California has banned the sale of new gas vehicles in the state by 2035. Eight other states have adopted its far-reaching rule and more are considering it. This is an environmental win but also a huge worry for many who feel their mobility way of life will be increasingly challenged as we head toward an electrified future. They have a right to be concerned.
It’s true that many assumptions are at work today as we head toward a world replete with electric cars, and these should be well considered. Perhaps the most controversial notion is that the nation’s electrical grid will support a massive influx of electric vehicles on our highways. If we accept that calculations supporting this conclusion were accurate at the time they were made, it’s apparent they didn’t take into account the challenges now posed by an increasingly contrary climate.
One example is Electric Vehicles at Scale – Phase 1 Analysis: High EV Adoption Impacts on the Western U.S. Power Grid, the first of a multi-part analysis by Pacific Northwest National Laboratory conducted on behalf of the Department of Energy. This comprehensive and well-documented report analyzed how the many millions of electric cars expected on the road by 2028 would affect the Western grid.
Without diminishing the considerable work and expertise that went into this report, it’s important to note that there’s an important caveat. In its words, the study’s outcomes “are predicated on normal grid conditions, absent of any grid contingencies, such as generator or transmission outages, extreme weather scenarios, extreme high loads, or fire conditions that require deactivation of major transmission lines.”
This is an eye-opening footnote. In recent years, the nation has experienced a greater incidence of extreme weather events like historic heat waves, deep freezes, high winds, hurricanes, and monsoon-like downpours. These have disrupted the electrical grid and caused blackouts in diverse parts of the country. This not only brings the misery of living in the dark without air conditioning, lights, or staying connected, but also an inability to charge an electric vehicle if one happens to be in your garage.
During yet another California heat wave in a recent summer, the state’s Independent System Operator issued 10 straight days of Flex Alerts asking consumers to cut energy use to avoid rolling blackouts. The ask was that thermostats be set higher and that consumers avoid using major appliances, including electric vehicle chargers, during specific times. Consumers rallied to the call and blackouts were averted. But this is not sustainable as an answer to an overloaded grid.
Overtaxing the grid isn’t exclusively a problem here. Heat waves and a severe drought impacting hydroelectric power affected a million electric vehicles in China, causing public charging stations to go offline. This underscores the challenge, illustrating the fragile balance of power generation and demand, and how unanticipated heat waves, droughts, and wildfires – and of course millions more electric cars – can potentially strain any electrical grid past its breaking point.
California has been successful in increasingly moving toward renewable wind and solar power, but phasing in renewables to displace the need for conventional power generation takes time. In anticipation of projected electricity shortfalls and the potential for blackouts in the years ahead, California extended operation of the state’s last operating nuclear powerplant, Diablo Canyon, which was scheduled to shut down in 2025. The powerplant supplies 9 percent of the state’s electricity and was deemed critical to California’s short-term electrical needs.
Over three decades ago when attention first turned to electric cars, the need for environmental improvement was real. It is, by all measures, now acute. Will a 2035 ban on gasoline cars in California and other ‘green’ states come to pass as planned, and will we be able to charge the millions of electric vehicles this will bring? A great many people hope so. But along the way, history shows us we need to be prepared with realistic options and contingency plans…just in case.
Green Car Journal editor Ron Cogan has focused on the intersection of automobiles, energy, and the environment for 35 years. He is an acknowledged electric vehicle expert and spent a year of daily travels behind the wheel of GM’s groundbreaking EV1 electric car.
Kia’s Carnival minivan, or MPV as it is officially referred to by the Korean automaker, has been part of the Kia lineup here since 2022. Kia’s previous minivan, the Sedona, was replaced by the Carnival after a 20-year run. Now, the 2025 Kia Carnival returns to the fold after receiving a mid-generation refresh and an efficient new hybrid powertrain.
The 2025 Kia Carnival HEV carries a good amount of optional equipment along with its new refresh. It’s built on a joint Hyundai-Kia N3 platform shared with other models like the Hyundai Santa Cruz and Kia Sorento. Four trim levels are available, ranging from the entry-level LSX trim, mid-range EX and SX trims, and the range-topping SX Prestige trim. All trims carry identical power, space, and fuel economy ratings.
Powering the 2025 Carnival HEV is Kia’s 1.6-liter turbocharged inline-four paired with a 54 kW electric motor, which utilizes a 1.49 kWh lithium-ion battery pack. Thanks to the aforementioned power sources, the Carnival HEV produces up to 242 horsepower and 271 lb-ft torque. A six-speed automatic transmission handles the Carnival HEV’s power, and front-wheel drive is the sole drivetrain option. For those not interested in a hybrid powertrain, the Carnival also comes with a 3.8-liter V-6 borrowed from the Kia Telluride that manages 290 horsepower and 262 lb-ft torque. Handy hybrid-exclusive driving aids include electrification-vehicle motion control that allows users to adjust the amount of regenerative braking and E-Ride, which helps smooth out bumps with the help of a specially-tuned suspension.
The new Carnival HEV’s styling takes inspiration from Kia’s ‘Opposites United’ design language that aims to combine the rugged looks of an SUV with the familiarity and comfort of an MPV (aka SUV). The front fascia embodies this motif best, with chiseled lines and a muscular radiator grille. A pair of crystal-like headlights sit above the grille and feature Kia’s Star Map daytime running lights. Down its flanks, the Kia MPV retains much more of a minivan look with typically large windows and doors. At its rear, the Carnival again takes up the SUV look and dons a pair of angular Star Map LED taillights along with a repositioned license plate mounting area, allowing for a cleaner rear hatch look. Those whose tastes run to the dark side will enjoy the optional Carnival Dark Edition appearance package that adds black exterior accents. Buyers have a choice of 17 or 19 inch wheels, the latter offered in two different styles.
Inside, the Carnival is just as novel and futuristic. Designers utilized simple shapes and three-dimensional effects through the use of optional ambient lighting. Seating for up to eight passengers is still a hallmark of the Carnival, along with a class-leading maximum cargo space of 145.1 cubic feet. Second-row seats can be removed and third-row seats can fold into the floor for uninterrupted cargo space.
An available twin-12.3-inch digital display takes center stage and does the job of both the infotainment and digital gauge cluster screens. A 12-inch infotainment screen and a 4.2-inch digital gauge cluster screen are standard. Other optional tech upgrades include a full-color head-up display and a Full Display Mirror, which replaces the standard rearview mirror with a camera and display. Seven USB-C ports are standard within the Carnival along with two handy 115-volt power inverters. Saying the phrase “Hey Kia” will activate the Carnival’s multi-zone voice control, allowing users to control or adjust systems like climate control or open and close windows. Brand-new for the Carnival is an available Connected Car Rear Cockpit system, which uses two 14.6-inch monitors and allows entertainment streaming from select platforms.
Carnival features a litany of standard and available advanced driver assistance features. Among these is standard Forward Collision Avoidance Assist, which detects imminent vehicle or pedestrian collisions and assists with steering and/or braking to avoid them. Other available safety features include Junction Crossing, Evasive Steering Assist, and Lane-Change Oncoming, among others.
The 2025 Kia Carnival is poised to make waves in today’s family mover field, though some competitors like the Chrysler Pacifica plug-in hybrid and Toyota Sienna hybrid won’t make it easy. Pricing for the 2025 Carnival will be released as the model gets closer to going on sale this summer.
The Volvo S60 model introduced in 2000 was positioned to compete with the popular BMW 3 Series and Mercedes-Benz C-Class of the time. Since then, it has been a popular staple for the Swedish automaker. Now well into its third generation, the S60 has evolved as part of Volvo’s promise to electrify its entire fleet and now is available exclusively in electrified form as a plug-in hybrid. Green Car Journal editors had the opportunity to spend time behind the wheel of this Volvo PHEV and came away impressed by its style and satisfied with its overall performance.
Volvo has borrowed from its subsidiary company Polestar for power. The S60 is equipped with a 312 horsepower 2.0-liter, turbocharged inline-four cylinder engine augmented with a 143 horsepower electric motor located at the rear. Energy for the motor is supplied by an 18.8 kWh battery. The combination ekes an impressive 455 horsepower and 523 lb-ft torque overall. Power is handled by an eight-speed Aisin automatic transmission and distributed via an all-wheel-drive system.
