Green Car Journal logo
Green Car Time Machine - archive articles from Green Car Journal.

Plug-in hybrids are expected to play an increasingly important role in the mission to decarbonize transportation. While many think that interest in PHEVs is a recent phenomenon, that’s not the case since the concept has been intermittently explored throughout automotive history. Real momentum gathered soon after mass-market gas-electric hybrids hit our shores over two decades ago, with some envisioning a huge benefit in evolving hybrids to enable driving exclusively on battery power. Here, we share an article focused on this vision from the Green Car Journal archives, just as it ran 18 years ago.

Excerpted from Fall 2005 Issue: It’s hard to imagine a more gripping state of affairs at the start of the 21st century. A cloud of smog hangs over our cities while the threat of global warming looms ever larger. Oil prices are rising to record highs and while there’s no imminent danger of running out of petroleum, no one knows how long supplies will last. For a final dramatic touch, most of that oil sits beneath the powder-keg that is the Middle East.

A hydrogen hero is on the way, but many worry that we don’t have time to wait, unsure of what happens if oil supplies drop off and we’re caught without a safety net. A growing chorus is clamoring for a near-term solution, something that can be implemented now to significantly reduce oil consumption. The stage has been set for plug-in hybrids.

How Plug-In Hybrids Work

The plug-in hybrid is an evolution of the ‘conventional’ hybrid vehicle. Plug-in hybrids function the same way, assisting the engine with battery power or electric energy captured during deceleration, but take the idea a step further. Increased battery capacity allows plug-ins to rely more on electricity and less on gasoline, extending electric-only driving range and delivering even better fuel economy. The extra electric power is drawn from the electrical grid by plugging into power outlets while a vehicle isn’t being driven.

The virtue of the plug-in hybrid comes to light with some statistics. A majority of Americans live within 20 miles of their jobs and most trips are less than 20 miles long. With an electric-only range of up to 60 miles, daily drives to work in a plug-in hybrid might not require any gasoline at all as long as the battery is recharged each night. For longer trips, the vehicle reverts back to conventional hybrid operation. If plug-in hybrids are ever designed and built from the ground up, rather than being converted from existing models like we’re seeing today, an even smaller engine could improve fuel economy at every stage.

Prius Hybrid a Good PHEV Platform

Though the Toyota Prius is not a plug-in hybrid, it serves as a good platform for a conversion. The California Cars Initiative, a non-profit organization, first built one to show it could be done. The conversion turned out to be so promising that some companies are looking to make a for-profit business out of it.

Engineering firms EnergyCS and Clean-Tech have joined forces to form EDrive Systems, which is developing a conversion kit for the second-generation Toyota Prius. The kit removes the stock Panasonic nickel-metal-hydride (NiMH) battery and replaces it with a Saphion lithium-ion battery from Valence. The new battery adds 170 pounds to the Prius, but also makes about 9 kWh instead of the original's 1.3 kWh. That means there's much more electrical power available to drive the car.

Some careful software tweaks are made to handle the extra power of the hardware. The EDrive system takes advantage of a built-in ‘EV mode’ that forces the Prius to run purely on electric power until speeds reach 33 mph. This ensures that no precious fuel is sapped until the computer deems it absolutely necessary. According to EDrive, in a stock Prius, the batteries would only provide about one mile in this mode; the company’s converted plug-in Prius extends that range to as much as 35 miles.

Drive System for Plug-In Hybrids

To further hold off engine intervention, the computer is told the battery is full until the actual state of charge dips below 20 percent. This bit of misinformation forces Toyota’s Hybrid Synergy Drive to inject as much electric power as possible into the drive system. After the battery is about 80 percent depleted, the EDrive Prius carries on like a normal hybrid and maintains the charge of the battery as needed. Once the EDrive Prius is parked, it’s plugged into an external 110-volt charger that can replenish a fully depleted battery in about seven to nine hours.

Experimental battery pack for plug-in hybrids.

An additional dash-mounted readout precisely meters fuel consumption and displays how far the throttle pedal can be depressed before prompting the engine to start up. It’s a useful tool because driving style matters. Aggressive driving and 75 mph cruising will yield 70-80 mpg, say the EDrive folks, while relatively mellow driving earns well over 100 mpg. Low speed city driving and cruising at 55 mph can reportedly push fuel economy closer to 200 mpg. And when the battery is depleted after 50-60 miles of driving, fuel economy reverts back to the roughly 45-50 mpg of the stock Prius.

EDrive Systems hopes to sell its conversion kit for $10,000 to $12,000 in early 2006. At this cost, EDrive’s market is limited to those with the bucks to support making such a statement, but it’s a start.

Others Working on Plug-In Hybrids

The Prius is not the only vehicle lending itself to plug-in conversion. DaimlerChrysler is working with the Electric Power Research Institute (EPRI) to build 40 plug-in hybrid versions of its Sprinter commercial van for use in demonstration fleets. Electric boost comes from a 70 kW motor positioned between the transmission and clutch, which is fed by a 14 kWh NiMH battery stowed beneath the cargo floor.

Drivers of the plug-in Sprinter hybrid can push a button to put the vehicle in electric-only mode, which is good for a range of about 19 miles. When not selected, the hybrid’s electronic controller alternates power between the vehicle’s diesel engine and electric motor to optimize fuel economy, or combines the two when power demands are high. This plug-in variant is designed for recharging on Europe’s 230 volt network, a task that takes about six hours for a fully depleted battery.

Valence battery for plug-in hybrids.

The stock Sprinter, with its small, 4- cylinder diesel engine, is already quite the efficient hauler with fuel economy as high as 30 mpg. Converted to a plug-in hybrid, DaimlerChrysler says fuel economy improves anywhere from 10 to 50 percent, depending on use. That means up to 45 mpg from a commercial delivery vehicle – simply unheard of in its class. So far, DaimlerChrysler is the only automobile manufacturer producing its own plug-in hybrids.

California Cars Initiative

One of the most notable forces behind the rising profile of the plug-in is Felix Kramer and his Palo Alto-based California Cars Initiative. The group is mobilizing support from fleets, government agencies, and private buyers in an attempt to break the vicious cycle that plagues many new technologies: Motorists won’t buy plug-ins on a large scale unless the price is right, and the price won’t come down until automakers are convinced there will be buyers.

Not content to wait around for the manufacturers, Kramer is looking at other ways to put plug-in hybrids on the road. The plan is to utilize venture capital, set up a Qualified Vehicle Modifier company that could work with automakers in a fully certified capacity, and convert existing hybrid models without voiding original vehicle warranties. In Kramer’s mind, conversion possibilities include Ford’s Escape Hybrid and models using Toyota’s Hybrid Synergy Drive such as the Prius, Highlander Hybrid, Lexus RX400h, and other upcoming models.

The potential of the plug-in hybrid in reducing emissions and oil dependency has put environmentalists and conservative think-tanks in an unusual position: They’re on the same side. Set America Free, the Center for Security Policy, and others have joined electric vehicle die-hards in calling for mass production of plug-in hybrids. Support from former Secretary of State George Shultz and former CIA director James Woolsey lends considerable credibility to the cause.

ED Drive Systems will produce plug-in hybrids.

