We’re all aware of the importance of electrification and the significant carbon reduction achieved by zero-emission electric vehicles. This is why so much emphasis is placed on EVs by decision makers responsible for the cars we drive now and those that will be available to us in the future. But it’s important to ask…are they leading us in the right direction?
Increasing evidence says this is not the case, so those decision makers influencing our driving future should know this: If charting the electrified road ahead is based on presumptions and unrealistic expectations, well… you’re playing with fire and likely headed for trouble. We’re seeing that trouble manifest now, in a big way, as the hot electric vehicle market is being consumed by uncertainty.
So, a bit of sage advice. If you’re playing with fire and you find yourself ablaze, the first rule of thumb is to stop, drop, and roll to smother the flames consuming you. In other words, do something proactive to avoid a profoundly bad ending. Yet, metaphorically, the auto industry has largely avoided this exercise in avoiding self-immolation.
A case in point. While going all-in with electrification seemed a strategic move to auto execs in Dearborn, Ford got burned in its electric vehicle shift…badly. After consistently reporting billions of dollars in quarterly losses in its EV operations, Ford is now making a strategic pivot away from its major EV efforts while taking a reported $19.5 billion write-off in the process. The automaker is also ending its groundbreaking F-150 Lightning electric pickup program after the specter of continuing low sales volume hit home, with little expectation this battery electric pickup will ever sell in numbers required to turn a profit.
This is not the only example of an inherently high-profile EV program flaming out due to financial realities. More than a decade ago, in my editorial Facing Up to the Electric Car Challenge, I pointed out a similar outcome for another trailblazing electric vehicle, GM’s circa-1990s EV1: “The EV1 was so costly to build with such massive losses there was no business case for it to continue, and so it ended, as all other electric vehicle programs of the 1990s ended, for the same reason.”
Of course, that didn’t mean the end of electric vehicles. Rather, automakers did some serious reengineering and strategic planning that has brought us the impressive array of all-electric vehicles now available to consumers, with more to come. But the rebirth that saw a new generation of EVs hasn’t changed many of the fundamental challenges the electric vehicle field has historically faced.
Batteries remain expensive and pure EVs are still costly by nature, which in many cases means they are unprofitable. Yet, the push for battery electric vehicles has continued unabated, supported by the belief that consumer demand will grow, production numbers will significantly increase, and in the interim substantial federal, state, and regional subsidies will continue to flow, supporting a wholesale transition from combustion vehicles to ones powered by batteries.
All these assumptions are now being challenged. Other automakers like GM and Volvo are also backing away from their move toward a future of exclusively producing electric vehicles, choosing instead to build diverse electrified and internal combustion models that buyers in large numbers desire and can afford.
To be fair, all this isn’t entirely the auto industry’s fault. Legislators and environmental interests have aggressively pushed a battery electric vehicle agenda for years while ignoring some pretty obvious uncertainties. Inexplicably, they have done so without considering a bigger picture that embraces an array of other rational approaches and technologies that will contribute to the electric vehicle’s ultimate success.
Choosing how to respond to regulations and legislative agendas is an inherently crucial element in a company’s vision and future strategy. The most high-profile failure here has been the decision to go all-in on the electric agenda even in the face of obvious and major uncertainties, not the least of which is any real proof of sustained consumer demand for battery electric vehicles at prices higher than those of conventionally powered models. There is now a growing realization that consumers may well want something different than what legislators, regulators, and automakers have planned.
Generally, the vast number of car buyers want nothing more than to drive comfortable, safe, and efficient vehicles that fit their needs and those of their families at an affordable price. Sure, there are those who will pay a premium to drive pricier or more exclusive vehicles that speak to their sensibilities, image, or sense of self. But most car buyers must balance features and benefits with financial realities, and vehicle cost and monthly payments are almost always an important factor in a new vehicle purchase.
In the absence of significant federal subsidies – which is the case now – electric vehicle acquisition costs are higher and that has clearly changed the dynamics in this market.
