizing both Gen 1 and Gen 2 batteries was handled with a unique charging paddle that transferred electrical energy via magnetic induction, without a hard connection between the paddle and car.
During its short lifetime, only 1,117 EV1s were built and these were leased only, with no purchase available. Leasing was a nod to GM’s need to maintain ultimate ownership over highly advanced and extremely expensive-to-produce vehicles, using all-new technology, that were being fielded in a limited way to feel out the market. Initially offered at a lease cost of $640 per month with financial incentives that brought this down to $480, the EV1’s lease terms evolved over time to be as low as $349.
Ultimately, this chapter of GM’s continuing electric vehicle story ended abruptly. The program was discontinued in 2002 and all EV1s were required to be returned at their end-of-lease, either making their way to the crusher or donated as inoperable examples to museums and other institutions, never to be seen on the highway again.
In the ever-evolving world of battery technology, the safety of lithium-ion (Li-ion) batteries has become a paramount concern, especially as the demand for electric vehicles (EVs) and renewable energy storage systems surges globally. Epsilon Advanced Materials (EAM), a leader in the production of high-quality battery materials, is at the forefront of addressing these safety challenges. Through innovative solutions and a deep commitment to sustainability, EAM is enhancing the performance of lithium-ion batteries and significantly reducing risks associated with their use.
EAM’s journey is rooted in a vision of decarbonizing economies and driving the transition to cleaner energy technologies. It all began when an entrepreneur with a passion for sustainability crossed paths with a battery engineering scientist who had developed an exceptional battery material in his backyard. This meeting of minds sparked the creation in 2018 of EAM, a company dedicated to perfecting the art and science of advanced battery materials. Since its inception, EAM has sought to lead the way in providing innovative battery solutions that meet the demands of a rapidly changing world.
EAM’s approach to battery safety is through its focus on synthetic graphite anode materials. These materials are designed to improve fast charging performance, a feature that is increasingly important as consumers demand quicker charging times for their EVs. Traditional battery materials can struggle to handle the higher currents involved in fast charging, leading to stress on the battery and an increased risk of overheating. However, EAM’s synthetic graphite anode material is engineered to handle these higher currents with less stress, significantly reducing the risk of overheating and enhancing the overall safety of the battery.
Another key factor in the safety of Li-ion batteries is the direct current internal resistance (DCIR), which represents the resistance to current flow within the battery. Higher resistance can generate heat, which in turn increases the risk of thermal runaway – a dangerous situation where the battery can overheat uncontrollably. EAM’s synthetic graphite-based anode material boasts lower DCIR, meaning it offers less resistance to current flow. This reduction in resistance provides better heat management within the battery, minimizing the chances of thermal runaway and ensuring safer operation even under high-stress conditions.
In addition to these advancements, EAM’s synthetic graphite anode material also offers superior cycling stability compared with natural graphite. Over time, battery materials can degrade, leading to unwanted reactions within the battery that can generate heat and compromise safety. EAM’s material, however, degrades less over time, maintaining its stability and reducing the likelihood of these unwanted reactions. This enhanced cycling stability not only extends the lifespan of the battery but also ensures that it operates safely throughout its life cycle.
EAM’s commitment to safety and innovation is further demonstrated by its plans to open a state-of-the-art battery materials and components plant in North Carolina in 2026. This $650-million facility will be a significant step forward in the domestic production of battery materials, including both natural and synthetic graphite anodes. With a targeted annual production capacity of 60,000 tons of anode materials by 2031, the plant could eventually supply enough materials for up to 1.1 million electric vehicles in the U.S.
The decision to establish this manufacturing plant in Brunswick County, NC is strategic, as this location will be part of a burgeoning EV battery hub in the state, positioning EAM to play a critical role in the U.S. battery supply chain. This move is particularly timely given recent developments in the global graphite market. China, which dominates synthetic graphite production, has recently curbed exports of the material, leading to concerns about supply chain stability and rising costs. By developing a domestic source for synthetic graphite, EAM is not only reducing reliance on imported Chinese materials but also bolstering the U.S. battery industry against potential supply disruptions.
EAM’s U.S.-made battery components and materials are expected to qualify for incentives under the Inflation Reduction Act and related U.S. legislation aimed at building domestic supply chains for EVs and batteries. This support from the U.S. government underscores the importance of EAM’s work in ensuring that the next generation of batteries is not only high-performing but also safe and sustainable.
As EAM continues to innovate and expand, its focus remains firmly on the safety and sustainability of Li-ion batteries. The company’s advanced materials and cutting-edge technologies are setting new standards for battery safety, ensuring that as the world shifts towards cleaner energy and electric mobility, the batteries powering this transition are as safe as they are efficient. EAM is not just meeting the challenges of today’s battery industry but is also anticipating and addressing the needs of tomorrow. Through its commitment to innovation, safety, and sustainability, EAM is playing a key role in shaping the future of energy storage and electric mobility.
Sunit Kapur is Chief Executive Officer of Epsilon Advanced Materials, a global battery material manufacturer focused on sustainable battery solutions.
VW will launch its 2025 ID.7 electric sport sedan in the U.S. in two trim levels and in both rear- and all-wheel drive formats. Typically, a two-trim strategy provides a more basic entry-level model and a mid- or top-range premium version. But since the VW ID.7 is being marketed as a ‘near luxury’ sedan, its base Pro S trim should come very well-equipped. The Pro S Plus will offer even higher levels of posh, adding 20-inch alloys, adaptive ride damping, front premium massage seats with heating and cooling, and an upscale 700-watt, 14-speaker Harman/Kardon sound system.
Rear-drive versions of the 2025 ID.7 will use a single motor mounted on the rear axle rated at 282 horsepower and 402 lb-ft torque. All-wheel drive versions will have two motors – one on each axle – capable of delivering a maximum of 335 horsepower. Both will use an 82 kWh lithium-ion battery pack. Those are the same powerplants installed on the three upper ID.4 electric crossover trims for the 2024 model year. VW is holding back on revealing range estimates for the ID.7 until closer to launch, but the streamlined sedan should deliver a few miles more than the boxier ID.4, which is rated – for 82 kWh battery versions – at 292 miles for rear-drive models and 263 miles for all-wheel drive versions.
Sedans have been phased out by many automakers in the U.S. market and electric sedans are even rarer, so the ID.7 won’t have a lot of direct competition. Midsize premium electric sedans in the ID.7’s anticipated price range are the Hyundai Ioniq 6, which is likely to be the prime competition, plus the Tesla Model 3, lower trim levels of the BMW i4, and some trim levels of the Ford Mustang Mach-E, a crossover with some sedan-like styling characteristics.