Plug-In Hybrids and Government

Despite this clamoring, the U.S. government has yet to respond in a big way. An amendment to the massive energy bill recently approved by President Bush allocates a relatively tiny $40 million for hybrid vehicle development, some of which could go toward plug-in hybrids...but there’s no guarantee.

This leaves local government to take charge. The City of Austin, Texas, with help from its municipal utility Austin Energy, has become the first city to develop an incentive plan for plug-in hybrids. ‘Plug-In Austin’ is looking to raise $50-$100 million to provide rebates on plug-in hybrid purchases for public and private use, as well as for running an educational campaign to generate consumer interest. Austin is one of 10 cities that will begin testing DaimlerChrysler’s Sprinter plug-in hybrid next year.

The ‘Plug-In Austin’ campaign is designed to expand to other communities around the country. Representatives from Austin Energy are approaching the nation’s 50 largest cities in an effort to encourage them to replicate Austin’s program. Already, Seattle City Light in Washington state has shown interest in offering customers incentives to buy plug-in hybrid vehicles in the Puget Sound region. Across the country and across the political spectrum, the plug-in hybrid is winning fans.

Professor Andy Frank at the University of California, Davis is an ardent proponent of plug-in hybrids and, having built plug-in prototypes since 1972, is also one of the most experienced. Rather than an intermediary step to hydrogen, Professor Frank believes the plug-in hybrid could be an end in itself. A plug-in hybrid with a 60 mile electric range, like the ones Frank and his students build, reportedly uses only 10 percent gasoline and 90 percent electricity on an annual basis. “That 10 percent of gasoline could be replaced by biofuels,” says Frank, taking an interesting direction that could find gasoline use eliminated altogether.

$7,000 Additional Cost for PHEVs

The possibilities don’t end there. “We have the capability, for the first time, of integrating the electric grid with transportation,” explains Frank. The electrical grid right now has enough excess capacity to support half the nation’s vehicle fleet if they were converted to plug-in hybrids, says Frank. The energy is domestically produced, the infrastructure already exists, and, though much of our electricity today comes from coal-burning powerplants, renewable and non-polluting sources such as wind and solar power could play a larger role. “People don’t think of plug-ins as alternative fuel cars, but they are,” says Frank. “You could be running your car on solar or wind power.”

At less than a dollar per gallon during off-peak hours, when most plug-ins would be recharged, plug-in hybrid drivers would be paying a lot less in fuel costs. As for the extra up-front cost, Frank points to a UC Davis study that shows how automakers could build plug-in hybrids by adding only $7,000 to the price of a $20,000 car. So why isn’t this already happening? Some in the auto industry maintain that battery technology isn’t ready yet, a claim that Frank and others dismiss. More significantly, Frank asserts there’s a general reluctance to invest, with struggling giants in the industry unwilling to take risks unless convinced there’s a good chance that a sizeable return will result.

“What I’m trying to demonstrate is that if a bunch of students can do it, the car companies should be able to do even better.” Andy Frank, the California Cars Initiative, the City of Austin, and many others feel it’s up to them to take the lead in getting the word out and generating demand. With the success they’ve met, and the wide-ranging benefits that plug-ins put within reach, there’s every reason to believe that at least some in the auto industry are paying very close attention.

Marquest McCammon, president of EV manufacturer Karma Automotive.

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.

A Flexible Approach

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.

Inspiring Transformation

Karma Automotive EV platform.

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 Next Chapter

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.

Toyota Crown sedan with rear hatch open.

Rather than following the industry’s massive trend toward models powered exclusively by batteries, Toyota is confident there’s a better way forward. Its strategy is to optimize the use and environmental impact of batteries by offering a diversity of electrified vehicles consumers will actually buy and drive in great numbers, thus leveraging the potential for carbon reduction. This clearly plays to the automaker’s strength: hybrids and plug-in hybrids. There’s the all-electric Toyota bZ4X, of course, and other battery electric Toyota models to come. Just don’t expect that’s all the world’s largest automaker will be offering in the short term.

Enter the 2023 Toyota Crown sedan, this automaker’s newest hybrid. Toyota’s all-new Crown is somewhat of a milestone since so many automakers are killing off their sedans in favor of uber-popular crossover SUVs. In many cases, those crossovers are less SUV than mildly oversized hatchback, but that’s the auto industry for you. The Crown is a sophisticated looking sedan that doesn’t pretend to be something it is not, though it does offer a few twists.

Rebirth of a Model

The Crown has an interesting history, first debuting in 1955 as Toyota’s first mass production passenger vehicle before making its way to the States three years later, distinguished as the first Japanese model here on our shores. It had a 17 year run before it was retired from Toyota’s U.S. showrooms.

Now it’s back in all new form as a full-size, four-door sedan available in XLE, Limited, and Platinum grades. While it is a sedan measuring in just a bit larger than Toyota’s popular Camry, the Crown also integrates a slightly taller roofline, thus the ‘twist.’ This taller roof flows rearward into an elegant sportback design, accented by thin blade-style rear taillights. The front features blade running lights, sharp headlights, and a distinctively imposing grille design that’s come to signify Toyota and Lexus products these days. Its sides are handsomely sculpted and accented by large alloy wheels and wheel well cladding.

Hybrids Power the Toyota Crown

Beneath the hood resides one of two available hybrids, no surprise since this a Toyota and hybrids are its game. The more efficient of the two-motor hybrid models is powered by a fourth-generation, 2.5-liter Toyota Hybrid System (THS) that Toyota says should net an estimated 38 combined mpg. It connects to an electronically controlled continuously variable transmission.

Those looking for higher performance may opt for the Platinum grade, which comes standard with a  2.4-liter turbocharged HYBRID MAX powerplant, the first application of this more powerful Toyota hybrid system in a sedan. Delivering power to the road through a direct shift six-speed automatic transmission, the HYBRID MAX boasts 340 horsepower for spirited performance and offers a Toyota-estimated 28 combined mpg. All grades come with electronic on-demand all-wheel drive. A plug-in hybrid variant is said to be coming but details are not yet available.

Sedan With a Premium Feel

The Crown’s cabin is designed to deliver a premium feel, featuring nicely bolstered front seats with 8-way power adjustment, intelligent controls, and wireless Qi charging with an array of readily accessible ports to accommodate today’s electronic devices. A Multi Information Display ahead of the driver provides the usual instrumentation along with selectable functions, including hybrid information that coaches eco-driving for netting maximum efficiency. In addition, a 12.3-inch center Toyota Audio Multimedia display features Apple CarPlay and Android Auto integration and is audio and touch capable.

Upholstery is either Softex and black woven fabric or leather, depending on grade. A panoramic moonroof standard on Platinum and Limited grades lends an additional feel of openness to the cabin. LED ambient lighting adds to the interior’s ambiance and upscale feel. Significant effort has been devoted to creating a relaxed and quiet cabin environment through extensive placement of sound-deadening materials throughout plus the use of acoustic glass.

Toyota Crown Safety

Toyota Safety Sense 3.0 is standard across all grades to enhance safety on the road. This includes such desired features as pre-collision with pedestrian detection, dynamic radar cruise control, lane departure alert with steering assist, blind spot monitor, and rear cross traffic alert. Other assist features such as automatic high beams, road sign assist, rear seat passenger reminder, and hill start assist control are also standard fare for all versions of the Crown. Those stepping up to the Platinum trim level also get Toyota’s advanced park system that identifies available parking spots and allows automated parallel and reverse/forward perpendicular parking.