The S60 offers a combined EPA-rated range of 530 miles. If drivers choose to use the S60’s Pure driving mode using only the battery, they should expect an EPA range of about 41 miles. When using Pure mode, the S60 Recharge is rear-wheel-drive. The 14.9 kWh battery can be charged to full capacity in about five hours using a 220-volt charger.
The exterior of the Volvo S60 Recharge can be summed up in one word: refined. When looking over the front of the vehicle one notices Volvo’s familiar Thor’s Hammer LED-accented headlights, with the large Volvo badge front and center. Its hood slopes down toward the fenders at either end to lend a slightly muscular appearance. At its flanks, the S60’s roofline rakes gently to its rear haunches and ends abruptly at the rear end, again giving it an air of muscularity. A high trunk line is accented by a small rear diffuser and familiar Volvo taillights at the back.
Stepping into the S60’s interior presents another example of a refined experience. A sleek and functional design here finds Volvo’s nine-inch infotainment screen taking center stage. Large HVAC vents frame the screen with a brushed aluminum trim piece accenting the bottom of the dashboard. Adequate storage is present in the center console and doors pockets. Rear seat passengers get a good amount of legroom for two adults in the outboard positions but less so in the middle position. Two B-pillar-mounted HVAC vents provide heated or cooled air to passengers on both sides. Trunk space is adequate for a mid-size sedan, though depth and a spare tire is sacrificed to store more batteries beneath the floor.
Volvo employs a new Android OS for its infotainment system that integrates an array of features into its tech arsenal. Google Maps is incorporated, with the S60 utilizing GPS information to adjust efficiency parameters according to driving conditions encountered in city or highway driving. A 12.3-inch digital gauge cluster ahead of the driver is also capable of displaying Google Maps information. A handy heads-up display lends the ability to easily read current speed and other information without taking eyes off the road.
A proud hallmark of Volvo is safety, and the S60 Recharge is no exception. The car received a five out of five star crash test safety rating, along with receiving Volvo’s award winning safety tech. The S60 Recharge is equipped with 360-degree cameras, Blind Sport Warning, Cross-Traffic Alert, among other notable tech features. Four trim levels are offered including the base Core, mid-range Plus, and Ultimate trims, all available in an aptly named Black Edition that adds black accented wheels, grille, and badges.
The Volvo S60 Recharge T8 is a welcome blend of refinement and power offering an entry price of $51,950. It bears consideration as a great all-around car for anyone desiring the ability to get home quickly and in comfort while also stepping up to the environmental benefits of plug-in electric power.
Unveiled earlier this year, the Polestar 4 is the fourth model produced by the Swedish EV maker. The Polestar 4 takes on a unique coupe SUV design and is placed between the Polestar 2 and 3 in terms of size. Polestar has utilized the SEA1 platform for the 4 model that’s built by Geely Holding, a Chinese automotive giant. This luxurious EV boasts a 50-50 weight distribution and in its more powerful version delivers admirable performance with dual motors and a projected zero to 60 time of 3.6 seconds.
Polestar offers two powertrain options. The standard iteration consists of a single-motor, rear-wheel-drive configuration capable of producing 272 horsepower and 253 lb-ft torque. The second option, which is expected to go toe-to-toe with the Porsche Macan EV, is a dual-motor, all-wheel-drive arrangement sporting 544 horsepower and 506 lb-ft torque. This variant is able to disengage the front motor using a clutch system when under light throttle to save battery power.
All Polestar 4 configurations receive a 102 kWh lithium-ion battery. Fast charge times are not yet available; however Polestar has reported a maximum fast charge capability of 200 kW. The Polestar 4 also carries V2L, or vehicle-to-load ability, allowing users to power their gadgets or other electric items on the go.
The exterior design is a rather singular experience with futuristic style and cutting-edge lines. Precept headlights featuring a Thor’s Hammer design tells one right away that this is a Polestar. Split at the middle, the top half of the headlight travels up and shoots along the fender, while the bottom half turns downward toward the functional air scoop situated in front of both wheels. A long and sporty hood swoops up into a windshield that has been brought forward to allow more interior space.
Looking to the side, more evidence of the model’s subtle sportiness is on display. Wheel options for the Polestar 4 are all sharp and angular in design, matching the knife-edged bodyline at the bottom of the doors.
Polestar has included its LightBlade rear light design that spans the width of the rear end, with 90-degree downward angles at both ends. A notable feature for the Polestar 4 is the absence of a rear window. In its place is a pair of High-Definition cameras mounted at the back of the roof. These cameras are connected to a digital rear-view mirror that allows for a full view of the road already traveled.
Polestar has devoted a lot of attention to designing the interior of the 4. Here, one finds tons of unique options and design cues along with a panoramic roof that extends all the way past the heads of rear passengers. This glass can be fitted with an optional electrochromic feature that allows users to turn the glass from transparent to opaque. Several interior options are available, all of which utilize sustainable materials at every opportunity. Seats are upholstered with SoftTech, a 3D-printed material, and carpets and floor mats use PET. Several interior configurations take advantage of vegan materials, with one option using animal welfare-secured Nappa leather. Drivers can also set the mood using the infotainment system, with its settings taking inspiration from the solar system.
The Polestar 4 is packed with tech. A 10.2-inch digital gauge cluster is used along with a 15.4-inch infotainment screen that takes center stage, the latter employing the Snapdragon Cockpit Platform to control functions. Polestar also includes a 14.7-inch head-up display that can turn yellow for better visibility in snowy conditions. Android Automotive OS grants use of select Google apps, with Apple CarPlay and Android Auto standard fare. Polestar is partnered with Volvo so there’s naturally a myriad of safety features. Mobileye SuperVision is present, allowing drivers to take their hands off the wheel in select driving conditions, as long as eyes are focused on the road. A dozen cameras monitor the inside and outside of the vehicle along with ultrasonic sensors that monitor the driver to detect drowsiness or distraction.
This all-new Polestar model looks to be an all-around contender for the EV world. It’s got power, tech, and style on its side. This upscale coupe SUV has a lot going for it including a more manageable estimated price of $60,000, a significant twenty five grand less than the Polestar 3. Production has begun and the first deliveries are slated for China shortly, though buyers in the U.S. will have to wait patiently until later in 2024.
Though the amount of public charging stations across the country has grown sharply over the past year – increasing more in 2022 than in the prior three years combined – driver satisfaction with charging infrastructure has dropped significantly over the same time period. From long wait times to high costs, there are many hurdles that must be overcome to accelerate widespread EV adoption.
Specifically, as the EV market has grown, it’s become increasingly fragmented and, as a result, difficult to navigate. With its wide range of stakeholders with distinct business needs to the increasing variety of charging hardware that runs on differing software, a lack of compatibility across the ecosystem often leaves drivers unsure where they can reliably charge their vehicles – what has come to be known as “EV range anxiety” – or having to toggle between multiple applications just to refuel.
We can overcome much of these frustrations by improving interoperability and roaming capabilities throughout charging infrastructure. The concept of EV roaming, also referred to as eRoaming, opens customer access to an almost endless number of chargers. Similar to the use of roaming on a cellular network, eRoaming allows drivers to charge at another service provider’s charging station and have the charging transaction integrated with their normal method of payment. We’ve seen the success of eRoaming in supporting tremendous EV growth throughout Europe – where roaming has been the norm in countries like the Netherlands and Norway for the past decade – and it’s time we did the same in the U.S.
However, delivering EV roaming is an incredibly complex process, involving negotiated service and clearing agreements, comprehensive communications standards, various protocols, and support of multiple languages, currencies, tax rates, and regulations. Its successful deployment depends on eMobility providers (eMSPs) and charge point operators (CPOs) – traditionally separate players in the e-Mobility ecosystem – working together to share their capabilities through either a peer-to-peer Open Charge Point Interface (OCPI) protocol or leveraging a roaming hub, such as Hubject, GIREVE, or e-clearing.net.