With that realization, we’re now seeing a renewed consumer and automaker interest in other more affordable electrified models including hybrids and plug-in hybrids. Hybrids have a proven track record over the past 25 years so greater adoption is a given. Plug-in hybrid electric vehicles (PHEVs) have long represented the next step on the way to a fully electric vehicle and there will be many more of these coming to new car showrooms.
Then there’s a new twist in the form of extended range electric vehicles (EREVs), essentially more affordable EVs that use smaller battery packs paired with an onboard engine-generator. Reducing battery capacity can significantly lower costs without sacrificing driving range, since the engine-generator produces electricity to recharge the battery and power the vehicle’s drive motors. Automakers see EREVs as a winning strategy and are investing heavily to bring these models into their product lineups.
Of course, there will be many who disagree with any strategy that includes diverse forms of electrification rather than exclusively prioritizing battery electric vehicles. To those who cry “foul,” it’s worth reflecting on what others with a broad view of our transportation future have to say.
Toyota executive vice-president Yoichi Miyazaki frames the carbon challenge this way: “Carbon knows no borders and CO2 reduction is an issue that cannot wait,” adding that “we need to immediately start with what we can do.” In his view, spreading the use of electrified vehicles as quickly as possible and in significant numbers is the imperative, while being “very attentive to the needs of our customers.”
Essentially, that means getting significant numbers of electrified vehicles of all types into the hands of drivers worldwide, in a form that fits their needs. The answer might be a battery electric vehicle in some areas like California with a sizeable public charging network. But for others living in wide-open spaces with a scarcity of public chargers, a better fit might be a hybrid or plug-in hybrid.
Transportation is a huge contributor to carbon emissions and significant change is needed. That said, far too much emphasis has been placed on battery electric vehicles as an urgent and exclusive solution, prompting legislation and regulations with improbable timelines and outcomes.
This needs to be said: In the real world, it’s unrealistic that a wholesale switch to battery electric vehicles would accomplish needed carbon reduction goals on its own, or in a reasonable time frame. Consider that there are some 290 million light-duty vehicles now on our nation’s highways, and they tend to remain on the road about 12 years before being retired. Even if all new car sales were exclusively battery electric vehicles today, it would likely require 25 to 35 years to achieve an entirely battery-powered fleet.
There’s a lot to accomplish with electrification, increased efficiencies, downsizing, and vehicle lightweighting, plus the development of low-carbon, drop-in synthetic fuels for the millions of internal combustion vehicles already on our highways. A more realistic and diverse strategy like this is what’s needed. Imposing unattainable goals with questionable outcomes that force consumers to buy cars they may not want, and nudge automakers toward unnecessary risk, is simply not the answer.
Southern California-based Karma Automotive has a new player – the sumptuous Karma Gyesera –the next model in its electrified luxury lineup. Gyesera is positioned as the successor to the Revero, which has served as Karma's high-profile offering since the company acquired this model’s design and technology from the failed Fisker Automotive back in 2014. While many important technology refinements have been made to the Revero along with mild styling updates, the stunning design of the original car has largely remained intact.
The new Gyesera extended range electric vehicle (EREV) arrives at a time when the market for all-electric cars has softened and interest in EREVs is growing significantly. While the Karma Revero was once one of the pioneers in the luxury end of the electrified luxury market, Karma must now compete against a wide field of premium automakers offering their own plug-in and performance hybrids. Gyesera represents a strategic move to stay in the game and prove Karma is a serious player.
Karma is building Gyesera on an evolution of its aluminum space-frame platform, pairing it with bodywork made from aluminum and carbon-reinforced composites to reduce weight. The result is a lighter, more agile grand touring car that should also benefit efficiency. Larger forged billet aluminum wheels with Karma-specific Pirelli tires help reduce unsprung weight and rolling resistance.
Performance sees a clear step forward. The latest version of Karma’s extended-range hybrid powertrain delivers 566 horsepower and 546 lb-ft torque, propelling Gyesera from 0-60 mph in an estimated 4.0 seconds. That’s half a second quicker than the Revero, underscoring the emphasis on both grand touring comfort and sportier dynamics.