Toyota’s Crown is a timely addition to this automaker’s lineup, giving fans of the brand a new, more exciting sedan option just as the more conservative Avalon sedan is heading off into the sunset. Pricing has not yet been announced but we figure the Crown will start somewhere in the neighborhood of the low $40,000s. We also expect this new model to be a hit for Toyota, serving the automaker well  as it hones its hybrid and plug-in hybrid strategy while continuing to evolve its future electrified product line.

2023 Toyota Crown headlight detail.
Jeep Grand Cherokee front end.

Jeep is on a roll. This enduring brand, symbolically aligned with the American persona due to its rich history here, is certainly getting it right. Long popular with those seeking on- and off-road capabilities and the rugged image that comes with that, there’s a Jeep model to fit diverse desires and needs. The Jeep Grand Cherokee, introduced in its fifth generation in 2021, is at the luxe side of the spectrum.

Beyond the Jeep Grand Cherokee’s obvious benefits for families – roominess, high functionality, desirable features, and style – this full-size SUV offers something that’s increasingly important to a great many new car buyers today: electrification. This comes in the form of the Grand Cherokee 4xe model, a plug-in hybrid offering efficient hybrid operation as well as the ability to plug in, the latter capability enabling 25 miles of zero-emission, on- and off-road driving on battery power at the flick of a switch.

Plug-in charging port in Jeep Grand Cherokee 4xe.

Best-Selling PHEV

We’ve noted Jeep’s interest in electrification for some time as part of Chrysler/Dodge/Jeep electric concept vehicle explorations, most notably back in 2008. Jeep started its modern electrification push with the ever-popular Wrangler, introducing the Wrangler 4xe plug-in hybrid variant in the 2021 model year. By 2022, this model laid claim to being the best-selling plug-in hybrid in North America. That’s saying a lot given the wide array of PHEVs now available to consumers.

The electrified Grand Cherokee 4xe is the expected, and welcome, follow up. Sporting an appealing and sophisticated design, the Grand Cherokee 4xe features distinctive Jeep styling cues, low-silhouette headlights and taillights, a handy roof rack, and angular, metal-trimmed through-the-bumper exhaust. Blue front tow hooks are exclusive to the 4xe model, as is a chargeport found at the driver’s side front fender.

Rancho-Guadalupe Dunes Preserve sign.

Jeep Grand Cherokee on the Road

We recently had the opportunity to take a road trip in Jeep’s electrified Grand Cherokee 4xe, which included a fascinating visit to the Guadalupe-Nipomo Dunes National Wildlife Refuge on California’s Central Coast. Our time behind the wheel illustrated why this is such a popular model. The ride is comfortable and performance solid, with all the acceleration you need delivered by a turbocharged 2.0-liter four cylinder engine and a pair of electric motors. Together, this package delivers an abundant 375 hp and 470 lb-ft torque that’s delivered to the road via a TorqueFlite eight-speed automatic transmission. Energy is provided by a temperature controlled 17 kWh lithium-ion battery pack packaged beneath the vehicle’s floor and protected by skid plates.

Driving modes are selectable on a panel at the lower left of the steering column – Hybrid, Electric, and e-Save. The first enables driving in gas-electric hybrid mode using both the combustion engine and electric motors. Electric mode uses motor-battery propulsion exclusively for zero-emission driving. The e-Save function allows running without any use of battery power, allowing a driver to save maximum energy for all-electric driving in desired areas, such as on trails. The Jeep’s Selec-Terrain system features controls on the center console that allow optimizing driving characteristics with selections for Sport, Rock, Snow, Mud/Sand, and Auto. Hill Descent Control and 4WD Low are also selectable on the center console. Shifting to Park, Reverse, Neutral, and Drive is handled with a rotary dial.

Driving mode selections in Jeep Grand Cherokee 4xe.

Trail Rated Jeep PHEV

We drove mostly in hybrid drive during our trip, though we did spend time driving exclusively in electric mode when we had the ability to charge up during our journey. Both deliver all the acceleration you really need. Overall efficiency while driving in conventional mode is pegged at a combined city/highway 23 mpg by EPA. Driving exclusively on battery power nets a 56 MPGe (miles per gallon equivalent) combined rating, all the while running emissions-free.

Though we didn’t do serious off-roading during our journey or tow any toys along with us, this vehicle’s capabilities in these areas are considerable. The Trail Rated Grand Cherokee 4xe features Jeep’s Quadra Trac II 4x4 system with two-speed transfer case, up to 10.9 inches of ground clearance, and is capable of towing up to 6,000 pounds. This electrified Jeep can also ford up to 24 inches of water without issue since all high-voltages electronics are sealed and waterproof.

Jeep Grand Cherokee 4xe on road.

Jeep Grand Cherokee 4xe Interior

During our drive, we really came to appreciate this Jeep’s accommodating interior and thoughtful appointments. The automaker’s latest Uconnect 5 infotainment system is integrated, along with wireless Apple CarPlay and Android Auto. Driver information, system controls, and entertainment functions are displayed on three digital display screens. The far-right screen, which can be turned on and off with a dash-mounted switch, offers the right-seat passenger digital entertainment, co-pilot and navigation assistance, and camera viewing. Found at the front of the center console are USB and USB-C ports, a port for 12-volt DC accessories, and an HTML port.

Seats are upholstered in handsome gray leather with contrast stitching, a luxury-oriented theme carried throughout the interior with leather-trimmed door panels, center console, dashboard, and steering wheel. Sophisticated gray wood accents on the dash and door panels a stylish touch. Front seats are nicely bolstered for support and comfort.

Accommodating Third Row Seats

Seating in in the rear of this full-size SUV is quite accommodating, affording plenty of legroom and headroom. Rear seating features a center fold-down armrest with drink holders, plus 60/40 split seatback functionality to enhance rear cargo-carrying capacity. Rear side windows offer lift up sunshades, a nice touch. Back seat passengers are provided controls at the rear of the center console for their own seat heaters, a display with controls for heating and air conditioning, and registers for directing airflow as needed. Below that is a 115 volt, 150 watt AC plug for a computer or other devices that use standard household current. Also found here are USB and mini USB ports for mobile devices.

Of course, advanced driver assist systems are part of the package. The Grand Cherokee 4xe includes standard adaptive cruise control with stop and go, lane departure warning with active lane keep assist, full-speed collision warning with active braking, intersection collision assist, and much more. Beyond the daily convenience afforded by a rear back-up camera, rear park assist sensors, and a 360-degree surround view camera system, there’s also parallel and perpendicular park assist to make any kind of parking situation easier.

Display screen in Jeep Grand Cherokee 4xe.

Electric Drive is Handy

High levels of comfort, expansive connectivity, and confident driving are delivered in good measure by the Grand Cherokee 4xe. The fact that this is also a plug-in hybrid with 25 all-electric miles at the ready for our usual daily drives is a resounding plus.