What’s more, to enable true interoperability, EV charging management platforms must be compatible with all roaming hubs and support OCPI-based roaming, providing a scalable, live, and automated EV roaming setup between eMSPs and CPOs. At EVolve, a subsidiary of Vontier Corporation, our integrated smart energy management platform allows us to manage hundreds of thousands of EV chargers on roaming networks. From customer-facing tools that streamline the eRoaming experience for drivers to back-end technology that authorizes charging sessions, reconciles transitions between CPOs and eMSPs, and shares charge point data, our platform equips EV charging networks, OEMs, and other e-Mobility partners with a backward-compatible solution to easily deliver eRoaming and create a more reliable and convenient EV charging experience for customers.
Although a complicated landscape, what’s clear is that achieving widespread eRoaming will take the investment, collaboration, and cooperation of the entire industry. And despite differing business needs, this is an issue that all e-Mobility players stand to benefit from. Not only is improving roaming capabilities key to unleashing the true power of electrification – elevating outcomes for all corners of the ecosystem – but it will bring increased use to the charging points of CPOs and foster further brand recognition and loyalty for eMSPs, creating greater streams of revenue for both.
As we consider our goals for the years to come across the EV ecosystem, let’s all prioritize working together to enable eRoaming and increase interoperability to realize the full potential of the EV transformation.
Andrew Bennett is the CEO of EVolve, a Vontier company
Consumer demand for electric vehicles (EVs) is at an all-time high – in fact, EV sales saw a 50 percent increase in the first half of this year, compared to 10 percent growth for combustion engine vehicles. Analysts estimate the U.S. will reach one million EV sales this year, and roughly one-third of U.S. drivers say they are considering an EV for their next car purchase. The Tesla Model Y is the best-selling car in the country.
These are the facts, yet I keep hearing claims about sagging EV demand. But to claim this is just flimsy cover for automakers who want to argue that a rapid transition away from polluting gas-powered cars and trucks is too ambitious.
Cox Automotive recently reported that EVs sit longer on dealership lots than do combustion engine vehicles. Based on that report, many media outlets concluded that EV demand is weak. Unfortunately, most analyses of Cox’s report ignore critical data and context.
For starters, Tesla, the best-selling EV manufacturer on the planet, does not use dealerships – so there is no data on the company factored into Cox’s report. Given that Tesla accounts for roughly 60 percent of all EVs sold in the U.S., to conclude that EV demand is low because EVs are sitting on dealer lots is judging demand based on only 40 percent of the market – and the weaker 40 percent at that.
For the EVs that are sold through dealers, Cox’s report looks at wait times for all EVs instead of differentiating by type – compact SUVs, hatchbacks, luxury electric trucks, etc. Internal combustion engine data is analyzed at a detailed level, instead of lumped together, so why do the opposite for EVs?
It’s 2023, and electric vehicles come in all sizes, shapes, and at wide-ranging price points. A closer look reveals that the EVs flagged for slower sales are largely big, expensive luxury SUVs or foreign-made luxury EVs. This isn’t just true for EVs: the slowest-selling gas-powered models right now are luxury cars and SUVs priced similarly to the slowest-selling EVs.
Vehicles ineligible for federal tax credits are seeing higher lot wait times than others. If consumer demand for EVs was the problem, all EVs would be sitting on lots, not just the expensive ones.
Smaller, more affordable EVs like the Chevy Bolt and Tesla Models 3 and Y have set records and drove EV sales to all-time highs in the second quarter of 2023. That’s not a surprise, because the gas-powered cars with the tightest inventories in the U.S. are also smaller cars and compact SUVs.
The issue is not demand, it’s affordability, and it's affecting gas and electric cars alike. If the market for EVs appears weak overall, it’s only because automakers are making too many larger, pricier models and not enough smaller, less expensive ones.
Analysis of the car market cannot ignore the broader economy. High interest rates and a turbulent economy are changing consumer spending habits for all kinds of products, including cars. Earlier this year, analysts found new gas-powered cars are out of reach for many consumers as interest rates rise and the average price hit almost $50,000 (a 30 percent increase from three years ago). Manufacturers have reduced the number of affordable models, leading many people to put off buying a car or opt for a used vehicle.
Clearly there is enormous demand for affordable EVs. Luckily,automakers have more resources than ever from the federal government to make the transition to electric vehicles and to make more affordable EVs available now. With the Inflation Reduction Act signed into law, new tax credits for EVs make some models even more affordable than comparable combustion engine cars.
EVs are more popular than ever, and Americans want to buy them. We are moving from the early-adopter phase to the mass market, and car companies should adjust their production accordingly. Instead of producing bigger, more expensive electric trucks and SUVs, automakers must make more affordable EVs to meet booming demand.
East Peterson-Trujillo is a clean vehicles campaigner at Public Citizen, a nonprofit consumer advocacy organization that champions the public interest, https://www.citizen.org/
First teased back in 2021 with a bold, forward-looking design that’s still signature Kia, the automaker’s electric EV9 emerged in recent months to great expectations. Not the least of these expectations is from Kia itself, which aims for the Kia EV9 to take the family SUV market by storm, much like its spiritual Telluride sibling did when it was released four years ago.
Kia’s signature EV model line was launched in 2021 with the EV6, an all-electric compact crossover. The EV9 is the automaker’s second volley in the EV wars, sharing Kia’s E-GMP platform also used by the EV6, Hyundai Ioniq 5 and 6, and the Genesis GV60. Kia hasn’t released much info regarding trim levels, but we do know the EV9 will be offered in Kia’s GT trim sporting unique 21-inch wheels, roof rack, and dark chrome exterior accents. Entry pricing is speculated to begin around $55,000.
As of now, Kia has announced two powertrain choices for the upcoming EV9. First will be a base RWD option sporting 215 horsepower and 258 lb-ft torque utilizing a 77.6 kWh battery. The second is an AWD variant capable of producing 379 horsepower and 516 lb-ft torque with a long range 99.8 kWh battery. Kia is targeting 300 miles with its long range battery setup, while estimates for the base 77.6 kWh battery variant are currently unknown. Kia boasts a towing capacity of up to 5000 pounds, matching the Telluride. Charging the battery from 10 to 80 percent is handled in just 25 minutes thanks to Kia’s fourth-generation battery technology and use of an 800-volt fast charger.
The Kia EV9 has a surprisingly well-blended combination of varying styles, most prominent being its sci-fi essence. At the front, Kia’s ‘Tiger Face’ front fascia design metric is ruggedly futuristic with a large, black grille that emphasizes an appealing design flow, accentuated by slim, vertically oriented headlights that angle diagonally toward the grille. A high, sloping hood reminds us we are in the presence of a large and capable SUV. Hidden windshield wipers mean the continuity of the hood is uninterrupted, adding a subtle sleekness to this SUV.
Along the sides, the EV9’s most striking feature is its wheels. Kia’s use of simple geometric shapes as a base for the wheel design underscores how futuristic the model is meant to be perceived. That, along with its chunky, trapezoidal wheel arches, sharp fender lines, and smoothly uninterrupted body lines, provide an appealing amalgamation of styles. Around back, we see a very minimalist hatch with a subtle spoiler extending out from the roofline. The taillights were designed along the lines of Kia’s ‘Star-map Signature Lighting’ system, with the intent to emphasize the flow of body lines as they wrap into the rear of the EV9. Another styling benefit of this lighting system is its ability to frame the rear window, which represents yet another futuristic design cue.
Inside is a different story. Here’s Kia’s intent is to offer a cabin designed to be as comfortable and calming as possible without the complexity and futurism of its exterior. Most functions are controlled through the infotainment screen, which extends into the driver’s sightline to also act as a digital gauge cluster. Beneath the screen, Kia added dash-integrated haptic buttons that control key functions of the infotainment system. Buttons and switches are kept to a minimum to reinforce the model’s calm and comfortable interior theme.
The EV9 makes good use of negative space, with decorative cloth inserts placed in the doors and the passenger side dash fascia. A floating center console stretches into the second row and features a reasonable amount of storage space. Optional 8-way reclining seats are offered for the first and second rows featuring heating and cooling capabilities. The EV9 follows Kia’s 10 essential materials interior production method using synthetic leather and recycled material throughout the cabin. Using a flat floor, cargo room is ample within the EV9, with 20 cubic feet of cargo room when all three rows are in use, as well as nearly 82 cubic feet with the second and third rows folded down.