The ID.7 may be the roomiest of the bunch. At 195.3 inches, it is longer than any of the others and just .75 inches shorter than the ID.Buzz van. The ID.7 also has a longer wheelbase – an indicator of cabin legroom – than any likely competitor except the Mach-E, which, at 117.5 inches, beats the VW electric sport sedan’s wheelbase by a scant half an inch. Driving range varies among likely competitors’ rear-wheel-drive models, from 256 miles for the base BMW i4 with a 66 kWh (usable) battery to an extended range of 310 miles for the Ford Mustang Mach-E with an 88 kWh (usable) battery.
The ID.7 is expected to come to market with a sporty, EV-modern interior with a flat dash hosting a centrally mounted, 15-inch infotainment touchscreen that will be control central for most vehicle functions. Backlit sliders beneath the screen will provide cabin temperature and audio volume controls, and there’s a touchpad on the left side of the dash with headlight and defroster controls. A head-up display will show drivers most of the info they need, projected directly onto the lower portion of the windshield, but there’s also a small digital driver info screen behind the flat-bottom steering wheel. The shifter is located on the steering column, leaving the center console clean and open.
To make up for the paucity of physical controls and to make it easier for drivers to use the vehicle’s functions – like selecting drive modes – without taking their eyes off the road to stare into the infotainment screen, VW has developed a voice command system that can be used to do more than change audio channels and make phone calls. Drivers will be able to use to it set those drive modes, set up the navigation system and driver-assist systems such as lane-keeping mode, and even adjust the in-dash vents for the climate system.
While VW hasn’t supplied most vehicle measurements yet, the company did disclose that the ID.7’s primary cargo area behind the fold-down second-row seats measures a spacious 18 .8 cubic feet. Among potential competitors, only the Tesla Model 3 and Mustang Mach-E have more.
ID.7 will use VW’s IQ.Drive advanced driver assist system as standard equipment. It features hands-on-wheel semi-autonomous driving in some circumstances. Also standard across the line will be automated Park Assist Plus for parallel and perpendicular parking. We expect standard safety and driver assist systems for the ID.7 to include full-range adaptive cruise control, front collision mitigation, blind spot monitoring, lane departure warning and lane keeping assist, and more. The ID.7 hasn’t yet been crash-tested by either the National Highway Traffic Safety Administration (NHTSA) or the Insurance Institute for Highway Safety (IIHS). But the ID.4, with which the ID.7 shares a platform, has received top crash safety ratings from both.
Pricing is also to come and won’t be revealed until closer to the ID.7's launch in the third quarter of this year.
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.
There I was, doing my best to pilot a car around a test track in Sweden without the aid of a steering wheel. My job in this 1992 exercise: Negotiate the twists and turns ahead in an experimental Saab 9000 equipped with a steer-by-wire system and an aircraft-like sidestick controller, similar in concept to that used in Saab fighter jets like the JAS 39 Gripen.
The first few passes around the track were focused and intense, the car jinking far too actively in response to the inputs interpreted from my painstakingly measured efforts with the controller. I was clearly on unfamiliar ground here, quite literally and figuratively since this was my first time on this Swedish test track. But I was determined to get this right, and eventually I did, gaining a sense of the steering and confidently working the stick to turn into a curve, find the apex, and power out smoothly. Then my right-seat observer, a Saab tech with keyboard and display screen in front of him, adjusted sensitivity settings and the car was jinking again. Ahh…part of the learning process.
Segue ahead some 30 years – quicker than Tom Cruise graduated from piloting Top Gun’s F-14 Tomcat to Top Gun: Maverick’s F/A-18E Super Hornet – and I’m in an auto-aircraft setting once again. This time I’m in the driver’s seat of an electric Lexus RZ test car equipped with advanced steer-by-wire technology, pondering the steering yoke in front of me.
Coming but not yet available, the steer-by-wire system in this Lexus was calling to me, offering an opportunity to pilot this car around a cone course where expectations were reasonably high that some of the orange pyramids ahead would be sacrificed to the cause, at least initially. But I was not about to repeat my experience with the sidestick controller those many years back, no sir. This would be different.
Unlike Tesla’s addition of yoke steering in some Model S and Model X variants, a move that has reportedly caused some driver difficulties during tight turns, Lexus has given this much more thought and a serious dose of elegant engineering. For one, Lexus doesn’t just swap out a round steering wheel for a cooler-looking yoke. In a simple swap, a yoke makes tight turns requiring hand-over-hand steering more of a challenge. However, the yoke in an RZ is not simply a swap, but rather an integral part of a sophisticated steer-by-wire system.
In its steer-by-wire system, there is no mechanical connection at all between the yoke and the car’s rack and pinion steering. It’s all wiring and software backed up by triple redundancies. Software interprets steering input at the yoke and delivers this information to a motor controlling the pinion gear, steering the wheels. What’s important is that the system is speed sensitive and smart, providing a continuously variable steering ratio depending on driving conditions and inputs. The result is confident driving with much less steering wheel travel required than one might expect. Plus, no hand-over-hand steering needed ever, even during very tight turns. Driving this system did require dialing in to its operating nuances, but I figured this out quickly and no cones were harmed during testing.
As I wrapped up this day’s steer-by-wire mission, I reflected on yet another auto-aircraft memory from years past. Back in the 1990s when GM introduced its swoopy, teardrop-shaped EV1 electric car, the automaker shared that the car’s groundbreaking 0.19 drag coefficient was the same as an F-16 Fighting Falcon, wheels down. The aircraft reference wasn’t surprising since GM had acquired Hughes Aircraft a few years earlier and the automaker was benefiting from a huge aircraft/aerospace brain trust. PR being what it is, we’re not sure if the F-16 aerodynamics comparison was actually accurate but it sure sounded impressive, and it gave us a good point of reference as to how slippery the EV1 really was during the time.
In the ever-changing realm of advanced vehicles and their affinity for aircraft and aerospace tech, what’s next on the agenda? I’ve already experienced Tesla’s “autopilot” and other automakers’ advanced driving tech so check that off the list, until newer iterations come to the fore. I have also driven blindfolded in a test environment during the early years of autonomous driving development…but that’s a story for another time. Maybe a flying car? I think I’ll wait on that.