Beyond the car itself, Karma is highlighting a shift in how it designs vehicles. Gyesera is the first model developed under the company’s Intelligent Product Development System, a process that blends traditional engineering with digital twin concepts from the tech sector. By simulating designs virtually and connecting development to real-world data, Karma aims to shorten product development cycles and improve reliability.
This new approach points to the company’s ambition to operate not just as a boutique automaker, but as a tech-driven product company. It also sets the stage for additional models, including the Amaris GT coupe expected in 2026.
Visually, Gyesera introduces a design language meant to define Karma going forward. A low-slung stance, carbon composite details, and a distinctive “backslash” signature on the fenders create a bold appearance. The company’s distinctive “Target Acquisition” lighting, first shown on the Kaveya concept, makes its production debut here. A vented hood inspired by a comet’s trail adds both functional airflow and a unique styling cue.
The rear design is anchored by a full-width diffuser that emphasizes the car’s athletic proportions. Overall, Karma is aiming for a design identity that blends exclusivity, performance cues, and brand distinction.
Inside, Gyesera takes a restrained approach compared to competitors that dominate the cabin with large screens. A digital instrument cluster and a new Qualcomm-based infotainment system focus on delivering information cleanly rather than overwhelming the space. HVAC functions are integrated into streamlined menus, while conveniences like wireless CarPlay, Android Auto, and wireless device charging are standard.
Expanded over-the-air update capabilities bring added value, offering downloadable features such as custom audio tuning and AI-driven predictive service diagnostics. Premium materials and a simplified design approach reinforce the goal of a modern, uncluttered luxury environment. Slim front seats open up additional legroom for rear passengers, improving practicality without sacrificing the car’s sleek proportions.
With an expected starting price of about $165,000 and producing scheduled later this year, the Gyesera competes directly against luxury plug-in models from larger mainstream automakers. Its success will depend on Karma’s ability to distinguish itself through exclusivity, which the Gyesera's lofty price pretty much guarantees. That exclusivity formula, by the way, has been a key element already at work for this automaker. The upcoming Amaris GT Coupe, positioned at roughly $200,000, will further broaden Karma’s small but focused lineup.
Gyesera represents more than just a new model for Karma – it’s a signal of intent. By combining advanced plug-in serial hybrid power, lightweight materials, and software-enabled features, Karma is aiming to stand apart in a crowded segment. Whether this approach will establish Karma as a stronger player in the luxury hybrid space remains to be seen, but the Gyesera sets a new direction that builds on the pioneering foundation of the Revero while charting a logical and exciting path forward.
An anti-EV narrative is emerging around battery electric vehicles in the U.S.: “the market is slowing” and “the EV tipping point is years away and may never arrive.”
Like many narratives, there’s an element of truth. EV sales aren’t increasing as quickly as a few years ago. And there are headwinds with the removal of some federal incentives that were pushing EV sales and charging infrastructure. But this misses a larger point we see in the McKinsey Center for Future Mobility’s annual Consumer Pulse survey. There is a lot of strength in the EV market, especially if you include transition vehicles like plug-in hybrids and extended-range EVs (EREVs).
What do the sales say? In the first quarter of 2025, automakers sold 374,841 electric vehicles in the U.S., including battery-electric vehicles (BEVs), plug-in hybrid (PHEV), and fuel-cell electric vehicles. That was 9.6 percent of the overall light-vehicle market. The two quarters before that, EV sales eclipsed 10 percent of the market. Year over year, EV sales increased by 9 percent, compared with a 5.6 percent for overall car sales.
This was a slower increase than the last few years, to be sure. In 2021, the EV market nearly doubled. In 2022 and 2023, it grew by 62 percent and 35 percent. On the other hand, just five years ago, EV market share was 2 percent. Now it’s 10 percent.