The EV9 features a lot of tech with 20 collision avoidance and active driver technologies, three of which are all-new for Kia. These include standard Highway Driving Assist 2 that combines adaptive cruise control, stop-and-go assist, and lane-centering assistance. Standard Lane Following Assist helps the driver stay centered in their lane by delivering slight steering inputs, and optional Advanced Highway Driving Assist uses LiDAR technology to scan the road for potential hazards. Also standard is Remote Parking Assist 2, allowing drivers to remotely park their vehicles using Kia’s smartphone app, Kia Connect. The EV9 also employs over-the-air software updates.
With the speedy advance of electric vehicles, it’s no surprise that legacy automakers are starting to make strides in tech and production, and the Kia EV9 is poised to make a big impact. The EV9 is pointed squarely at Kia’s plans for the future of the brand and should begin arriving at dealers by the end of 2023.
Approximately 6 percent of the vehicles sold in the U.S. today are electric. That’s only 825,000 EVs. When you consider that 40 percent of those sales are in California, that leaves less than 500,000 divided among 49 states.
The good news – for the environment and EV sales – is that most prognostications point toward 40 – 50 percent of all vehicles on America’s roads by 2030 will be electric.So, what’s an EV manufacturer to do? The simple answer is that there’s a rainbow of solutions.
Some traditional manufacturers are still making profits from predictable internal combustion vehicles. They’re selling the ICE experience that wraps around their cars and trucks. For example, there’s the hot version from Dodge and the off-road variants from Ford. They are wisely finding low-cost methods to stretch the lives of their portfolio products while simultaneously stepping into the EV marketplace.
Quite a few pundits have disparaged Toyota for being slow to develop a pure EV portfolio. Their scientists, however, claim there is no single silver bullet. To support a move to lower carbon consumption, the worldwide leader in auto sales is remaining flexible. Their reasoning is that drivers across the country will not have access to a widespread full electric infrastructure for quite a few years. So, hybrid range, extended electric, cleaner gasoline, hydrogen fuel cells and, of course, full electric are going to play prominent roles for at least the next 20 to 30 years.
Tesla originally shook the industry when the investment community heaped kudos and cash on Elon Musk for being a futurist and an outsized disruptor. Now, nearly every manufacturer is sprinting into electrification, but, as usual, it will not be a one-size-fits-all formula. Manufacturers will still have to balance their portfolios to ensure profits and perform tried-and-true marketing methods.
There will assuredly be quite a few auto companies that fall away in the process. And some that aren’t making headlines today will be front page news tomorrow. Bottom line: we still have at least another decade or so of industry disruption ahead of us.
Playing it safe creates mediocrity and oftentimes failure. At Karma, research, data, a brilliant design team, and common sense are guiding our efforts toward fulfilling a unique market niche. Our American luxury brand will be a variant of: Distinctive. Aspirational. Exotic-Elegant-Electric. Or maybe something entirely different, but still addressing a clean mobility future. (We’ll be revealing our actual updated branding and marketing beginning in the latter stages of 2023.)
Whatever we decide, we expect to build a competitive advantage by being a mirror of our customers in an industry that will soon be bursting at the seams. We truly aspire to drive change beyond the norm, building vehicles that inspire positive transformation in the world.
Select a strategic direction, extol the differentiators, and state the story. An entire organization – inside and out – should enthusiastically speak with one voice, unapologetically dispensing core messaging over and over again.
U.S. businesses lose nearly $40 billion annually due to poor customer service. The EV world – where there are often unique customer demands – is not an exception to this rule. In fact, as the segment expands, superior service is actually becoming a differentiator. While we’ve all been rightfully focused on sales, many of the shiny new vehicles have become a bit road-worn and require regular maintenance and occasional repairs.
This is where a breakdown occurs. A quality customer experience should be mandatory. Developing well-schooled EV service techs is an astute investment that is too often overlooked.
The transition into EVs and, more broadly, the next chapter of automotive will be defined by the experiences that automakers create for customers. As media and digital interactions move deeper into the fabric of society, the ability and desire to create an unbroken connection between the life of the consumer and the products they consume will be an increasingly prevalent focus.
It will not be the buying, the service, or even the driving that build sales. Instead, it will be how the vehicle can be inserted into the continuum of a consumer’s life to complement their sense of self and future aspirations.
In April, Marques McCammon was named president of Irvine, Calif.-based ultra-luxury carmaker Karma Automotive. His 30-year auto industry career across four continents includes engineering, manufacturing, brand leadership, marketing, and software-based product advancement.
The BMW 5 Series has proved to be a huge success for the Bavarian automaker since its introduction in 1972. The all-new eighth generation 5 series carries on this tradition with its many innovations and improvements, and a few welcome surprises. Offering five trim levels including the base 530i, mid-range 530i xDrive, and the 540i xDrive, those surprises come in the form of two electric models in the series– the i5 eDrive40 and the range-topping i5 M60 xDrive.
Gas-powered models receive a pair of updated engines. The 530i and 530i xDrive are powered by a 2.0-liter TwinPower four-cylinder producing 255 horsepower and 295 lb-ft torque. The 540i xDrive receives a refreshed 3.0-liter inline-six cylinder fitted with the same TwinPower turbo and a 48-volt mild hybrid system, which delivers a combined 375 horsepower and 398 lb-ft torque.
The hallmark of this new generation 5 Series is the inclusion of all-electric models with strong power and efficiency numbers. The i5 eDrive40 features 335 horsepower and 317 lb-ft torque at the ready with an electric motor driving the rear wheels. The sport-focused i5 M60 xDrive ups those numbers considerably, with its maximum power output of 590 horsepower and 605 lb-ft torque delivering a 0-60 mph sprint in a reported 3.7 seconds. Two electric motors power the all-wheel drive i5 M60 xDrive, one at the rear and another at the front.
Both electric models use an 84.3 kWh battery that provides a range of 295 miles for the i5 eDrive40, and 256 miles for the i5 M60 xDrive. The battery includes BMW’s Combined Charging Unit, allowing Level 2 AC charging up to 11 kW and the ability to charge from 10 to 80 percent in about 30 minutes. BMW’s selectable MAX RANGE system enables drivers to further increase their i5’s range in low-battery situations.
The exterior of the new eighth generation 5 Series takes BMW’s sporty past and infuses it with the automaker’s current design form. BMW’s omnipresent, signature kidney grille makes its expected appearance and takes center stage on the 5 Series’ front end. A long, sloping with muscular lines ties into a steeply angled windshield to create a sleek and uninterrupted line continuing through the roofline. The flanks of the i5 see a much more refined and minimalist approach with inset door handles and a subtle body crease near the rocker panels.
At the rear, BMW has redesigned the model’s taillights with a more understated look, presenting a thin appearance with two slim red LED bars running across the taillight.` Turn signals and reverse lights are nestled in between. A downward-sloping trunk decreasing the gradient from the rear window and roofline makes the i5 appear very streamlined.
Inside the i5 is a new experience as well. Chiseled lines and premier surfaces, expected of BMW, are abundant. Hidden HVAC vents are placed strategically throughout the interior with leather-free seating surfaces available. The most noticeable new feature is q 14.9-inch infotainment screen and 12.3-inch digital gauge cluster. Both screens meet to create an uninterrupted and impressive digital display. An in-car gaming console, which BMW dubs the AirConsole, makes its appearance in the i5, allowing users to choose from 20 games to play while the car is stationary. A new BMW Operating System 8.5 controls all functions within the i5 and accommodates over-the-air updates.
The BMW 5 Series has always been a strong model. Positioned in the midst of BMW’s sedan lineup, the 5 Series has historically delivered the sportiness of the 3 Series with a dash of refinement and the calm nature of the 7 Series. This new generation is no different. Deliveries of the new 5 Series are set to begin in fall 2023 at an entry price of $57,900.
Honda recently unveiled its e:Ny1 electric crossover, the first EV model based on the automaker’s all-new e:N Architecture F platform. The oddly named e:Ny1 is important because it shares Honda’s evolving EV design language and shows a direction that includes electrifying smaller and lighter models. That said, the Honda e:Ny1 holds less importance to drivers in the U.S. since it will be sold exclusively in Europe and Japan. Still, given the overall similarity of this Honda EV to the automaker’s HR-V, it isn’t a stretch to imagine a similar electric model destined for our shores.