You know the drill. Get in the car, commute to work, run your usual errands, and at regular intervals stop at the gas station to fill up. It’s a routine that’s been ingrained in the driving psyche for decades. If you want to simplify, then consider a move from gas and instead drive electric. Driving an EV is not a panacea to life’s constant demands but all in all, it calls for less of your time and attention. Here are a few reasons why driving an electric vehicle may be for you.
How much is your time worth? Charging an EV’s battery can conveniently be done at home with a garage charger, through a growing public charging network, and increasingly at workplace chargers. Those regular trips to gas stations? Cross them off your list, forever. Another benefit that can save time – and frustration – is the ability for solo EV drivers to use high occupancy vehicle (HOV/carpool) lanes in some states, which can shave plenty of time off a commute.
Electricity is a far cheaper way to fuel a car than gasoline. In fact, electric motors are so much more efficient than internal combustion engines, the most efficient electric vehicle today nets an EPA combined city/highway rating of 140 MPGe. The savings don't stop there. If you charge at home, additional savings can be realized by signing up for an electric utility’s favorable electric vehicle rate plan, then timing a charging session during a plan’s specified hours.
Vehicle maintenance is key to a healthy vehicle. Tune-ups keep a typical car running its best over the long haul, making the most efficient use of the gas it consumes and optimizing combustion so it produces fewer tailpipe emissions. One of the important benefits of an electric vehicle is that maintenance needs and costs are significantly diminished. Simply, there are far fewer moving parts in an EV than a conventional internal combustion vehicle, which means there’s less to take care of and fewer appointments needed for service.
Electric vehicles today are almost universally more expensive than those powered by traditional internal combustion engines. But if you want one, the federal government – along with many states, electric utilities, and other sources – can make it easier to buy an EV with generous subsidies of many thousands of dollars. The most valuable of these subsidies comes from the recently passed Inflation Reduction Act of 2022, which offers a potential clean vehicle tax credit up to $7,500 if you buy a new plug-in electric vehicle and up to $4,000 on a qualifying used EV.
Driving an EV makes a statement. We’ve seen this over time as Toyota’s Prius hybrid made its way to U.S. highways just over 20 years ago and was embraced by environmentalists and celebrities. The instantly recognizable profile of the Prius was part of the attraction, which shouted, “Look, I care about the Earth!” To many, that was reason enough to drive a Prius. To a whole lot of others it was just kind of obnoxious. Thankfully, today’s expanding field of eco-friendly electric vehicles offer a different approach. Some feature futuristic design cues that push the envelope in a positive way, but most are so mainstream you have to look for EV badging. Either way, your immediate circle of influence will recognize that you’re driving an electric vehicle and that confers positive status.
Everyone is familiar with Tesla these days. In its early years, though, Tesla was just another aspiring automaker with big dreams and enormous challenges, and at times, seemingly insurmountable financial hurdles. That’s all changed and Tesla is now viewed as a serious competitor by the world’s legacy automakers. Today there’s the Tesla Model 3, Model S, Model X, Model Y, and Tesla Semi. Coming up will be a second-generation Tesla Roadster and Tesla's highly-anticipated Cybertruck. Sixteen years ago, Green Car Journal featured the company’s original electric Roadster and shared the emergence of Tesla as a potential competitor in the electric vehicle field. We present this article just as it ran in Green Car Journal’s Fall 2006 issue to lend context to the ever-unfolding Tesla story.
Excerpted from Fall 2006 issue: Only giant corporations have the resources to develop competent, competitive automobiles, and only internal combustion-powered cars offer the performance and practicality required by today’s drivers. The team at Tesla Motors is tasked with turning these conventions onto their respective heads…and they’re doing it.
From its founding in 2003, most of the company’s efforts have gone into developing the heart of the car, the Energy Storage System (ESS). Some 6,831 lithium-ion cells – each slightly larger than a typical AA battery – are contained inside a large enclosure that fits neatly behind the Roadster’s two seats. The batteries are liquid cooled and attached to an elaborate array of sensors and microprocessors that maintain charge balance between the cells. Tesla chose a commonly used lithium-ion cell so that battery development will continue to drive down the cost and improve performance.
Also developed internally is the motor, which features remarkably high output for its small size: 248 hp and 180 lbs-ft of torque. The motor acts as a generator whenever the driver lifts off the throttle, providing an ‘engine braking’ effect similar to conventional cars, while also recharging the batteries.
The Roadster’s chassis is based on that of the Lotus Elise sports car, but lengthened and beefed up to handle the Roadster’s roughly 350 pounds of extra weight, largely attributable to the battery pack. The body design was penned by the Lotus Design Studio, and final assembly is completed at the Lotus manufacturing facility in England.
Along with a top speed of 130 mph, the company claims a zero to 60 mph time of four seconds, on par with some of the world’s top supercars. But the real test for an electric car is range. Tesla says the batteries will last for 250 miles of pure highway driving, and can be recharged using Tesla’s home-based charging system in under four hours. The batteries are expected to last five years or 100,000 miles, after which time they’ll have 80 percent of their original capacity. In terms of real-world practicality, these are some of the most impressive numbers we’ve seen from an electric car.
There’s one more crucial number: price. The Tesla Roadster starts at $89,000 and tops out at $100,000. That’s steep, but not wholly unrealistic given the level of performance the car achieves.
Tesla Motors thinks there’s plenty of demand for their car, and early signs look good: the first 100 Roadsters were snapped up right away. It will be interesting to see if that kind of buying fervor continues as Tesla opens its direct sales and service centers, first in Northern and Southern California, followed by Chicago, New York, and Miami. The company begins the first production run of 600 to 800 cars next spring, maxing out at 2500 per year after three years if demand holds.
Plans are already in the works for the next model, a 4-door sedan in the vein of Toyota’s Prius. Tesla’s Mike Harrigan thinks that in five to six years, the cost of batteries will have been cut in half – the Roadster’s pack costs about $25,000 today – and will be capable of providing a family sedan with a range of 500 miles, double that of the Roadster.
The Tesla Roadster may be the perfect weapon to launch the Tesla brand. It’s eye-catching and fast and targeted at a segment that can realistically command high prices, thereby helping to absorb the high cost of the batteries and high-tech control system. The next step, and perhaps the greater challenge, is to drive this high concept down to the mainstream. We’ll be watching intently.
Behind the wheel of Toyota’s new bZ4X electric vehicle, I’m given to a bit of reflection as to why this car has come to be. After all, Toyota is a specialist in hybrid vehicles and is noted for its focus and leadership here, not battery electric cars. But these days Toyota is feeling the pressure – actually, lots of it – to bring all-electric vehicles to a wanting market.