We have many years of experience living with different plug-in hybrid models, and have found that our trips to gas stations are infrequent and our around-town driving handled almost exclusively on battery power. That is, until another road trip beckons and we head off with confidence knowing will be driving largely on hybrid power, with no charging stops needed unless they are convenient and fit into our schedule. This was our experience with the Jeep Grand Cherokee 4xe and we just wish it were staying longer in our care.

Jeep Grand Cherokee 4xe second row seating.

The Green Car Awards honor 'greener' cars on our highways.

Since the very first Green Car Awards™ presented by Green Car Journal in 2005, the magazine’s mission has been to acknowledge and encourage environmental achievement in the auto industry. It has always been important to recognize new models that are driving a green revolution on our highways by decreasing emissions, encouraging energy diversity, and improving efficiency. This enlightened way forward is crucial to vastly improving the automobile’s impact on the environment and ensuring a future for personal-use vehicles.

That mission has never been more vital than it is today as we see first-hand the environmental challenges we all face. While there are many ways to address these challenges and solutions must come from many fronts, it’s reassuring to know that the auto industry is stepping up in significant ways.

Display showing vehicle carbon reduction.

Improving Vehicle Efficiency

High efficiency internal combustion models that eke out fuel economy numbers in the 30 to 40 mile-per-gallon range, and above, were unheard of in the recent past. They’re on the road today. Hybrids that extend fuel efficiency to 40 and 50 miles per gallon are not uncommon. Models driving on battery electric power often are achieving an energy equivalent of 80, 90, and 100 miles-per-gallon, or more. There’s still work to be done to accomplish important environmental goals, but this truly is a watershed moment.

The motor vehicle continues to have an important story to tell, now and in the decades ahead. That story speaks to greater efficiency, improved attention to sustainability, and a more thoughtful approach to environmental compatibility, all made possible by the enlightened design, advanced technologies, and amazing innovation found in an unfolding new generation of vehicles. The Green Car Awards – the most important environmental awards in the auto industry – celebrate these vehicles, and by extension the automakers, engineers, product planners, and others who make them happen.

Green Car Product of Excellence.

Product of Excellence Winners

Each award year, Green Car Journal editors examine the universe of vehicle models sold in the U.S. that distinguish themselves with exemplary environmental credentials. Through an extensive vetting process, five vehicles are identified in each of eight categories that stand out by virtue of their environmental achievement. This process considers many factors such as lower carbon emissions, greater efficiency, or the use of advanced technologies such as lightweighting, electrification, more efficient internal combustion, or other innovative efficiency-enhancing or sustainability strategies. Each model that rises to the top 5 in a category are honored with Green Car Journal’s Green Car Product of Excellence™. These standout vehicles then advance to be finalists for Green Car Awards.

Models honored with 2022 Green Car Product of Excellence are: Audi e-tron GT; Audi Q4 e-tron; BMW i4; BMW iX; BrightDrop EV 600; Chevrolet Bolt EUV; Chrysler Pacifica Hybrid; ELMS Urban Delivery EV; Ford E-Transit; Ford F-150; Ford Maverick; Ford Mustang Mach-E GT; GMC Hummer EV; Honda Civic; Hyundai IONIQ 5; Hyundai Kona Electric; Hyundai Tucson; Hyundai Venue; Jeep Grand Cherokee 4xe; Karma GS-6; Kia EV6; Kia Seltos; Kia Sorento Hybrid/PHEV; Lexus NX; Lightning eMotors Electric Van; Lucid Air; Mercedes-Benz EQS; MINI Cooper SE; Porsche Taycan Cross Turismo; Rivian Electric Delivery Van; Rivian R1T; Tesla Model S Plaid; Toyota Sienna; Toyota Tundra; Volkswagen ID.4; Volvo C40 Recharge.

This year involved weighing the merits of more potential finalists than any previous year in the award program’s history. In the shifting sands of the pandemic, the auto industry’s chip shortage, and today’s phased timeline for new model introductions throughout the year, an important part of this process is determining a new model’s realistic delivery timeline, not just the availability of online preorders. In some cases this means a new high-profile model must be considered in the following year’s award program.

Green Car of the Year Jury

For the past 16 years, the Green Car of the Year® has been selected by an invited jury that includes leaders of the nation’s energy efficiency and environmental organizations, along with celebrity auto expert Jay Leno and Green Car Journal staff. This year’s invited jury included Paula Glover, president of the Alliance to Save Energy; Mindy Lubber, president of CERES; Joseph K. Lyou, president and CEO of the Coalition for Clean Air; Matt Petersen, president and CEO of Los Angeles Cleantech Incubator and advisory board chair of Climate Mayors; and Dr. Alan Lloyd, president emeritus of the International Council on Clean Transportation and senior research fellow at the Energy Institute, University of Texas at Austin. Winners of all other Green Car Awards are selected by a jury of automotive experts and Green Car Journal staff.

Electrification is so important to 'green' cars today that nearly every Green Car Awards finalist included a battery electric, plug-in hybrid, or hybrid powertrain option, and all Green Car of the Year candidates were exclusively battery electric for the first time. After all the vetting, the evaluations, and the decisions, the results are in. Six of the eight award winners are all-electric vehicles and two are highly-efficient hybrids. Here are the standout winners and worthy finalists for this year’s 2022 Green Car Awards:

Green Car Awards Winners

2022 Green Car of the Year® Audi Q4 e-tron

Finalists for Green Car Journal’s signature award included the Audi Q4 e-tron, BMW i4, Kia EV6, Rivian R1T, and Volvo C40 Recharge.

2022 Luxury Green Car of the Year™ – Lucid Air

Vying for this award were the Audi e-tron GT, BMW iX, Karma GS-6, Lucid Air, and Mercedes-Benz EQS.

2022 Urban Green Car of the Year™ – Chevrolet Bolt EUV

Finalists were the Chevrolet Bolt EUV, Hyundai Kona Electric, Hyundai Venue, Kia Seltos, and MINI Cooper SE.

2022 Performance Green Car of the Year™ – Tesla Model S Plaid

Among this award’s finalists were the Audi e-tron GT RS, Ford Mustang Mach-E GT, Lucid Air Dream Performance, Porsche Taycan Cross Turismo Turbo S, and Tesla Model S Plaid.

2022 Green SUV of the Year™ – Hyundai IONIQ 5

The top 5 finalists included Hyundai IONIQ 5, Hyundai Tucson, Jeep Grand Cherokee 4xe, Lexus NX, and Volkswagen ID.4.

2022 Commercial Green Car of the Year™ – BrightDrop EV 600

Finalists were BrightDrop EV 600, ELMS Urban Delivery EV, Ford E-Transit, Lightning eMotors Electric Van, and Rivian Electric Delivery Van.

2022 Green Truck of the Year™ – Ford Maverick

Presented at the San Antonio Auto & Truck Show, finalists included the Ford F-150, Ford Maverick, GMC Hummer EV, Rivian R1T, and Toyota Tundra.

2022 Family Green Car of the Year™ – Toyota Sienna

Also hosted by the San Antonio Auto & Truck Show, finalists were Chrysler Pacifica Hybrid, Honda Civic, Kia Sorento Hybrid/PHEV, Toyota Sienna, and Volkswagen ID.4.