Holding to Honda’s usual tradition, the e:Ny1 blends both a conservative and reserved appearance with splashes of chiseled and chunky sportiness peppered throughout. At the front, the e:Ny1 features slim and flat headlights that wrap in from the front fenders with angular LED running lights at the top. Separating the headlights is a matte-finished panel with charging status lights, and below that we find a large chargeport port door that’s well integrated into the overall front end design. Two discrete LED fog lights are located at the bottom of the bumper, with a thin strip of chrome beneath that runs the width of the front fascia.
The Honda e:Ny1 features a high belt line and flanks that are sleek and smooth save for a creased line along the top and bottom of the doors. Black side-mirror caps, wheel arches, and window trim reveal sporty undertones, reinforced by thin-spoke alloy wheels with black accents. At the rear, a subtle roof spoiler extends slightly above the rear window, curving in at the sides. A red LED light bar runs the width of the rear hatch with two slim taillights at either end. A single, sharp body line runs just beneath with a typeface Honda badge.
A stylish and techy interior greets the driver. While Honda has yet to divulge details about the array of onboard systems to be featured in the e:Ny1, we do note the inclusion of a 10.2 inch digital instrument cluster facing the driver and a 15.1 inch portrait-style infotainment screen at the center of the dash. The infotainment screen is split into three sections with navigation and related applications at the top, entertainment and vehicle functions mid-screen, and climate information and selections at the bottom. Colored LED accents are inset in the doors and dashboard, with two-tone stitching adding a sporty touch to the dash and door upholstery. The center console, window switch panels, and steering wheel showcase gloss black-finished accents. Leather upholstery on all seating surfaces is 50 percent thicker and treated to increase softness for added passenger comfort.
Rear seating in the e:Ny1 is very similar to that of the HR-V but without the ability to fold the rear seats flat, which impacts total available cargo area and limits carrying capacity to 11.3 cubic feet. The cargo area itself is also very similar to the HR-V, although employing a new smart-close capability that allows activating the self-closing hatch and walking away before it begins closing.
Power ratings are adequate with the e:Ny1 producing 201 horsepower and 229 lb-ft torque using a single-motor driving the front wheels. A 68.8 kWh battery pack is said to deliver a European WLTP drive cycle range estimate of 256 miles. Because of the fundamental differences in how WLPT and EPA testing measures EV range, that number would likely translate to about 200 miles of electric driving here in the States. Fast-charging via the car’s front-mounted chargeport is said to replenish the battery from 10 to 80 percent in about 45 minutes, somewhat slower than many other EVs at similar price points.
The Honda e:Ny1 is set to be delivered to dealers in Europe and Japan late this year, with pricing expected to begin at a USD equivalent of about $40,000.
One trend we hear from the market is the challenge small and midsize organizations face in finding accessible, scalable fleet management software that works for their business across all powertrains, gas, hybrid, and electric inclusive. According to the U.S. Energy Information Administration, the global share of electric vehicles in a fleet is set to reach 31 percent by 2050. So, this challenge will continue in the years to come, especially as EVs become more widely adopted.
The reason? The market is awash with disintermediated software solutions, especially in the fleet management world. Many large companies don’t have this issue as they have bigger budgets that acquire these solutions tailored specifically to them, or their in-house IT teams create bespoke solutions fit specifically for their business. This offers larger businesses a significant advantage in terms of efficiency. Smaller organizations typically lack the depth of IT support to integrate and customize disparate software solutions – let alone the capital to do so – to create integrated solutions that make their businesses safer, greener, and more efficient.
This is why there’s increased pressure on software vendors and OEMs to provide integrated suites of fleet management solutions to all, from Main Street USA to the largest fleets.
Organizations of all sizes need a simpler, integrated platform to enable holistic vehicle management, efficient maintenance monitoring with proactive scheduling. and improved driver behaviors to help increase the safety of operators while lowering costs associated with fuel, downtime, or vehicle damage. A single platform can also enable organizations to consolidate the management of their larger fleet needs, including managing vehicles across all powertrains as noted, as well as connectivity to insurance, financing, charging, and electric vehicle optimization. Adopting an integrated platform is essential for all businesses – and it represents a first step toward competitive parity for small and midsize fleets.
Reaching the next level of efficiency and competitiveness is anyone’s game. As we’ve all heard, big data is the new oil that makes businesses run. One of the most critical applications of big data is the ability to reduce the total cost of ownership (TCO) and maximize the uptime of ICE vehicles and EVs.
Data helps organizations gain real-time insights into fleet operations to enable better decision-making and take proactive measures to ensure vehicles stay well maintained. Fleet managers are using data from connected vehicles to predict and prevent breakdowns in an incredible orchestration of activities that can drastically reduce vehicle downtime.
For example, let’s say my telematics system tells me I will soon need to replace a part in one of my vehicles. It will identify the exact part to be replaced and may also locate the part and have it shipped to my dealer. I can make an appointment with the dealer, where the vehicle will be off the road for a few hours or maybe a half day.
Contrast that to what typically happens, which is the late identification of an issue, taking the vehicle to the dealer, having them diagnose a problem, and then perhaps needing to order the part, waiting for the part, and then replacing it. This can take days instead of hours.
Data will also play a crucial role in deriving added value from connected vehicles. Once we have millions of cars on the road equipped with telematics, the amount of data generated will be massive. We’ll be able to use the data to monitor aspects of the vehicle – such as temperature, location, and brakes – and the surrounding environment. Through high-speed 5G connections, vehicles could contribute information to a giant data lake that, when analyzed in real-time, could provide information about the road ahead, traffic patterns, and potential hazards.
For example, suppose multiple vehicles report the use of anti-lock brakes and traction-control systems around a specific corner in a cold-temperature climate. In that case, analytics could infer there might be a patch of black ice and instruct other vehicles to slow down and take the turn carefully.
Or perhaps a deep pothole triggers connected vehicles’ sensors. A city could purchase data related to road issues and send crews out to make repairs before the issue causes damage to vehicles or injuries to passengers. The sensors could also help fleets prevent damage to expensive vehicles. Connected vehicles will and are using prognostics to diagnose and alert of potential catastrophic failures ahead of time.
To fully realize the benefit of connected vehicles, fleet managers must get their entire fleet connected. In the future, this will become easier as OEMs automatically embed modems in their vehicles. Companies like Ford Pro are already offering free solutions such as Ford Pro Telematics Essentials with their connected vehicles to help provide visibility into the health and performance of their vehicles.
The connected vehicle market is at a tipping point and is expected to grow rapidly in the coming years. This is good news for everyone: connected vehicles and integrated solutions can help small businesses achieve competitive parity, decrease costs through predictive maintenance, and apply analytics to reduce GHG emissions and maximize EV battery productivity to create a greener and more sustainable world.
David Prusinski is Global Chief Revenue Officer of Ford Pro Intelligence
As the country comes to the realization that a future of electrified mobility is crucial to mitigating the effects of climate change, government leaders and the electric vehicle (EV) industry have made it their mission to build a network of 500,000 EV chargers across America.
At the same time, the past year has demonstrated how disruptions in globally interconnected supply chains can lead to severe bottlenecks and slow production. The EV charging industry is not immune to these conditions. In order to achieve the ambitious electrification goals set by our elected officials and business leaders, EV charging companies must ramp up their domestic manufacturing capabilities to ensure they can meet the demand, regardless of global factors.
There’s no better time than now to increase American manufacturing. With the Biden Administration’s Infrastructure Investment and Jobs Act (IIJA) earmarking $7.5 billion to build a nationwide charging network, there is more investment in the space than ever before. However, in order to qualify for these federal funds, EV charging manufacturers must meet the “Buy America” requirements – standards that call for equipment and projects to use American-made material and products, as well as be manufactured domestically. While domestic production of EV chargers holds much promise in solving supply chain concerns, this requirement also presents several challenges.
When considering the “Buy America” requirements for EV chargers, two provisions are most relevant. First, all steel in a finished product must be sourced locally. Secondly, under current criteria as clarifying language is pending, at least 55 percent of a finished product must come from the U.S.
Generally, meeting the steel requirement is not a challenge for EV charging manufacturers as chargers do not require large amounts of steel and steel can be locally sourced without undue burden. However, the larger challenge for EV charging manufacturers is sourcing domestically made chips, as most chip manufacturing is done offshore and imported to the U.S. From microprocessors to Wi-Fi and cellular modem chips, these necessary components are hard to source domestically, presenting a significant roadblock for EV charging manufacturers looking to meet the “Buy America” requirements.