In between Toyota’s hybrid offerings and its emerging focus on electric vehicles are the automaker’s plug-in hybrids that blend characteristics of the two. The Toyota brand has a pair of these now – the RAV4 Prime offering 42 miles of electric driving and 640 miles total range, and the Prius Prime offering 25 miles on battery power with a total driving range of 600 miles. We expect other models to join in soon enough.
So why the bZ4X battery electric vehicle? Because it’s time, and also because it’s a critical link to Toyota’s ‘Beyond Zero’ (bZ) future and an array of battery electric, plug-in hybrid, and hybrid Toyota models in the pipeline. The automaker is serious about this. To support its growing electrification effort, Toyota has announced massive investments in battery manufacturing for its electrified vehicles, including $3.8 billion alone for a new battery manufacturing facility in North Carolina.
Toyota has made some earlier forays into the electric vehicle field in the States, but it’s been a while. The automaker fielded its first RAV4 EVs here from 1997 to 2003 in response to California’s zero emission vehicle mandate, and then a newer generation RAV4 EV from 2012-2014, developed with Tesla. It’s been hybrids and plug-in hybrids ever since, plus of course the Toyota Mirai hydrogen fuel cell electric vehicle, though most don’t view that model as a battery electric vehicle competitor at this time.
Segue eight years ahead from Toyota’s last battery electric vehicle experience and here we are with the bZ4X. It’s been worth the wait. What we have in the bz4X is a stylishly modern intro to Toyota’s coming line of battery electric vehicles, sized similarly to a RAV4 but just a bit longer and lower. Its body design features disparate elements like a distinctly flat ‘hammerhead’ front fascia combined with sharp angles, pronounced fenders, sculpted sides, and a flowing roofline. All come together nicely as an appealing whole…a design not too conservative, and not leaning too far into the future.
Low-profile headlamps are accented by a dark contrast band that flows from the front fenders and across the front end. Matching contrasts are found at the rear fenders as well, with black accented rocker panels running from well to well. At the rear, the bZ4X innovates with a pair of aerodynamic roof extensions at either side of the upper hatch, lending the impression of a future-esque roofline spoiler. The bottom of the glass features a slight lip-of-a-spoiler with a thin fender-to-fender running light below, along with distinctive angular taillamps.
Inside is a comfortable and modern interior featuring all the necessary elements for a satisfying driving experience, leaning a bit towards the spartan side. While much is familiar to the breed, there are design elements that align with the forward-thinking theme embodied by the car’s distinctive exterior. In particular, we’re thinking of the dashboard and instrument panel design ahead of the driver, which features an unusually long expanse between the steering wheel and MMI information display. Additional information and multimedia features are presented in a 12-inch widescreen display in the center dash position. Driver and passenger seats are comfortably bolstered for support and plenty of room is provided both front and rear, with rear legroom what one would expect in this size of vehicle. A panoramic roof is optional.
The bZ4X is well-equipped with the advanced driver assist features expected in today’s new models. It features the first use of Toyota’s latest TSS 3.0 Safety Sense suite, which includes advancements like improved pre-collision with guardrail, daytime motorcyclist, and low-light cyclist detection, and enhanced lane recognition. Other tech features include cloud-based navigation offering real-time traffic information and parking space availability, over-the-air software updates, and a digital key feature enabling drivers to lock, unlock, and start their bZ4X with their smartphone.
Drivers can choose single- or two-motor bZ4X variants. The former achieves an EPA estimated 119 combined MPGe with a 252 mile driving range, and the latter a combined 104 MPGe with a 228 mile range. Output for the single front-wheel drive model is 201 horsepower with the two-motor AWD version adding just 13 additional horsepower to the total. Energy is supplied by 71.4 and 72.8 kWh lithium-ion batteries, respectively. Both versions deliver a fun driving experience with confident ride and handling, quick torque at the ready, and plenty of power for anyone’s every day driving needs. With the dual-motor version delivering a 0-60 mph romp in the mid-seven second range, acceleration is brisk but does not approach the performance realm of some electric vehicles.
Toyota’s bZ4X is clearly an important introduction for this automaker that reinforces its continuing journey towards electrification. However, it does not mean that Toyota is convinced battery-powered vehicles are a proper all-inclusive strategy. The world’s largest automaker has been clear that it is not ‘all in’ with electric cars in the same way as some of its high-profile competitors, and the company has caught a lot of heat because of this. Rather, Toyota’s well-reasoned take is that multiple approaches exist to solving the interconnected issues of personal transportation and environmental sustainability.
Electrification is a big part of this. It’s just that Toyota’s strategy does not embrace a tunnel-vision approach in which all roads lead to a plug, or a model without a gas cap. Some take form as hybrid, plug-in hybrid, hydrogen fuel cell, and yes, even battery electric vehicles. There is a balance here because one is needed since not everyone’s needs are the same.
An earlier Green Car Journal perspective shared by Toyota’s chief scientist, Dr. Gill Pratt, adds food for thought. Considering the finite resources available for worldwide battery cell production, and the carbon emitted in their production, charging, and use over time, it’s important they are used in the best way possible. Optimum use achieves a higher carbon return on investment (CROA) as cells are used closer to their full potential. EVs with large battery packs regularly making use of their range potential make sense and offer a higher return.
In Dr. Pratt’s illustrations, however, a fully electric vehicle with hundreds of miles of range primarily driving a short daily commute offers a poor return, since the majority of the cells are unneeded most of the time and are simply carried along as dead weight. Using this same number of cells in numerous plug-in hybrid models requiring smaller battery packs would offer a much more favorable carbon return, if these PHEVs are driven in ways that make best use of their more limited battery electric range.
This isn’t to say that plug-in hybrids are an inherently better choice than electric vehicles, or the other way around. It just means that needs vary, and pairing needs with an electrified vehicle’s capabilities makes the most environmental sense.
With hybrids and plug-in hybrids covered in the Toyota lineup, the missing link – the all-electric bZ4X – is now here to fill the need. Those seeking a crossover SUV offering expected zero-emission driving range, eye-catching style, and a comfortable and confident driving experience should look into Toyota’s new electric crossover. At a base price of $42,000, it provides what the brand promises – quality, thoughtful design, and user-friendliness, and no doubt the satisfying ownership experience the Toyota brand is known to deliver. Plus, of course, zero emission driving every mile you travel.