There are headwinds. U.S. automakers continue to struggle with making EVs profitable. Consumer EV subsidies will end Sept. 30. In the short term, we’re seeing a bump in sales as consumers who were on the fence rush to buy before the deadline. Over the longer term, there is going to be far less government support and funding for public infrastructure. That’s a challenge, but it also may make it more straightforward for private investors. Improving availability and reliability of public chargers will be up to them alone.
Yet, even with the US slowdown, the International Energy Agency predicts EVs will account for 40 percent of global auto sales by 2040, versus 20 percent in 2024. As longtime auto journalist Mike Colias says in his new book, “InEVitable: Inside the Messy, Unstoppable Transition to Electric Vehicles,” the forces pushing legacy automakers toward electrification – Tesla and the Chinese – aren’t letting up.
“As messy as the EV story is today, automakers can’t afford to rip up their EV strategies,” Colias says.
Perhaps the biggest determinant if EV momentum will see a resurgence is the availability of much more affordable EVs (like we see e.g., in China). Given the still high battery cost this is difficult, and with the subsidies going away that challenge just got bigger.
An important question is what’s next? Will the electric vehicle market forever be a niche, or is slowing sales growth a mere bump in the road?
According to our models, the U.S. policy changes will slow down rather than stop the shift to electric vehicles. We think the adoption curve could be pushed out by five years or more. Recent regulatory changes also give U.S. automakers more time to get EVs profitable and more powertrain flexibility to focus on hybrids, plug-in hybrids, and extended-range EVs. They will need to be adaptable, and they will need to spread capital investments across multiple electrified powertrains with flexible platforms.
The McKinsey Consumer Pulse survey, which hails from our Center for Future Mobility, has some other important information for the industry trying to adapt to the new landscape. We have been polling consumers going back to 2016 to measure how attitudes are changing each year. This year’s survey included about 26,000 car owners around the world. What we’re seeing should give confidence to those who are rooting for more electrification.
First, there’s not a lot of backsliding among people who actually own BEVs. More than three-fourths of BEV owners say their next car will be battery-electric. Of the 24 percent who say they’ll switch, 5 of 8 say they’ll go with a plug-in hybrid, not gasoline. Only 1 percent say they’ll never go back to electric.
Second, while the growth of the overall EV market is slowing in the U.S., results vary widely by region. In California, Washington and Oregon – states where there have been major investments in infrastructure – EV adoption rates are on par with Europe. Other states on the East and West Coasts are seeing much more rapid EV adoption. For example, 19 percent of Maryland vehicle owners say their next car will be a BEV, even though the electric-vehicle market share is just north of 12 percent today.
By contrast, there are some states with a larger rural population mix where fewer than 4 percent of consumers say their next vehicle will run on batteries alone. This underscores the huge difference between urban, suburban, and rural consumers. Overall in U.S. urban areas, 51 percent say their next vehicle will be BEV or PHEV. In rural areas, it’s 18 percent.
A third differentiator is age. The younger the consumers, the more likely they will shift to electric soon. For Gen Z, 47 percent say they’ll buy a BEV or PHEV next. For Millennials, it’s 45 percent. It drops to 22 percent for Generation X and 21 percent for the Baby Boomers.
The most important finding may be the role that PHEVs are playing in the electric transition. Because of their smaller battery packs, they’re cheaper than BEVs. And since they run on gasoline when their EV-only miles are used up, there’s no range anxiety. But this taste of battery power acts like a gateway drug. Once they realize battery power can meet most of their needs, they keep going. Households that were holding onto a second, gasoline-powered car are ready to give it up for their next vehicle.
Another class of vehicle that may serve as a bridge is known as an extended-range EV, or EREV. These are similar to PHEVs, but instead of having an engine that can put the vehicle in motion, an EREV’s gas engine serves only as a generator to charge the battery pack. EREVs like the Ramcharger are coming to the U.S., with more electric-only range and total driving range than a typical PHEV. In China, where they’re more common, twice as many consumers say their next vehicle will be an EREV than say they’ll buy a conventional gas-powered vehicle.