In addition to the challenges presented by the “Buy America” requirements, there are also logistical challenges that come with relocating a manufacturing process, that was previously done overseas, entirely to the U.S.
In other countries, robust manufacturing corridors exist – areas of production where the various parts of a product are all sourced near one another – that help reduce the time and cost it takes to assemble critical components. However, in recent decades many of these components have been imported from overseas, and the U.S. has far fewer manufacturing corridors. This means domestic manufacturing facilities will have to re-invent their processes and supplier relationships to better centralize them and avoid the expenses and pollution incurred by shipping parts across the country.
As we transition to this new age, EV charging manufacturers are facing a plethora of challenges as well as unprecedented/exciting growth opportunities. From adhering to the “Buy America” procurement requirements to working out the logistics of a new supply chain, manufacturers have a lot to overcome, all while trying to keep up with the demand of a growing population of EV owners.
Right now, the biggest hurdle facing domestic EV charger manufacturing is time. In order to tap into the federal funds made available by recent legislation, manufacturers must build up domestic capabilities and expertise in new areas, from sheet metal fabrication to PVC manufacturing, quickly.
With these challenges, it may seem daunting to make the transition to domestic manufacturing. However, Blink Charging, a leader in the EV charging industry for close to 14 years, has long been aware of these concerns and is taking steps to overcome them.
In June of 2022, Blink acquired SemaConnect, a leading provider of EV charging infrastructure solutions in North America with a state-of-the-art manufacturing facility in Maryland. This acquisition brought the complete design and manufacturing processes of Blink’s EV chargers in-house, allowing the company to comply with the “Buy America” provisions in federal law. The acquisition also marks Blink’s emergence as the only EV charging company to offer complete vertical integration – from research & development and manufacturing to EV charger ownership and operations – creating unparalleled opportunities for the company to control its supply chain and accelerate go-to-market speed while reducing operating costs.
In addition, Blink recently announced its commitment to establish a new manufacturing facility in the United States, which will further increase its charger production capacity. While the search for the facility’s location is still ongoing, the plant will offer 200,000 square feet of space with the latest technology to manufacture both DC Fast Charging (DCFC) and Level 2 Chargers.
With one facility already up and running and another on the way, Blink is leading the charge in domestic manufacturing of EV charging infrastructure in the U.S.
Harjinder Bhade is Chief Technology Officer at Blink Charging
If we view the automobile’s history of environmental improvement in modern times – say, from the 1990s to present day – there is an important perspective to be gained. It has never been just about electric vehicles. That’s simply where we’ve ended up at present due to an intriguing alignment of influences and agendas, from technology advances and environmental imperatives to gas prices and political will.
Over the years, auto manufacturers and their suppliers, technology companies, energy interests, and innovators of all stripes have been hard at work striving to define mobility’s future. Fuels in their crosshairs have included ethanol, methanol, hydrogen, natural gas, propane autogas, biofuels, synthetic fuels, and of course electricity. Lest we forget, cleaner-burning gasoline and diesel have been part of the evolution as well.
As a nation, we have always approached this challenge with an open mind and a determination to explore what’s possible, and what makes sense. Rather than declaring a winner, for decades the approach has been to keep our options open as we define the best road ahead for environmental progress. Now, by government fiat and funding, battery electric cars have essentially been declared the winner.
This is troubling. As a die-hard auto enthusiast and auto writer my entire adult life – and a member/supporter of the Sierra Club for decades – I have developed some strong and well-grounded perspectives on cars, their environmental impact, and the future of mobility. My advocacy for electric cars is genuine and well-documented over the 30 years I have been publishing Green Car Journal, and before that through my writing as feature editor at Motor Trend. Honestly, it’s hard not to be a fan of EVs after a year of test driving GM’s EV1 and then spending many tens of thousands of miles behind the wheel of other battery electric cars over the years. Yet, I now sit back and wonder at the ways things seem to be unfolding.
As expected, electric vehicles took a high profile at the increasingly important CES show in Las Vegas and this attention will certainly continue at upcoming auto shows. News of innovations, strategic alliances, and all-new electric models proliferate today, showing how dynamic this field has become and underscoring the nonstop media attention that EVs enjoy. But progress does not mean electric vehicles should be our singular focus.
There are significant risks with an all-in electric car strategy. Not the least of these is that by deemphasizing the importance of petroleum and the potential use of other alternative fuels in the near-term – crucial components in fueling the national fleet as we appear to be heading toward an electrified future – we risk the stability of our economy and our national security.
Yes, sales of electric vehicles have surged in the midst of extraordinarily high gas prices and heightened concern about climate change. However, history shows us that gas prices spike, drop, and then remain at levels that find drivers once again becoming complacent. This predictable script should provide incentive to make smart moves like diversifying our energy sources as we build the necessary infrastructure for an increasingly electrified world, rather than bet it all on EVs. So many of the elements for the EV’s success remain unclear or continue to pose significant challenges.
If interest in electric vehicles is decoupled from high gas prices and surging because of the urgent need to mitigate carbon emissions, then we will see electric vehicle sales continue to rise, perhaps dramatically. But if increased interest and sales is largely tied to the high cost of gas, then a lot of regulators, environmental interests, and EV-leaning consumers – plus of course automakers that have gone all-in with electrics – are set for a serious reckoning.
All this isn’t to diminish the importance of electric vehicles. Rather, it’s a call to be mindful of the challenges ahead and look at the bigger picture. We should encourage electric vehicles – whether powered exclusively by batteries, a combination of internal combustion and battery power, or perhaps hydrogen – in every reasonable way possible. In particular, hybrids and plug-in hybrids must play an increasingly larger role in the years ahead. We have come a long way over the past 30 years, and we have a long road ahead in the effort to decarbonize transportation and mitigate its impact on climate change. We need to keep at it, aggressively, and we need to prepare.
Let’s just not make assumptions that all will go according to plan. California’s decision to ban the sale of gasoline cars by 2035, in particular, will certainly find unexpected obstacles on the way to that aspirational milestone. It happened before with California’s Zero Emission Vehicle mandate more than two decades ago, which failed to realize its goal of 10 percent electric vehicle sales by 2001. Beyond California, similar hurdles will exist in other ‘green’ states like Oregon, Washington, and Vermont that have now adopted California’s 2035 gasoline vehicle sales ban, along with other ‘green’ states that will surely follow California’s lead.
There’s a lot going right for electric vehicles today. But there’s also a wide array of continuing challenges that face EV proliferation. These range from persistently expensive batteries, high vehicle prices, and sold out EV production runs to shortages of essential materials, a nascent nationwide charging infrastructure, and a national grid woefully unprepared to reliably charge tens of millions of electric cars. Then there’s the question of whether consumer EV purchases will continue to accelerate or weaken in tandem with lower gas prices.
It’s one thing to devise ambitious goals and quite another to make them law, especially when so many assumptions are in play. Given all this, is a wholesale shift to electric cars and a ban on the sale of gasoline vehicles even possible just a dozen years from now? As a long-time automotive analyst and EV enthusiast, I have serious doubts.
Chevrolet’s Bolt EV, introduced as the industry’s first affordable long-range electric vehicle as a 2017 model, expanded its focus for the 2022 model year to include the Bolt EUV (electric utility vehicle). This was a strategic move for the automaker as it provided buyers an additional choice for its popular Bolt electric vehicle, even as it was developing new models based on GM’s Ultium electric vehicle platform. Then disaster hit.
There were Bolt battery fires and the potential for others, so GM halted production and recalled each and every Chevy Bolt and Bolt EUV sold to fix the problem. This was no easy thing and the process has taken time, a significant hit to GM’s electric vehicle program and, no doubt, its pride. The fact that the battery defect was the fault of the Bolt’s battery supplier and not Chevrolet was small comfort, no doubt. Now that some 50 percent of the recalled Bolt battery packs have been replaced with the balance underway, there’s positive news: the Bolt is back in production.