We’ve driven a great many Audi models over the years, and to a one they have met and often far exceeded our expectations. That’s saying a lot since Audi is a premium brand and those expectations are set pretty high. Thus was our mindset as we did an initial walk-around of our Audi e-tron S Sportback test car before heading out on the road.
Stylish in its Navarra Blue metallic finish, this e-tron sports a subtly aggressive crossover profile that flows rearward in a sleek sportback design. This softens the expected SUV roofline while lending the influences of a coupe, with the rear finishing into an integrated spoiler. Up front is a stylized closed grille as one might expect of an electric vehicle, flanked by air ducts on either side and an aggressive headlamp design with distinctive running lights. Nicely sculpted sides with pronounced rocker panels complete the package. Charge ports are provided on either side of the car below the e-tron badging on the front fenders. An electronic pushbutton releases the panel, which swings down.
Inside the e-tron S Sportback is a well-designed and comfortable interior featuring grey Valcona leather with contrast stitching, nicely bolstered front seats, and elegant instrument panel accents. Driver information is presented in a fully-digital LCD instrument cluster featuring selectable Classic, Sport, and e-tron modes. A pair of flush, center-mounted touchscreens feature infotainment functions and controls. Below the lower screen is the start button and a cleverly-designed gear selector with a grip and thumb control.
This midsize SUV features plenty of interior space with welcome legroom and headroom, plus comfortable seating for rear passengers. Among the many conveniences afforded those in the rear are air conditioning and heating registers, plus a digital display at the rear of the center console that allows setting the desired temperature. Controls are also provided for rear seat heaters. Other niceties include pull-up window shades at each rear door window, a pair of rear map lights, and the functionality of 60/40 split folding rear seat backs for expanding cargo capacity.
Driving the stylish and well-appointed electric e-tron S Sportback is satisfying and fun, with its three electric motors delivering great acceleration and bursts of speed on demand. These motors produce a combined 429 horsepower and 596 lb-ft torque, with a greater 496 horsepower and 718 lb-ft torque on tap during an available 8 second boost mode. This ups the ante considerably from the standard but still compelling two-motor e-tron Sportback, which features 402 horsepower/490 lb-ft torque in boost mode.
The e-tron’s ride is smooth and cornering responsive, with the car feeling well-planted as we powered through the curves on canyon roads. The cabin is quiet and well isolated from the road. If you’re inclined, as we were, you can adjust the degree of regenerative braking with paddles at either side of the steering wheel. This enables introducing greater levels of drag during coast-down while the motors generate increased electricity to feed back to the batteries. We appreciated the car’s head-up display that presents speed and posted speed limit information so eyes can remain on the road ahead. The e-tron S Sportback lends additional driving confidence since it’s also equipped with an array of the latest advanced safety and driver-assist systems.
Performance is impressive. The e-tron S Sportback rockets to 60 mph from a standstill in a quick 4.3 seconds with boost mode selected. Its 95 kWh lithium-ion battery delivers an estimated 212 mile driving range, with EPA fuel efficiency estimates rating this electric car at 75 MPGe (miles-per-gallon equivalent). A full charge is achieved with a 240-volt Level 2 charger in about 10 hours, while charging from 0 to 80 percent capacity takes just 30 minutes when charging at a public 150 kW DC fast charger.
Those in the market for Audi’s more performance-oriented e-tron S Sportback will find it coming in at an MSRP of $87,400, a $18,700 premium over the standard e-tron Sportback.
Driving electric is becoming increasingly important to a growing number of new car buyers today. While efficiency and zero-emission driving are high priorities, so is performance, especially in the view of those accustomed to brands like BMW that have long been noted for delivering a spirited driving experience. It’s no surprise that this automaker’s new 2022 BMW iX xDrive50 continues the tradition.
Performance is achieved through a combination of lightweight construction and BMW’s fifth-generation eDrive technology. The iX body is made up of an aluminum spaceframe overlaid with a body shell that combines carbon fiber reinforced polymer (CFRP), thermoplastics, high-strength steel, and aluminum. Further weight reduction is found in the construction of the chassis, with extensive use of aluminum in suspension components and the front and rear axle subframes.
An all-wheel-drive powertrain positions an electric synchronous motor at each axle, fed by a 111.5 kWh lithium-ion battery pack located low in the floor. EPA rates the iX at up to 86 combined MPGe with a driving range from 305 to 324 miles, with the best range achieved by the iX equipped with 20 inch wheels and tires. The 2023 iX M60 is not yet rated but BMW expects it to net up to 280 miles on a charge. Enhancing the iX’s range are several modes of regenerative braking selectable by the driver.
Power is impressive. The $83,200 iX features a combined 516 horsepower and electric all-wheel drive, plus exhilarating acceleration that delivers a 0-60 mph dash in 4.4 seconds. Performance is even better in the soon-to-come $105,100 iX M60, which combines 610 horsepower, a whopping 811 lb-ft torque, and launch control to compress the model’s 0-60 time to just 3.6 seconds.
The iX rides on suspension comprised of front control arms and a five-link rear, damped by lift-related shock absorbers that adjust firmness in relation to suspension travel. An optional adaptive suspension includes electronically controlled shocks and a two-axle air-suspension with automatic leveling that can be raised nearly an inch for extra ground clearance, or lowered almost a half-inch at higher speeds to improve aerodynamics and stability.
Inside, the iX interior features a hexagonal steering wheel and BMW’s new Curved Display, which groups driver information and infotainment screens behind a single panel of glass angled around the driver. The Curved Display, and many other iX features and amenities, is controlled by the new iDrive 8 operating system, “designed with a focus on dialog-based interaction using natural language and touch operation,” says BMW. Both Apple CarPlay and Android Auto are integrated into the iX, as is 5G connectivity and the ability to receive over-the-air software updates.
The list of electronic amenities and advanced driver-assistance features aboard the BMW iX is extensive and ranges from cloud-based navigation to parking and back-up assist. Five cameras, five radar sensors, and 12 ultrasonic sensors provide data for the SAV’s safety systems, which include front collision warning, cross-traffic alert with braking, blind-spot detection, lane-departure warning, active cruise control, and lane keeping assistant.
Both AC and DC charging are available with the combined charging unit in the iX, which allows charging at 11 kW from an AC wall unit and up to 200 kW using a DC fast charger. Launched with the iX debut last month, BMW is offering 2022 BMW EV customers two years of free 30-minute charging sessions at 3,000 Electrify America public charging stations nationwide, a valuable addition to electric BMW ownership.