The Santa Fe’s new plug-in hybrid powerplant comes a year after the all-new generation 2021 model saw its first hybrid option. Hybrid power was just one of many important upgrades for this five-passenger, mid-size sport utility vehicle last year. Along with its bold new look, Santa Fe gained upgraded electronics, additional driver-assist systems, and two new efficient 2.5-liter/2.5-liter turbo engines plus the efficient 1.6-liter hybrid.

Augmenting the standard hybrid’s 1.6-liter, direct-injected four-cylinder turbo engine and 90 horsepower electric motor is this year’s PHEV’s plug-in capability and larger battery pack. Power is transferred to the wheels through a smooth-shifting six speed automatic transmission. Electrical power is stored in a 12.4 kWh lithium-ion battery pack, which should provide enough juice to propel the Santa Fe up to 30 miles in pure electric mode.

Available in SEL Convenience and Limited trim levels, Santa Fe is a right-sized package measuring in at 188 inches in overall length and 74 inches tall, riding on a 108.8 inch wheelbase. The Santa Fe PHEV is sure-footed for all-weather duty courtesy of Hyundai’s HTRAC all-wheel-drive system complemented by four drive modes.

Its interior features large digital touchscreens including a 12.3-inch digital instrument cluster display, an 8-inch audio display, and a widescreen 10.25-inch navigation display. Wireless device charging, smart phone integration, and BlueLink are provided. Leather upholstery and ventilated front seats are standard equipment. The Santa Fe features multiple cameras positioned around the vehicle to give the driver a better view of surrounding conditions and obstacles. The front camera also serves to provide forward collision avoidance and active cruise control functionality.

For added convenience, Santa Fe PHEV has a self-parking function and cross-traffic backup alert. Hyundai calls this safety suite Reverse Parking Collision Avoidance Assist, or PCA for short. It will warn the driver if a collision risk is detected while backing up under challenging conditions, such as reversing out of a driveway into cross traffic.

Model-specific styling helps the PHEV variant stand out with a bold and aggressive grille treatment, 19 inch alloy wheels, and a panoramic sunroof. Initially, Santa Fe PHEV will be available in eleven states including California, Colorado, Connecticut, Maine, Massachusetts, Maryland, New Jersey, New York, Oregon, Rhode Island, and Vermont. Expect a MSRP of $40,535  for the SEL model and $46,545 in Limited trim.

Here’s the thing about plug-in hybrid electric vehicles (PHEVs): You get the benefits of a battery electric vehicle for driving a certain number of zero-emission miles, with the versatility of a gas-electric hybrid without range limitations. There’s no secret to it, and it’s that simple. But PHEV ownership does take some thought, and some effort.

The thought part is straightforward. If you’re in the market for a PHEV and your intent is to drive electric as much as possible, then part of the decision making is choosing a new plug-in hybrid model offering a battery electric range that fits your driving patterns. Some plug-in hybrids offer battery electric range as low as 14 to 19 miles, with a great many featuring electric range in the low to high 20s. Some raise that number up to 42 or 48 miles of battery electric driving, like the Toyota Prius Prime and Honda Clarity PHEV, before requiring a charge or the addition of  combustion power. Many families find the electric range of Chrysler’s Pacifica Hybrid to be entirely workable at 32 miles, with its total 520 miles of driving range reassuring for any driving need.

The effort in owning a PHEV is that you need to install a 240-volt home wall charger and commit to using it to gain maximum benefit. Really, that’s no different than an all-electric vehicle, with the exception that an electric vehicle must be charged to function, while a PHEV will continue operating with the aid of combustion power once batteries are depleted. Both can be charged with a 120-volt convenience charger plugged into a standard household outlet, but that’s rarely a good option since the charging time at 120 volts is so long, while charging at 240 volts is comparatively short. The goal in achieving maximum benefit, of course, is to keep a PHEV charged in any event so you’re operating on battery power whenever possible.

What range do you really need? If your daily driving or commute is about 20 miles – as is the case for so many – then choose a PHEV with a battery electric range offering that capability, or more. Drivers with longer average daily drives should choose a PHEV with greater all-electric range. If you charge every night and wake up with a fully-charged battery ready for your day’s regular activities, you’ll likely find trips to the gas station unnecessary until longer drives are needed. In those cases, there’s nothing to think about because the transition from battery to combustion power happens seamlessly behind the scenes, with no driver action required. Yes, you’ll want to keep gas in the tank for those eventualities, but if your daily use fits within your rated electric range then fill-ups will be infrequent.

From my perspective, the ability to drive electric most of the time with the ability to motor on for hundreds of additional miles without thought is a win-win. I’ve been doing this for years with a variety of PHEV test cars, and more than a year-and-a-half now over 30,000 miles in a Mitsubishi Outlander PHEV. As much as possible, my driving is electric with zero localized emissions, as long as I’m consistent about plugging in at night and my charger isn’t required for another test car. I’m driven to do that not only because driving with zero emissions is the right thing to do, but also because electricity offers a cheaper cost-per-mile driving experience. If you’re on a utility’s electric vehicle rate plan and charge at off-peak hours, there’s even more money to be saved. And let’s not forget the blissful and effortless convenience of charging at home, right?

Any claim that PHEVs won’t deliver their desired environmental benefit is based on assumptions that drivers won’t plug in. That isn’t likely, given that PHEV drivers have paid, sometimes significantly, for the privilege of having a plug-in capability. The notion may have its roots in an unrelated alternative fuel story years ago, when we witnessed the phenomena of motorists driving flexible-fuel E85 ethanol/gasoline vehicles without ever fueling up with E85 alternative fuel. That occurred because of a loophole that allowed automakers to gain significant fuel economy credits by offering flexible-fuel vehicles without any consideration whether drivers would ever fuel up with E85 ethanol. Those vehicles were sold at no premium by the millions, with most drivers unaware their vehicle had an alternative fuel capability or whether E85 fueling stations were nearby.

But this is different. While you have the option to use public charging stations, and that’s a nice benefit enjoyed by many EV and PHEV owners, if you do this right there will be a plug in your garage that requires no effort at all to keep your PHEV charged up. Consider, too, that if a buyer spends the extra money for the plug-in hybrid variant of a popular model, there’s clearly an incentive to plug in most of the time to make the most of one’s PHEV investment.

PHEVs will be with us a long while because they are a sensible solution for many who wish to drive electric, and when used as intended they represent a logical pathway for the all-electric future many envision. There’s no doubt that the increasing number of plug-in hybrids coming now, and in the years ahead, will aim at greater electric driving range than the models that came before them. More choices and greater range will provide an even more compelling reason to step up to a plug-in hybrid for the daily drive.

The Chrysler Pacifica Hybrid minivan.

Clearly, Chrysler’s original minivans had a great run, and for good reason. All were based on the same platform featuring a low floor and an overall design that allowed the ability to park in a typical garage. Plus, they drove like cars and not trucks due to their passenger car-like construction. Offering different flavors of the minivan under the Dodge, Plymouth, and Chrysler brands – with varying levels of sophistication – was a smart move as well. But alas, change is inevitable even within notable success stories. Enter the Pacifica Hybrid.

The company’s sixth-generation minivan broke new ground in 2017 as the Chrysler Pacifica replaced the Town & Country. Featuring an exciting new design on an all-new platform, among its many innovations was the inclusion of the Pacifica Hybrid variant, the first and only plug-in hybrid minivan in the U.S. market to this day.