The biggest determinant of EV sales over the long term will depend on the availability of much more affordable electric vehicles, the kind that are available in China today. For now, U.S. automakers will breathe a sigh of relief, gaining several years, and at least one product cycle more, to make EVs more profitable. They also know there is increasing risk of falling further behind Chinese OEMs who now sell more than 50 percent ‘new energy vehicles’ domestically and are building massive capacity for global EV exports with high tech content per vehicle at affordable prices.
What’s the bottom line? The full picture isn’t one of a stagnant U.S. market. It’s one of a market that is changing in significant ways. Key states and regions are already at the tipping point for EVs while others will continue to be slow to adopt. Important demographics like urban and young consumers are going electric. If PHEVs and EREVs become more common, that taste of electrification may accelerate changing attitudes and expectations.
Beyond the market slowdown and the removal of incentives, we can see signs of continued movement toward hybridization and electrification. It confirms what we have long known: consumers still have plenty of voice in the market’s actions.
Philipp Kampshoff is a senior partner and global co-leader of McKinsey’s Automotive & Assembly practice, based in Houston, and Patrick Hertzke is a partner and co-leader of McKinsey’s Center for Future Mobility, based in Boston.
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.
Chrysler was in the thick of it in the early 1990s as automakers explored ways to meet California’s new and increasingly stringent Low Emission Vehicle regulations, and in particular the state’s coming Zero Emission Vehicle (ZEV) mandate. Though there was a flurry of activity in the Chrysler camp at first, other auto brands took the lead and we didn’t hear much from Chrysler for quite some time. Then, in 2008 there was an October Surprise. Chrysler unveiled three electric concepts that got people pretty excited, electrifying models from three of the automaker’s brands – Dodge, Jeep , and Chrysler. At the time, these were to lead to at least one production EV model and a renewed electrification effort at the company over the next few years, something that history shows did not materialize. The following article detailing Chrysler’s renewed interest in electric vehicles and its exciting Dodge EV prototype is pulled from the Green Car Journal archives and presented as it was originally published in the fall of 2008.
Excerpted from Fall 2008 Issue: In many ways, Chrysler has been late to the party in recent years. While others like Ford, GM, Honda, Nissan, Mazda, and Toyota have forged ahead with eco-friendly advanced technology vehicle programs, Chrysler has largely sat it out in favor of a more traditional road. Maybe we can chalk it up to its former life as part of DaimlerChrysler, but with that automotive marriage behind it there’s no longer an excuse. And excuses are not being offered by Chrysler LLC, as evidenced by its stunning announcement of not one, but three production-intent electric vehicles.
Playing catch-up wasn’t always the way at Chrysler. In the early 1990s, Chrysler was on top of its alternative fuel game, with forays into virtually all of the important areas unfolding at the time from methanol and ethanol flexible-fuel vehicles to ones running on hydrogen, natural gas, and electricity. Then Chrysler seemed to all but disappear from the running, making news instead with such stylistic models as the Viper, Prowler, and 300, but with little in the way of alternative fuel vehicles beyond its GEM neighborhood electric vehicle and the occasional eco concept. Apparently, those earlier days are returning with a vengeance.
Now Chrysler has announced the coming of a production electric vehicle for the North American market. The automaker is showcasing its efforts with three prototypes – an all-electric Dodge sports car using Lotus Europa underpinnings and two range-extended electrics, a Jeep Wrangler and a Chrysler Town & Country. Chrysler says it will select one of these for production and sale to North American consumers in 2010. This will be preceded by 100 Chrysler electrics in fleet use in 2009.
All use what Chrysler says is ‘production intent’ technology, incorporating an electric drive motor, a motor controller to manage energy flow, and a lithium-ion battery pack. Chrysler will work with General Electric to develop batteries for the production model. It has also been reported that the automaker is in talks with battery company A123 Systems, which is separately working with GM on the Volt program and has contracts to provide its nanophosphate lithium-ion batteries for production Th!nk electric cars and BAE Systems hybrid bus powerplants. GE Energy Financial Services has invested $20 million in A123 Systems.