Hyundai’s IONIQ 5 is meant to be noticed. Sharp and angular bodylines define the model, along with a V-shaped front bumper, distinctive daytime running lights, and a clamshell hood to minimize panel gaps and enhance aerodynamics. Attention to efficiency is exhibited in many ways, one of these a low drag coefficient enhanced with flush door handles and 20 inch, aero-optimized rims. The new electric crossover rides on an extended 118.1-inch wheelbase that’s nearly four inches longer than that of the Hyundai Palisade SUV, offering short overhangs that allow for more expansive interior space.
Inside is a cabin focused on comfort and functionality, featuring what Hyundai defines as a ‘living space’ theme. Since it uses a dedicated EV platform with batteries located beneath the floorboard, IONIQ 5’s floor is flat without the requisite transmission tunnel of combustion engine vehicles, thus lending additional interior design freedom.
Drivers are treated to a configurable dual cockpit with a 12-inch digital instrument cluster and 12-inch touchscreen. A new-for-Hyundai augmented reality head-up display delivers needed information in a way that essentially makes the windshield a handy display screen. Of course, the latest driver assist systems are provided, with Hyundai SmartSense offering the make’s first use of its Driving Assist plus driver attention warning, blind spot collision avoidance assist, intelligent speed limit assist, and forward collision avoidance assist.
Interesting touches abound, like a moveable center console that can be positioned normally or slid rearward up to 5 1/2 inches to decrease any impediment between front seating positions. Both front seats take reclining to a whole new level and even provide first-class style footrests. Those in the rear are also treated to more comfortable accommodations. Front seat thickness has been reduced by 30 percent to provide more room for rear seat passengers, and those passengers can also recline their seats or slide them rearward for increased legroom. Sustainability is addressed with the use of eco-friendly and sustainable materials sourced from recycled thermoplastics, plant-based yarns, and bio paint.
There are plenty of powertrain configurations to fit all needs including 48 kWh and 72.6 kWh battery options, plus a choice of a single rear motor or motors front and rear. At the top of the food chain, the AWD variant with the larger battery provides 301 horsepower and 446 lb-ft torque, netting 0-60 mile acceleration in about 5 seconds. The best range is achieved by the 2WD single-motor version, which is estimated at just over 290 miles, though that’s not based on the EPA testing regimen used in the U.S. Top speed is 115 mph in all configurations. IONIQ 5’s multi charging system is capable of 400- and 800-volt charging, with a 350 kW fast charger bringing the battery from 10 to 80 percent charge in just 18 minutes.
As an added bonus, the IONIQ 5’s V2L function enables it to function as a mobile charging unit to power up camping equipment, electric scooters, or electric bikes. You can take it all with you for those power-up opportunities, too, since IONIQ 5 is rated to tow up to 2,000 pounds.
For a lot of folks, Volkswagen’s all-new ID.4 introduced last year checked off all the boxes, except maybe one. It powered its rear wheels only with a single electric motor. Now a new ID.4 AWD model adds a second electric motor up front for better overall performance and all-wheel drive traction.
Power in the base rear-wheel drive ID.4 is delivered by a 201 horsepower permanent magnet motor featuring 229 lb-ft torque. The AWD version adds a second 107 horsepower asynchronous electric motor up front that not only provides all-wheel drive capability, but a boost to 295 horsepower total output and 339 lb-ft torque.
Energy is stored in an 82 kWh lithium-ion battery pack. In the single motor version this delivers a driving range of up to 260 miles at an EPA estimated 99 combined MPGe fuel efficiency, with the more powerful AWD version achieving up to 249 miles of range at 97 MPGe. Charging with a 240-volt Level 2 charger takes about 7 to 8 hours, with 30 miles of range provided in about an hour. Level 3 fast-charging can add around 60 miles of range in just 10 minutes. VW ID.4 buyers get three years of DC fast-charging through Electrify America public chargers for free.
The ID.4 rides on MacPherson struts and coil springs in the front and a multilink suspension in the rear, with anti-roll bars at both ends. It also sports VW’s electronic stability control system as standard equipment. ID.4 features a 108.9-inch wheelbase and a 62.5-inch track, making it quite maneuverable in tight city driving situations. It rides on either 19- or 20-inch aluminum alloy wheels with all-season tires to keep a good grip on the road. A low 0.28 coefficient of drag enhances the model’s overall efficiency. Because the ID.4 is designed as a utility vehicle, the standard version is designed to tow 2200 pounds with the AWD capable of handling 2700 pounds.
True to its German roots, the interior of the ID.4 emphasizes a purposeful design with clean styling and minimal frills, while offering all the functional equipment expected in a modern vehicle. The driver is treated to a commanding driving position behind a sporty three spoke steering wheel fitted with all the primary control buttons the driver might need. It has an overall interior volume of 99.9 cubic feet, roomy for the vehicle’s overall footprint. VW’s Car Talk allows the vehicle to communicate with the driver through voice commands so the driver’s eyes never need to leave the road. IQ.DRIVE, Volkswagen’s suite of advanced driver assist technologies, provides an array of desired features such as hands-on semi-autonomous driving, lane assist, and active cruise control.
Both single and dual motor ID.4 models are available in Pro and Pro S trim, with prices starting at $39,995 to $43,675.
It seems we’re well past the tipping point for electric cars now, 25 years after GM’s groundbreaking but short-lived EV1 electric car made its way to the highway. Back then, after daily life with an EV1 during a year-long test and then watching it sadly leave on a flatbed for parts unknown, I knew well the future potential that modern electric vehicles would hold. In the decades since then, automakers have committed to huge investments in expanding their electric vehicle offerings, suppliers have stepped up with new innovations, and consumers are now interested like never before. Plus, of course, some serious government regulation and incentives are driving the electric car field ahead in ways that only government can.
But there are challenges ahead. It isn’t enough that far better electric cars are being built today with compelling features, attractive designs, and desirable performance and range. Many other elements must fall into place for electric vehicles to become the success story we all hope will come to pass, so addressing key inhibitors of an electric feature is crucial. Let’s take a look at the top 5 reality checks that are top-of-mind.
Back in the 1990s when there was great excitement at the prospect of electric cars, there were also big questions. There was no battery front-runner, though there were many technologies and chemistries at play including advanced lead-acid, nickel cadmium, nickel-metal-hydride, sodium-sulfur, sodium-bromine, zinc-air, lithium-ion, and more. Still, choices had to be made so EV programs could move forward. Ultimately, advanced lead-acid won out for small vehicle programs and the first generation of GM EV1s, followed by better and more energy-dense electric car batteries like nickel-metal-hydride and lithium-ion.