Chrysler Pacifica Hybrid minivan driving.

Pacifica Hybrid Gets a Refresh

Four years later, the Pacifica Hybrid now features a redesign with deeper sculpting and sport-utility influences. It’s available in Touring, Touring L, Limited, and Pinnacle iterations, all powered by a 3.6-liter Atkinson V-6 engine mated with electric motors and a nine-speed electrically variable transmission.

This transmission incorporates two electric motors that drive the front wheels via a clutch, rather than using just one motor for propulsion and the other for regenerative braking. The one-way clutch is located on the input side of the transmission and the output shaft of the motor. This one-way clutch enables power from both ‘A’ and ‘B’ motors to act in parallel, delivering the full torque of both motors to the wheels. The system provides a combined 260 horsepower. All Pacifica Hybrid models feature front-wheel drive, with all-wheel drive available on the Touring L model.

Interior of Chrysler Pacifica hybrid minivan.

Energizing the electric drive system is a 16 kWh lithium-ion battery pack comprised of six 16-cell modules. The pack is located under the second row of seats. The benefit of this battery placement is that it doesn’t infringe on interior space, so cargo-carrying capacity is not sacrificed. The battery pack provides 32 miles of battery electric range and charging to full capacity can be done in two hours using a 240-volt charger. Total hybrid driving range is 520 miles.

Features Enhancing Family Safety

A suite of driver assistance systems is available either as standard or optional equipment, depending on trim level. Among these are a 360° Surround View Camera, Rear View Camera, Full-Speed Forward Collision Warning with Active Braking, Pedestrian Automatic Emergency Braking, Blind Spot Monitor, Adaptive Cruise Control, Parallel/Perpendicular Park Assist, and Lane Departure Warning with Lane Keep Assist. 

Rear passenger monitoring in the Chrysler Pacifica Hybrid.

Pacifica Hybrid’s Uconnect 4 system comes with a standard 7-inch or optional 8.4-inch touchscreen, standard Apple CarPlay and Android Auto, and available 4G Wi-Fi. Uconnect 4 with the 8.4-inch touchscreen displays vehicle performance, power flow, driving history, and adjusts charging schedules for less expensive off-peak hours.

The conventionally-powered Pacifica minivan offers a base price of $35,045, while the Pacifica Hybrid starts at $39,995 for the Touring L model and travels upward to $50,845 for the Pinnacle edition.

Power diagram for the Chrysler Pacifica Hybrid.

The efficient plug-in hybrid variant of BMW’s third-generation X3 premium compact crossover, the X3 xDrive30e shares drivetrain components, technology, and driving characteristics with the automaker’s 330e plug-in sports sedan. Manufactured in Spartanburg  North Carolina on BMW’s refreshed cluster architecture (CLAR) platform, the X3 x30e PHEV blends the efficiency of a hybrid powertrain, super low emissions, and instantaneous low to midrange torque for a spirited drive experience.

Motivation comes from BMW’s 2.0-liter direct injected, turbocharged 4-cylinder engine paired with a 107 horsepower electric motor. The result is 288 total combined horsepower and 310 lb-ft torque that provides a zero to 60 mpg sprint in 5.9 seconds. Fuel efficiency is EPA rated at 60 MPGe while driving on battery power, with a combined city/highway rating of 24 mpg on gasoline. It features an overall driving range of 340 miles on 13.2 gallons of gas plus 18 miles on battery power.

A frame-cradled, air-cooled 12.0 kWh lithium-ion battery supplies energy to the motor. Charging is via an on-board 3.7 kWh charger. Charge time is 3.5 to 6 hours depending on source. Gear shifting is delegated to the time-tested ZF 8-speed Sport Automatic transmission featuring sport and manual shift modes, steering wheel-mounted paddle shifters, and launch control. All-weather traction is enabled by BMW’s xDrive all-wheel drive.

The 5-passenger compact SUV features a driver-centric cockpit layout with premium materials like Sensatec upholstery, dark oak wood trim inlays, and quality hard and soft touch surfaces. Front seats feature 10-way power adjustment, with the rear offering 40/20/40 split and fold-down functionality with adjustable seat backs for passenger comfort. A 12.3-inch digital instrument cluster and 10.25-inch center information display provide information and controls, along with Apple CarPlay and Android Auto compatibility.

Standard equipment includes ‘smart key’ recognition and personal settings memory, a futuristic yet comprehensive electric drive monitor, remaining electric-only range minder, and navigation-controlled chassis efficiency monitoring. The latest in driver assist and active safety technology is offered. Rounding out this very comprehensive package are voice-activated commands, integrated navigation, optional 360-degree surround camera, premium audio, and automatic three-zone climate control. A two-way power glass moonroof is optional.

All this comes at a base price of $49,600, about $6,600 more than the conventionally-powered X3 xDrive 30i.

The Q5 is offered in three models, two of which combine electrification with Audi’s 2.0-liter TFSI four-cylinder turbocharged engine. The Q5 55 TFSI e plug-in hybrid positions an electric motor between the engine and seven-speed S tronic dual-clutch automatic transmission to produce a total of 362 horsepower and 369 lb-ft torque, and earn an EPA rating of 50 MPGe. Those output numbers rival the 3.0-liter, 349-horsepower TFSI V-6 in the range-topping SQ5. The Q5 45 is powered by a new, mild-hybrid variant of the TFSI engine that produces 261 horsepower and 273 lb-ft torque.

Audi is marketing the Q5 TFSI e as part of a ‘Plug-in Trifecta’ for 2021, with its A7 and A8 sedans also available with TFSI PHEV powertrains. These additions move Audi closer to its goal to electrify 30 percent of its U.S. model lineup by 2025.

The Q5 TFSI e can be operated in all-electric, hybrid, and battery-hold modes. A 14.1 kWh battery pack, located under the rear cargo area, enables the Q5 to travel up to 19 miles on electric power alone, according to EPA estimates. Audi says the battery can fully charge in 2.4 hours when plugged into a 240-volt charger. The maker also engineered the battery to act as a source of heat for the Q5’s cabin via a heat pump integrated into the pack.

A standard feature aboard the PHEV Audis is Predictive Efficiency Assist, which is designed to increase the energy regenerated under braking when the vehicle is rolling downhill or approaching a slower-moving vehicle. When the Q5 is equipped with optional satellite navigation, additional input is factored into the energy regeneration, including road curves, speed limits, a the road’s vertical profile. The system prompts the driver, via feedback from the accelerator pedal and a signal in the head-up display, to let up on the accelerator to take advantage of as much kinetic energy as possible.

External cues that set off the TFSI e from other Q5 models are subtle. The plug-in hybrid is equipped with S Line exterior trim, including a honeycomb version of the automaker’s Singleframe’ grille and more aggressive front and rear diffusers. It rolls on standard 19.5-inch double-spoke-star wheels or optional 20-inch, 10-spoke wheels. An optional Sport Plus package combines the 20-inch wheels with adaptive air suspension.

The Audi Q5 TFSI e plug-in hybrid comes at a base price of $52,900, just over $9,000 more than the conventionally-powered Q5.