While Chrysler has not identified its other suppliers, photos of the Dodge sports car show the use of electric drive components from UQM Technologies, a company noted for its energy dense and high-performance electric drive motors and controllers. Specs provided by Chrysler indicate a 268 hp (200 kW) electric drive motor featuring a whopping 480 lbs-ft torque that powers the performance electric car from 0-60 mph in under 5 seconds. Top speed is said to be 120 mph. Charging at 110 volts is accomplished in 8 hours, or 4 hours at 220 volts.
The electric vehicles are being developed in an in-house effort that’s focusing on electric drive production vehicles and advanced technologies. This effort – called ENVI – is so-named by taking the first four letters of 'environmental.’
The long-awaited 2014 Cadillac ELR will emerge early in 2014 at a cost of $75,995, appropriate for high-end luxury cars but no doubt a bit steep for many looking forward to a step up from Chevy’s Volt. Still, there’s a lot here to justify the cost. Featuring a dramatic design and luxury touches throughout, this extended range electric coupe surrounds driver and passengers with handcrafted leather, authentic wood grain, and chrome trim. A Cadillac driving experience is promised as a matter of course.
Powering the ELR is electric drive energized with a T-shaped, 16.5 kWh lithium-ion battery pack. All-electric drive is good for about 35 highway miles, although that’s dependent on driving conditions. After that the ELR’s 1.4-liter gasoline engine-generator produces electricity to power the car over 300 total electrically-driven miles. When operating on battery power the car is expected to offer 82 MPGe fuel efficiency.
Among its many standard features are Cadillac CUE with Navigation displayed via an eight-inch capacitive-touch screen, LED exterior lighting, Lane Departure Warning, Safety Alert Seat, and Forward Collision Alert. A driver can temporarily generate electrical energy from the ELR’s forward momentum via a Regen on Demand feature controlled with steering-wheel paddles.
Four driving modes include Tour, Sport, Mountain, and Hold. Tour is the default mode while Sport offers a more responsive driving experience. Mountain mode maintains battery charge in hilly terrain. Hold mode allows selecting when to use battery power or the ELR’s gas-powered generator.
It’s interesting to chart the growing sales of hybrids and other clean vehicles today. What’s really enlightening, though, is to understand how these vehicles are being used and what their implications are for our driving future.
That’s where cutting-edge demonstration projects like Austin’s Pecan Street bring great value to urban and transportation planners, by providing a real-life example of how far we can take sustainable, low-, or no-carbon transportation and daily living with currently available technology.
Austin’s Pecan Street, Inc, the country's first non-profit research and development consortia focused on energy, wireless, and consumer electronics technology, recently joined with GM subsidiary OnStar to collect and analyze real-world energy consumption through driving and charging data patterns. Thanks to the GM/OnStar partnership, the Pecan Street project now includes the Chevy Volt for gaining critical real-life usage data for the use and charging of extended-range electric vehicles. Chevrolet made 100 Volts available for priority purchase to residents participating in the project last September.
Among the grid-relieving solutions developed by OnStar are charging with renewable energy, energy demand response, time-of-use-rates, and home energy management. The partnership with Pecan Street is enabling OnStar to test these smart grid services in realistic, everyday scenarios. Additional partner companies like Sony, Whirlpool, Oncor, and Intel are also providing residents with smart grid and clean energy products and services, such as photovoltaic panels for generating power, batteries to store energy, and smart grid tools to help make everything work in unison.
The final goal of the project is to help consumers make the best possible use of energy for daily life, and specifically for charging their plug-in hybrids and other electric vehicles. The hope is that research resulting from the project will help speed up the innovation cycle around smart grid and consumer electronics technology. This is important since electric vehicles add significantly to a home’s energy profile. Understanding how, and when, consumers use their electric vehicles and keep them charged is critical information.