Today, nickel-metal-hydride and lithium-ion batteries are primarily used for hybrid, plug-in hybrid, and battery electric vehicles. Lithium-ion, or one of its cousins like lithium-polymer, is used for electric vehicles due to its greater energy density and thus longer driving range. However, lithium batteries are costly and additional challenges remain.
Of great concern are instances of thermal runaway issues and a limited number of spontaneous vehicle fires caused by lithium-ion batteries. Some Teslas have suffered from such battery fires, and GM can certainly attest to this unexpected challenge since it has been involved in a recall of all Chevy Bolt EVs made due to potential fire issues, to the tune of about $1.8 billion. Hyundai went through its own recall with the Kona EV for similar issues with its batteries.
Battery technology continues to improve and costs have gravitated downward in recent years, making the cost of building electric vehicles more reasonable, though still considerably higher than building internal combustion vehicles. Yes, there are substantial cost savings realized by owning and driving an electric vehicle. But to truly be a success, at some point there must be truly affordable electric vehicles for everyone to buy, and battery safety issues must be fully resolved.
The ideal location for electric vehicle charging is at home with a 220-volt Level 2 wall charger. All mainstream electric vehicles support this type of charging, plus significantly slower charging with a portable ‘convenience’ charger plugged in a standard 110-volt household outlet.
Charging up with a 220-volt wall charger is convenient and efficient, with a full charge typically coming in about 2 to 10 hours, depending on the vehicle being charged and the battery’s energy level when you plug in. Simply, if your battery shows 40 miles of range left, it will take considerably longer to fully charge than if 140 miles of range is shown. For convenience, electric vehicle owners typically plug in at home during the evening so there’s a fully-charged EV waiting for them in the morning.
EV owners living in apartments, condos, and elsewhere – including dense urban areas where there may be no garage – need other solutions. To a limited degree, this is being addressed with pay-for-use chargers in common areas or even dedicated outside chargers at assigned parking spaces. Public chargers are also being installed in increasing numbers in urban developments as part of a growing public charging network. In addition, the number of chargers provided at the workplace is seeing greater interest, allowing EV owners to energize their batteries while parked at work.
Charging away from home is becoming easier with a significant expansion of a public charging network by companies like Electrify America, ChargePoint, Blink Charging, EVgo, SemaCharge, Volta, and Tesla. Still, this is a relatively nascent effort with charging opportunities far eclipsed by the abundant and convenient opportunities to refuel gasoline vehicles. Plus, to offer the kind of charging most meaningful to drivers, public chargers must ultimately offer fast-charge capability that enables gaining an additional 80 or 100 miles of range in just 20 to 30 minutes, if an EV is fast-charge capable. This network is growing but far from adequate, especially if it’s to keep pace with the large number of electric vehicles coming to our highways. Building out a nationwide network of fast chargers is costly since the investment for each is in the neighborhood of $100,000.
Many electric vehicle enthusiasts and electric utilities are quick to point out that our existing electrical grid can adequately handle the charging needs of millions of EVs on the road. We’re not so sure. Plus, if the aspirations of EV enthusiasts come to fruition, there will be many more than just a few million EVs on the road in the future.
For years, certain areas of the country have experienced power outages as electricity demand outpaced grid capacity. Heat waves exacerbate this as air conditioning use soars, something made even worse in recent times with record-setting temperatures attributed to climate change. Given the trends pointed out by climate experts, these extraordinary heat waves are likely to increase.
To this point, the California Independent System Operator, which manages electricity delivered through California’s long-distance power lines, issued multiple Flex Alerts last summer. The Flex Alerts included a request for EV owners to charge in the morning and early daytime hours to avoid placing additional load on an already-overtaxed grid. While that request is counterintuitive to the long-held notion that charging EVs overnight is ideal since electrical demand lessens during overnight hours, it may make sense in a state like California that increasingly relies on renewable power as an important, zero-emission component of electrical generation. Simply, renewables like solar and wind-generated power wane at night.
Another challenge to a future of large-scale electric vehicle charging is the increasing frequency and scope that wildfires pose to the reliable delivery of electricity. In California, a long-time leader in encouraging electric vehicles, this could become a particularly vexing issue as the state continues to battle historic wildfires. Because downed powerlines have sparked numerous catastrophic fires here, the state’s electric utilities can – and have – preemptively initiated Public Safety Power Shutoffs that cut power to regions expected to experience high winds that could cause trees to damage electrical lines. No power, no charging.
Still, this doesn’t mean that an increasingly ‘smart’ grid can’t support large numbers of electric vehicles or that strategic, system-wide upgrades can’t be made to allow the grid to effectively deal with the challenges of wind, wildfires, and climate change. It does mean we should be aware of the potential for problems and make no assumptions, but rather plan far in advance to ensure that electric vehicle charging can be done consistently and won’t overwhelm the nation’s electrical grid in any way.
Electric vehicles remain a very small part of today’s new vehicle market – perhaps 3% or so and growing – for a multitude of reasons. Among these are cost, the perception that a battery electric vehicle may not fulfill a driver’s varying needs, and a general hesitation to embrace what many perceive as an unfamiliar and unproved propulsion technology. When enough of your friends and neighbors are driving electric and others see how well EVs fit their driving needs, that’s all likely to change. But we have a long way to go.
There are more people today than ever who have a decent grasp of electric cars and how they work because of the much greater exposure these vehicles have in the general media. That said, there is a greater percentage that really have no clue. That must change if electric cars are to increase market share to the degree that people want and expect. EV education must happen at all levels, and fast.
New car dealers have a unique opportunity to share knowledge of electric cars with would-be buyers, especially if a dealership is committed to the cause and there’s a knowledgeable EV specialist on hand. While a new generation of automakers aiming to exclusively sell EVs have their educational and outreach strategy down, legacy automakers largely do not. Those coming to dealerships are generally prospecting for a new car purchase or lease, now or later. They want to compare models and features, sit behind the wheel, and take a test drive.
While more electric vehicle product is being offered than in previous years, most buyers will not gravitate toward them naturally. What better opportunity than to encourage a first drive of a new electric model? The experience will be enlightening for those who have never been behind the wheel of an electric, with the seamless driving experience and unexpected performance a likely surprise. Leaving a dealership with a greater understanding of electric vehicles and how they work will return rewards, whether in the short- or long-term.