Further good news is that with the 2023 model year, Chevy is stepping up the Bolt EUV’s sportiness with an available Redline Edition sport package. This Bolt EUV iteration is offered in black, white, and silver exterior choices accented with black and red Bolt EUV badging at the rear and red accents on the side mirrors. Gloss black 17-inch aluminum wheels with red accents complete the package. Those opting for the EUV with LT or Premier trims can also add black leather upholstery with red accent stitching.
While Chevy aimed to categorize its Bolt EV a crossover back at its launch five years ago, we said then that its dimensions and style really made it a five-door hatchback from our perspective. Strategically, the automaker ventured further into the crossover space with its bigger EUV sibling. The Bolt EUV features somewhat larger dimensions compared to the original Bolt with six inches greater length and three inches of additional legroom, in a package that remains easy to maneuver and park in crowded urban spaces.
While there is an extremely close family resemblance between the Bolt and Bolt EUV and they do share the same architecture, there are no sheetmetal panels common between the two. A close look shows Chevy SUV styling cues like a crease line running up the center of the front fascia and along the hood. Subtle but distinct design elements that differentiate the Bolt EUV from the Bolt EV include a larger opening below the closed grille area on the Bolt EUV along with more pronounced sculpting along the wheel well arches, plus angular lines and a slightly beefier look at the rear to support the EUV’s sport utility persona.
Power in both models is provided by a 200 horsepower electric motor driving the front wheels, which delivers 0-60 acceleration in an estimated 7.0 seconds. Energy comes from a 65 kWh lithium-ion battery pack with thermal management to keep it at optimum operating temperature. This combination allows the Bolt EUV to deliver an EPA estimated 247 miles of range. The EUV is fast-charge capable and can add 95 miles of range in a half-hour at a public fast charge station.
The Bolt EUV’s interior, like that of the Bolt EV, is a bit more refined and high tech than that of the previous model year Bolt. Along with the 8-inch configurable gauge cluster at the driver’s position, there’s a 10.2-inch color infotainment touchscreen neatly integrated into the center of the instrument panel. Shifting is now done through electronic gearshift controls located at the lower left of the center console that use pushbuttons and pull toggles. The car’s Regen on Demand function, which controls the degree of energy regeneration and drag during coast-down, is literally at the driver’s fingertips with a convenient steering wheel paddle. Adjusting to a higher level of regen makes ‘one pedal driving’ possible, with little use of the brakes under certain driving conditions.
Bolt EUV features Chevy Safety Assist as standard equipment. Among the desired driver assist technologies included are Automatic Emergency Braking, Front Pedestrian Braking, Lane Keep Assist with Lane Departure Warning, and Front Pedestrian Braking. Other systems like Adaptive Cruise Control are also available. No doubt, the biggest news in the way of advanced electronics is the Bolt EUV’s availability of GM’s vaunted Super Cruise. Initially offered in GM’s luxury Cadillac brand, Bolt EUV features the first use of this highly-acclaimed, hands-free driving assistance technology in a Chevrolet model. Base price for the current year Bolt EV is $32,495 with the EUV coming in at $34,495. Pricing for 2023 models has not yet been announced.
The U.S, will get the long wheelbase version of the ID.Buzz electric microbus, but measurements aren’t yet available. It will be longer, though, than the short wheelbase version that goes on sale in Germany and a few other European countries in the third quarter of this year, with more European and Asian markets to be added in 2023.
The Buzz – a play on the word ‘Bus’ – was initially shown as a concept at the Detroit auto show in early 2017, about six months after VW launched its ID (Intelligent Design) sub-brand for electrics at the 2016 Paris international Auto Show. It was confirmed for production later in 2017. At the time, VW was aiming for a 2022 launch, but Covid, microchip shortages, and stuff got in the way.
This first version – we’ll call it the short Buzz – will have an 88 kWh (77 kWh usable) lithium-ion battery pack. It will have a single-motor, rear-drive layout with 201 horsepower and 299 lb-ft torque. Top speed will be limited to 90 mph. Initial models will be the ID.Buzz and ID.Buzz Cargo. The commercial van will have three seats in the front row and a wide open interior behind them. Other ID.Buzz versions with bigger batteries, all-wheel drive, and more power will launch in 2023.
The I.D.Buzz ‘short’ will charge at up to 11 kW on 240-volt Level 2 chargers and up to 170 kW on Level 3 DC fast-charge equipment. At that speed, the 88 kWh battery can be recharged to 80 percent of capacity from 5 percent in about 30 minutes. The same charging capacities are likely to be standard on the U.S. version.
The short will be 185.5 inches long, 78.1 inches wide and 76.3 inches high, with a 117.6-inch wheelbase. That’s about the same total length as a Porsche Macan, Chevrolet Equinox, or Mitsubishi Outlander but with a much longer wheelbase than any of those crossovers. The new Hyundai ioniq 5 EV, at 182.5 inches overall length and 118.5-inch wheelbase, is a fairly close match.
All exterior lighting is LED and 18-inch steel wheels will be standard, with alloys ranging from 18 to 21 inches available as options. For the European version there will be seven single-color exteriors – white, silver, black, yellow, orange, green, and blue (VW has much fancier names for each shade) – and four two-tone schemes, white over yellow, orange, green, or blue.
The base interior will be in a grey tone, with two-tone schemes available for the versions with two-tone exteriors. Inside, the passenger version is a five-seater, with adjustable, sliding (9.6 inches of travel) front captain’s chairs and a folding rear seat with a 60/40 split and up to 5.9 inches of travel. Top trims will have electrically adjustable front seats with memory and massage functions, the latter a real delight for anyone who’s has spent much time in an original microbus.
A two-row, six seat version of the short is coming later, and the long wheelbase version will be configured with three rows for up to seven passengers in a 2-3-2 configuration. There are fold-down tables built into the backs of the front seats. The 39.6 cubic-foot rear cargo area has an optional raised floor, which reduces total cargo area but makes the floor level with the folded-down seat backs for easier loading and carrying of long pieces of cargo.
Instrumentation includes a pair of 10-inch screens, one for driver info and one for the infotainment system. A 12-inch infotainment screen with navigation is available. The initial versions will have a pair of USB-C ports and a wireless charging pad in a shelf to the right of the steering wheel. There are more USB-C ports in the center console, on the driver’s door, in each of the two sliding doors, and up near the rear-view mirror to facilitate dash cam installation.
There’s a ‘shifter’ stalk on the steering column, but as is the case with most EVs, the ID.Buzz has a single-speed gearbox. Functionally, it takes just a twist of the stalk forward to go from neutral to drive and rearward for neutral to reverse. The center console is a big box with lots of room for stuff. There’s an optional removable center console that latches into place and has storage bins, a drawer for laptops and tablets, and a flip-top bin for water battles.
Much of the interior is trimmed, covered, or upholstered in recycled or otherwise sustainable materials and there won’t be any leather options. The exterior paints are organically based, the battery chemistry don’t include cobalt, and Volkswagen intends to have a plant ready to recycle its EV batteries for second use – such as stationary energy storage – when their automotive life is done. These batteries are guaranteed for 8 years or 100,000 miles and expected to last longer.
We’ll follow up with more when VW releases additional information specific to the coming U.S. model.
This article 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.
A coming electric Chevy pickup is no surprise given the intense competition in the pickup field and what’s at stake in this highly profitable market segment. Given that Rivian already has electric pickups on the highway, Ford has over 200,000 preorders for its coming electric F-150 Lightning, and other electric pickup competitors are on the horizon like the Ram 1500 EV and Tesla Cybertruck, an electric Chevy pickup was just a given. And now that it’s officially coming, GM’s bowtie brand is snaring that over 110,000 customers have already submitted preorders for its battery powered pickup.
While it’s true that GM already has its GMC Hummer EV pickup, it’s also true that this is a high-end product that’s not in the thick of the electric pickup battles. As a popular mainstream pickup, the Silverado is well-positioned to capture significant market share amid its electrified rivals.
Unlike the Ford F-150 Lightning, the 2024 Silverado EV is a ‘clean slate,’ all-new design with each component engineered to suit the electric pickup mission. As such, the engineering and design teams were able to include some very unique features well-suited to the electric pickup truck market. Even though the Silverado EV is a sizeable crew cab or two-row cab configuration, four wheel steering allows an impressive maneuverability and tight turning radius.