It’s no secret why the RAV4 is such a global hit. Beyond its obvious style, this is a model that carries a lot of gear, gets excellent fuel economy, and exhibits the traditional high standards for fit and finish found with Toyota products. What’s not to like? Toyota's latest variation, the RAV4 Prime, brings a plug-in hybrid variant to the model that adds to its appeal with 42 miles of all-electric driving range and 600 miles of total range.

RAV4 Prime is powered by the automaker’s 177 horsepower, four-cylinder DOHC engine and a pair of electric motors, one at the front and another at the rear, for on-demand four-wheel drive. Total combined power is a stunning 302 horsepower, which Toyota points out makes it the second-fastest car in its lineup behind the marque’s Supra sports car.

Available in two models, SE and XSE, RAV4 Prime combines lessons learned with Toyota’s other hybrid success stories like the groundbreaking Prius. While many competitors have focused on moving toward all electric power, Toyota has opted to focus on refining hybrid technology to motivate its electrified models. The RAV4 Prime presents an excellent example: Simply, it’s a popular and appealing plug-in crossover SUV offering on- and off-road capability with exceptional drivability, handling, and performance.

There’s a wealth of technology at work beneath the skin in the RAV4 Prime that makes it not only powerful, but exceptionally functional and efficient. Its 18.1 kWh battery is positioned beneath the floor, so it doesn’t impact interior and cargo space. Beyond its truly usable all-electric driving range, the RAV4 also delivers a 94 MPGe rating while operating on battery power. Recharging the battery is handled via a 240-volt home or public charger in about 4 ½ hours, or in about 12 hours when plugging into a conventional 120-volt AC outlet. When faster 6.6 kW charging is available, the RAV4 Prime can charge up in about 2 ½ hours.

Inside, driver and passengers enjoy heated and cooled leather seats, Apple CarPlay/Android Auto, JBL audio, and a handy conductive phone charging pad. The RAV4 Prime also comes will all the advanced safety and driver assist systems desired these days including Toyota's Safety Sense 2.0, which includes pre-collision with pedestrian detection, dynamic radar cruise control, lane departure alert with steering assist, lane tracing assist, and road sign assist. Also available is front and rear parking assist with automated braking, and rear cross traffic braking.

On the outside, the Prime edition features special badging and 19-inch alloy wheels, the only indications that call out this new and advanced version of the RAV4. Cost of entry for the RAV4 Prime is $38,100.

Somewhat smaller than Lincoln’s first plug-in SUV, the Aviator Grand Touring, the Corsair is a luxury-oriented, two-row crossover that injects comfort and class into a compact premium crossover segment dominated by European offerings. It's offered in both conventional gas- and plug-in hybrid-powered variants.

When one looks to Corsair, its distinguishing characteristics and luxury appointments mean there’s no mistaking it for anything other than a Lincoln. Its attractive design features creased and organic dynamic bodylines, a Lincoln-esque diamond patterned grille, and oversized alloy wheels. Inside is a premium leather-upholstered, wood-accented, and tech-rich cabin. The compact Lincoln Corsair Grand Touring lives large enough for four to five well-sized adults and a complement of weekend luggage.

At the heart of 2021 Corsair Grand Touring beats a 2.5-liter inline 4-cylinder, Atkinson cycle gas engine and a twin electric motor planetary drive system. A constant variable transmission transfers torque to the front wheels. A third motor producing 110 lb-ft torque is dedicated to driving the rear wheels, bringing the confident traction of all-wheel drive. Combined, this powertrain delivers an estimated 266 horsepower.

EPA fuel efficiency is rated at 33 combined mpg and 78 MPGe when running on battery power. It will drive 28 miles on its lithium-ion batteries with a total range of 430 miles. Conventionally-powered Corsairs net an estimated 22 city and 29 highway mpg, and 25 mpg combined .

A driver-centric cockpit offers infinitely adjustable and heated leather seating surrounded by wood and burnished metal accents. A comprehensive dash and infotainment display, back-up dashcam, pushbutton drive commands, head-up display, parking assist, and smartphone keyless access are standard or available. Top-of-the-line Co-Pilot 360 driver assist, electronic safety, and personal connectivity features are offered. Corsair Grand Touring’s 14.4 kWh battery module is located beneath the model’s body pan, resulting in a lower center of gravity and unobstructed rear deck cargo space.

The Corsair Grand Touring has an MSRP of $50,390, about fourteen grand more than the conventionally-powered base model. It's expected to make its way to Lincoln showrooms sometime this spring.

It’s no surprise that the move toward electrics is also being driven by growing consumer interest in vehicles that address the challenges of greenhouse gas emissions and climate change. Those who don’t see this this transition aren’t paying attention. However, taking this as a sign that the imminent end of the internal combustion vehicle is upon us assumes too much. The numbers and trends do not bear this out.

While our focus here is on all ‘greener’ vehicles offering lower emissions, higher efficiency, and greater environmental performance, we give significant focus to electrification on GreenCarJournal.com because, to a large degree, this represents our driving future. There are many electrified vehicles now on the market that have met with notable success, particularly gasoline-electric hybrids. In fact, hybrids have become so mainstream after 20 years that most people don’t look at them differently. They simply embrace these vehicles as a normal part of their daily lives, enjoying a familiar driving experience as their hybrids deliver higher fuel efficiency and fewer carbon emissions.

Less transparent are electric vehicles of all types because they have a plug, something that’s not familiar to most drivers. This includes plug-in hybrids that really are seamless since they offer both electric and internal combustion drive. The challenge is especially pronounced for all-electric vehicles that drive exclusively on batteries.

A recent survey of consumers and industry experts by JD Power underscores this. Even as the overall survey indicated most respondents had neutral confidence in battery electric vehicles, many said their prospect for buying an electric vehicle was low. They also had concerns about the reliability of battery electric vehicles compared to conventionally powered models. Clearly, there’s work to be done in educating people about electric vehicles, and it will take time.

Overall, automakers do a good job of providing media with the latest information on their electrification efforts, new electric models, and electrified vehicles under development. That’s why you’ll read so much about electric vehicles in mainstream media and learn about them on the news.

What’s less evident is that consumers truly learn what they need to know about plug-in vehicles at new car showrooms. Car dealerships are critical even in an era where online car buying is starting to gain traction. Showrooms are still where the vast majority of new car buyers shop for their next car, and the influence salespeople have on a consumer’s purchase decision is huge.

The JD Power study illustrates consumers’ lack of understanding about the reliability of electric vehicles…even though reliability is a given since electrics have far fewer moving parts to wear and break than conventional vehicles. Dealer showrooms can help resolve this lack of understanding with readily-available materials about electric car ownership, a sales force willing to present ‘green’ options to conventional vehicles, plus adequate stock of electrified vehicles – hybrid, plug-in hybrid, and battery electric – to test drive.

Sales trends tell us that conventional internal combustion vehicles will represent the majority of new car sales for quite some time. More efficient electrified vehicles will continue to make inroads, but not at the pace many would like, even at a time when greater numbers of electric models are coming to market. In the absence of forward-thinking dealerships willing to invest in change, an enthusiastic sales force eager to share the benefits of electrics, and auto manufacturers willing to incentivize dealers to sell electric, this promises to be a long road. It’s time to change this dynamic.