If you bet everything on a decision that may drive you past the point of no return, is it the right choice? That depends on the outcome, of course. It worked for Kevin Costner’s character Ray Kinsella in the film Field of Dreams, as he literally bet the farm on blind faith that forces beyond understanding would beckon folks to the baseball diamond in his Iowa cornfield. The movie was compelling and its emotional attraction undeniable. So, too, is the prospect of millions of zero-emission electric vehicles plying our nation’s highways.
We were able to relive Field of Dreams in 2021 as the Yankees and White Sox played a real-life game at a Major League Baseball stadium amid the cornfields, next to the Dyersville, Iowa diamond seen in Field of Dreams. And now we’re living with the very real prospect of an electric vehicle future, with many dedicated people, companies, and institutions focused on making it happen. Still, will that brand of faith work for electric cars?
Amid all the challenges, automakers new and old are betting their future – and possibly ours – that it will.
In the company’s words, the $129,990 Tesla Model S Plaid is ‘beyond ludicrous,’ with a new, three-motor powertrain producing a combined 1,020 horsepower, 0 to 60 times of 1.99 seconds, and 9-second quarter-mile sprints. It’s rated as delivering a 398 mile driving range, though that’s figured in a typical EPA test regimen. Given that buyers of the Model S Plaid are likely in it for the car’s performance potential, driving this car to its potential will certainly mean commensurately less range. Other models like the even more range conscious Model S Long Range can go an estimated 405 miles using dual motors producing 670 horsepower.
Recently, a Model S Plaid was dragstrip tested by Motor Trend in an attempt to independently verify Tesla’s claimed sub-2-second 0 to 60 time. They were successful in doing so on a surface fully-prepped with VHT, a resin-based compound typically used at dragstrips. On asphalt without a sticky coating of VHT, the Plaid took 2.07 seconds, making it the quickest production car that publication ever tested.
The Model S has been facelifted for 2022 with new front and rear fascia and fender bulges to fit wider wheels and tires. The new look continues inside with a more spacious cabin and an all-new interior design, featuring an aircraft-style yoke to replace the conventional steering wheel. ‘No stalks, no shifting’ to distract from the pure driving experience, says Tesla.
In the center of the dashboard is a 17-inch, landscape-oriented cinematic display that controls the navigation, infotainment, and tri-zone climate controls. The rear seat has been redesigned with extra head- and legroom for three passengers, and a stowable center armrest has storage compartments and wireless charging. The rear seat also folds flat to accommodate lengthy cargo. There’s a video monitor in the rear of the front armrest; Tesla says the Model S has up to 10 teraflops of processing power, enabling console-like in-car gaming. Wireless controller capability allows game play from any seat.
Tesla owners can take advantage of more than 25,000 Supercharger stations globally. On a Supercharger, the Plaid can charge at up to 250 kW, which has the capability to 200 miles of range in just 15 minutes.
The Model S is equipped with front-, side-, and rear-facing cameras to provide a 360-degree view around the car. In addition there are 12 ultrasonic sensors to assist in the car’s self-driving features, which include Autopilot, Auto Lane Change, Summon, and AutoPark. Over-the-air software updates enable instantaneous upgrades as they become available.
The all-new five-door, five-passenger BMW i4 is right-sized for fans of the marque, similar in overall length and wheelbase to its 3 Series stablemates. Both i4 variants utilize BMW’s fifth-generation eDrive technology, which combines an 83.9 kWh lithium-ion battery pack with either a single electrically-excited synchronous motor on the rear axle (in eDrive 40) or motors front and rear (in M50). BMW expects up to 300 miles of driving range in the single motor i4 and an estimated 245 miles in the M50.
Taking its Ultimate Driving Machine strategy a step further, the all-wheel-drive i4 M50 – the first fully electric performance model from BMW’s M Group – ups the 335 horsepower of the standard i4 eDrive40 to a combined 536 horsepower. In addition, special attention is paid to chassis tuning and powertrain responsiveness in the M50 so it delivers the level of driving engagement expected from a BMW with the M badge.
The i4’s combined charging unit accepts either home-based AC power, at a rate of up to 11 kW, or up to 200 kW of DC power at a fast-charging station. BMW has partnered with EVgo to provide i4 owners access to EVgo and partner charging network stations. The partnership includes $100 in EVgo charging credit for buyers and lessees of qualifying BMW electric vehicles.
Helping to boost the i4 models’ efficiency are their adaptive energy recuperation systems, which use data from the navigation and driver-assistance systems to vary the intensity of brake energy recuperation. The driver may also select high, medium, or low brake energy recuperation via the iDrive menu. Putting the gear selector in drive mode B provides enough regen for one-pedal driving with little or no use of the brakes, depending on driving habits and current driving conditions.
The i4’s handling dynamics benefit from the battery pack’s location in the floor, which lowers its center of gravity below that of a 3 Series sedan. Both models are equipped with a rear air suspension using a self-leveling and lift-related shock system that controls damping force based on spring travel. An adaptive M suspension, optional on the eDrive 40 and standard on the M40, enables the driver to adjust shock settings electronically at each wheel.
Inside the i4, the BMW Curved Display puts the 12.3-inch driver information display and 14.9-inch control display behind a single piece of glass. Features in BMW’s new iDrive 8 system can be operated via the Curved Display or by voice commands. Among them is the new Cloud-based BMW Maps navigation system, which combines real-time information with forecasting models to improve navigation accuracy. Both Apple Car Play and Android Auto are programmed into the i4.
There are more than 40 driver assistance systems available for the i4 as either standard or optional equipment, including some Level 2 automated driving functions such as speed limit assist and route guidance when the optional active cruise control is engaged. Collision warning, pedestrian warning, and lane departure warning are all standard. Cross-traffic warnings, blind-spot detection, and rear-collision prevention are part of the optional driving assistant system. Optional parking assistant will control the i4 when entering or exiting parallel or perpendicular parking spaces, while its back-up assistant offers automatic reversing for up to 50 yards. A Driving Assistance Professional system utilizes three front cameras, one front-facing radar sensor ,and four side-facing radar sensors “to build a detailed picture of the car’s surroundings,” says BMW. That data is used for such functions as active navigation, steering and lane control assistant, lane-keeping assistant, emergency stop assistant, and evasion assistant.
The BMW i4 eDrive40 can be preordered now starting at $56,395 with the performance-oriented i4 M50 coming in at $66,895. Availability here in the States is spring 2022, according to BMW.