The pickup box is only 5.5 feet, but a pass-through in the rear cab wall called a Multi-Flex Midgate allows the back wall of the cab to fold down, allowing the pickup to haul cargo and gear up to 10 feet long. Chevy’s Multi-Flex Tailgate, already available on standard Silverado models, also adds work and cargo-carrying flexibility. Added storage can be found up front since there is no engine under the hood like on most trucks. This space on the Silverado EV features a lockable ‘frunck’ that can handle gear up to the size of a large hard-side suitcase.
The power output from the Silverado EV’s two electric motors is impressive. At the push of a button you enter Watts mode that provides an all-in effort of 664 horsepower and 780 lb-ft torque. The result is very un-pickup-like 0-60 mph acceleration in under 4 1/2 seconds.
Silverado EV offers standard automatic adaptive air suspension to even out heavy loads and improve overall ride quality. It can raise or lower the vehicle two inches. Ride quality is also enhanced thanks to a fully independent suspension front and rear. Tow rating on the Silverado EV is 8,000 pounds and it can carry 1200 pounds of cargo. Chevrolet will offer a fleet model with a 20,000 towing capacity after initial launch.
Inside, Silverado EV is designed to be comfortable and tech-savvy. The dash features a 17-unch diagonal LCD infotainment screen. Front and center for the driver is an 11-inch diagonal reconfigurable display along with a heads-up display. If you haven’t been in a pickup truck lately, they are light years away from pickup trucks of old with all the creature comforts you might desire.
Silverado EV utilizes GM’s Ultium Platform that’s the foundation for all GM EVs in the future. In the Silverado EV, Ultium uses a 24 module Ultium battery pack. The result is a very impressive driving range that GM estimates will deliver 400 miles between charges. Handily, the Silverado EV also offers DC public fast charging capability of up to 350W, allowing 100 miles of additional range to be added in just 10 minutes. Like its Ford Lightning competitor, the Silverado offers the ability to power a worksite, recreational campsite, or even a home during power outages with its available PowerBase charging system. It’s also capable of charging another EV using an available accessory charge cord.
Ford’s popular full-size Transit Van continues to evolve, and this year there’s a new and more environmentally compatible option for commercial buyers. While the conventionally-powered Transit will no doubt represent the bulk of Ford’s van sales for a while yet, it’s new electric 2022 E-Transit will surely find a welcome home with those companies and businesses where its zero-emissions operating parameters are a good fit.
The 2021 Ford E-Transit’s powertrain consists of an underfloor battery delivering energy to an electric motor that drives the rear wheels, delivering 266 horsepower and 317 lb-ft torque. A 67 kWh lithium-ion battery pack is located beneath the van’s floor so it’s out of the way and does not intrude on the E-Transit’s flat load floor. Charging is via a port located in the front grille, making it convenient to pull forward head-in to a charging station. Driving range varies from 108 to 126 miles depending on van configuration.
E-Transit is available in Regular, Long, and Extended versions with low, medium, and high roof heights, plus a cab-chassis configuration for those wanting to adapt unique cargo boxes. The vans offer cargo volumes of 246 to 487 cubic feet and payload capacity of 3,240 to 3,800 pounds, depending on configuration. Driving range on battery power also varies between the models from 108 to 126 miles. While typical charging will be via a standard 240-volt Level 2 charging station in about 8 hours, the E-Transit is fast-charge capable and able to charge from 15 to 85 percent charge on a 50 kW charger in 65 minutes, and from 15 to 85 percent in just 34 minutes on a 115 kW DC fast charger.
The driver is placed well forward in the two passenger E-Transit cabin with a large windshield and expansive side glass for maximum visibility. Driver controls include a tilt and telescopic steering wheel, with a large rotary dial for drive mode selection just to the right of the steering column for easy access. Steering is electric-assist for easy maneuvering even when heavily loaded.
Ford kept the interior configuration of the E-Transit compatible with traditional engine-powered Transit vans so existing aftermarket cargo racks and accessories should bolt right in. That’s a real plus for current Transit owners desiring a transition to electric. Since the view out the back of a cargo van is limited, the E-Transit comes standard with Reverse Brake Assist, a rear vision obstruction sensing system that will stop the van before it hits objects behind the van while backing up. The system also provides help when backing around obstacles. Moving forward, E-Transit features both Intelligent Adaptive Cruise Control and pre-collision braking assist.
In addition to delivery duties, the E-Transit is well-suited for construction and other traditional van applications. To that end, there’s an available Pro Power Onboard 2.4 kW electrical system that can be utilized run power tools and other electric needs at the jobsite. Convenient outlets are located just inside the rear doors.
Ford is promising a network of over 2,100 EV-certified dealerships if service is ever needed, something that not all electric vehicle manufacturers can offer. The E-Transit cargo van is now in production and starts at $47,185.
Canoo’s out-of-the-box approach to its fully electric pickup truck is evident from the first look at its cab-forward design, which to a certain generation may resemble a 21st century take on Volkswagen’s venerable Transporter-based pickup. Yet the layout is no nostalgic homage. Instead, it maximizes space efficiency, incorporating a configurable cabin and a cargo bed with the dimensions of a full-size pickup into an overall footprint smaller than most mid-size trucks.
It’s clear that a lot of thought went into the design of the pickup bed. Its standard 6-foot length can grow to 8 feet thanks to a pull-out extender stored below the bed floor. Bed-extension gates housed within the side-hinged tailgate doors enable the bed to be enclosed at its extended length. Canoo developed a modular divider system for the bed to separate items when necessary, and the flat bed floor (no wheel housings intrude into the space) can easily accommodate that yardstick of every working vehicle, the 4x8 sheet of plywood. Configurable wheel chocks and tie-down hooks allow the securing of all kinds of recreational- and work-related gear. There’s a multi-accessory charge port built into the inside of a bed wall, and the bed can be lit from several sources, including an overhead light on the back of the cab’s roof and perimeter lights build into the bed.
Adding to the bed’s versatility, the bed sides fold down to create work benches. Hidden drawers ahead of the rear wheels pull out to provide extra storage as well as a step for bed access.
Freed of a conventional engine compartment, the Canoo pickup has enclosed storage in its nose. The front gate doubles as a fold-down worktable when open. As with the bed, there are multiple power outlets in the storage area for wall plugs, USBs ,and mini-USBs.
The pickup’s cab features four doors in an extended-cab configuration with front-hinged front doors and narrower, rear-hinged rear doors. Two front seats are standard, while the rear area can be configured for additional seats or customized storage capability. The rear window rolls down for access to the bed from the cab, a handy feature if the truck is equipped with a camper shell. Canoo has developed optional roof racks for the pickup that can accommodate as much as 18 square feet.
What makes the truck’s layout possible is Canoo’s multi-purpose platform, which packages the powertrain, Panasonic cylindrical lithium-ion batteries, and suspension components into a flat, skateboard-like chassis. A drive-by-wire system eliminates the steering column that normally protrudes into the passenger compartment. Likewise, control arms, transverse fiberglass leaf springs, and frame-mounted dampers make up a suspension system that is contained below the height of the tires.
The platform can be equipped with a single rear-mounted motor or dual motors, with a target of 500 horsepower and 550 lb-ft torque for the dual motor version. Canoo estimates the pickup’s range at 200-plus miles. Payload capacity is quoted at 1,800 pounds, which is comparable to most mid-size and even some full-size pickups. No towing capacity figures have been released, though the truck will have a receiver for a tow hitch.
Canoo’s Pickup, Multi-Purpose Delivery Vehicle, and Lifestyle Vehicle are available for preorder on the company’s website. First to market will be the Lifestyle Vehicle, a minivan, that’s set for production and delivery late in 2022. Next up are the Pickup and MPDV that will come “as early as 2023,” says the company. While pricing for Canoo’s Lifestyle Vehicle has been disclosed as $34,750 to $49,950 for Delivery, Base, and Premium models, pricing for the MPDV and Pickup variants have yet to be revealed.
Canoo recently tapped Bentonville, Arkansas, as the location for its headquarters and low-volume production facility for the MPDV, along with Fayetteville, Arkansas, for its new R&D center focusing on powertrains and advanced vehicle electronics. Netherlands-based VDL Nedcar is the contract partner that will manufacturer the Lifestyle Vehicle for the U.S. and European markets.