We’ve spent plenty of time now behind the wheel of the Mitsubishi Outlander PHEV GT as part of our long-term test of this highly functional vehicle. We can tell you this: It’s obvious to the Green Car Journal staff why the Outlander PHEV was named the magazine’s 2019 Green SUV of the Year™ and now the 2020 Family Green Car of the Year™.

First of all, it’s a joy to drive. The Outlander PHEV is spacious, well-appointed with an upscale leather interior, and reasonably priced for a plug-in hybrid crossover in today’s market, at $36,295 for the SEL S-AWC and $41,695 for the GT S-AWC. It’s rated at 74 MPGe on electricity and 25 combined mpg on gas, so it’s quite thrifty when driven as intended – as an electric vehicle for around-town driving and as an intelligent hybrid when the need calls for longer distance travels.

This is what we do on a daily basis. We plug in at night with a 240-volt wall charger, top off the batteries while parked, and start the day off with a full charge. Most of our driving, which is likely a reflection of what most folks will experience, is daily use for commuting and running errands within this vehicle’s EPA rated 22 miles of battery-powered driving range. That means if we’re diligent about charging every night – happily, at our utility’s discounted electric vehicle rate – we won’t be visiting a gas station anytime soon.

Of course, if circumstances dictate a daily commute that’s longer than the Outlander PHEV’s rated range and there is on-site charging available at the workplace, it’s possible to effectively double all-electric range by plugging in at work for the drive home. Four hours at 240-volt Level 2 charging at work or at a public charger brings the Outlander PHEV’s pack back to a full charge from a depleted state. If a rapid charger is available, then the battery can be energized to 80 percent capacity in just 25 minutes.

The importance of plug-in hybrid power is that regardless of battery state-of-charge, there’s never anxiety about range. While this Mitsubishi crossover’s battery range is suitable for zero-emission motoring around-town, the Outlander PHEV itself is geared for any transportation needs required. It offers a 310 mile overall driving range that we’ve found very workable and convenient for longer drives and road trips when we do travel beyond those 22 electric miles.

Beyond its electric capability, we’ve found many reasons to appreciate our time in the Outlander PHEV. It’s right-sized for a family of five and it’s comfortable, with loads of room up front and plenty of room afforded by the rear seats. The rear seats three, but with only two in the back there’s a handy pull-down center console and armrest to deploy with cupholders and storage. A 120-volt AC outlet is located at the back of the center console for plugging in a laptop or other device that requires household power. USB power is also available front and rear.

We also appreciate the driving experience. Acceleration is brisk and handling confident, with excellent steering input. The Outlander PHEV offers a smooth ride and is well isolated from road noise. Its series-parallel hybrid drivetrain intelligently balances power from its 2.0-liter engine and twin electric motors under most driving circumstances, providing optimum performance and efficiency. Transitions between electric and combustion power are seamless and virtually unnoticeable, even if you’re looking for them. An EV Drive mode is also driver selectable via a console-mounted switch to allow traveling exclusively in electric mode, with the engine kicking in only when additional acceleration is needed. Steering wheel paddles can be used to control the vehicle’s level of regenerative braking force.

As is the case with most drivers today, we’ve come to appreciate the many sophisticated on-board systems working behind the scene to ensure our safety, and the safety of others. We fortunately haven’t had the need for forward collision mitigation, but we know the system is there in the background. The Outlander PHEV’s many driver assist systems – from adaptive cruise control and automatic high beams to rear cross traffic alert and lane departure warning – inspire that extra level of driving confidence. Particularly helpful every day is the center display’s birds-eye view of the vehicle’s surroundings as we’re backing up.

It's not lost on us that we enjoy a measure of exclusivity while driving this long-term tester. While the Outlander PHEV has been sold worldwide for years – achieving the distinction as the world’s best-selling plug-in hybrid – it has only been here in the U.S. since the 2018 model year. Plus, the Mitsubishi brand’s presence in the U.S. market is significantly smaller than competitors like Honda and Toyota, so you won’t see as many Outlanders on the road as you will CR-Vs or RAV4s. But that’s a good thing if you’re looking to drive something that stands apart from the crowd…which our stylish, PHEV-badged Outlander PHEV GT certainly does.

Lincoln’s new Aviator comes in two versions, the conventionally-powered Aviator and the Aviator Grand Touring plug-in-hybrid. Both luxury SUVs feature a 3.0-liter twin-turbocharged V-6 engine, which in the Aviator is rated at 400 horsepower and 415 lb-ft torque. The Grand Touring adds a 101 horsepower electric motor and a 13.6 kWh lithium-ion battery pack. Adding the electric motor to the V-6 increases output to a combined 494 horsepower and 630 lb-ft torque.

That kind of power means the Aviator Grand Touring has V-8 big block-like performance, with acceleration coming on strong courtesy of an electric motor that deliver loads of torque from zero rpm. Hybrid power also means better fuel economy than a conventionally powered model, with the Grand Touring variant offering an EPA combined fuel economy rating of 23 mpg, compared to 20 mpg for the all-wheel-drive version of the conventional Aviator. The Aviator Grand Touring comes only with AWD while the conventional model has the option of rear-wheel drive.

The Aviator Grand Touring uses Ford's innovative new modular hybrid transmission that’s also used in the Ford Explorer Limited Hybrid and Ford Police Interceptor Utility Hybrid  It was created by essentially inserting an electric motor and disconnect clutch between the engine and torque converter on Ford's 10-speed SelectShift automatic transmission. The MHT shares about 90 percent of its components with Ford’s conventional 10-speed automatic.

Drivers are afforded 21 miles of all-electric driving in the plug-in hybrid for typical around-town needs. The Aviator Touring’s 13.6 kWh battery pack features under-floor packaging that does not infringe on interior space, so this 7 passenger SUV’s cargo-carrying capacity is not compromised when the third row seating is folded flat. Charging a depleted battery takes three-to-four hours using a 240-volt Level 2 charger.

All Aviators have five Lincoln Drive Modes that change the suspension settings, steering, shift points, and ride height with the optional Air Glide Suspension. The  Aviator Grand Touring has two additional modes – Pure EV for all-electric driving and Preserve EV to save stored electrical energy for later use. The Aviator can tow 6,700 pounds while the Aviator Grand Touring can tow 5,600 pounds.

Lincoln's all-new Aviator offers a point of entry at $51,100 for the base rear-drive model, with the Grand Touring plug-in hybrid variant coming in at $68,900.

The BMW 7-Series gets a facelift for 2020, and without a doubt its most notable styling change is a more massive twin kidney grille. Importantly, BMW’s 745e xDrive sedan gets a new and improved plug-in-hybrid powertrain to bolster its environmental credentials. This flagship BMW sedan is now powered by a six-cylinder, 3.0 liter TwinPower Turbo engine that replaces the previous version’s 2.0-liter, four-cylinder engine used in its 740e predecessor. Engine output is now 286 horsepower and the electric motor is rated at 113 horsepower.

Lithium-ion battery output has also improved with battery pack capacity increased from 9.2  to 12 kWh. This provides a bit more all-electric range –16 versus the earlier version’s 14 miles. Total driving range with electric and hybrid drive is 290 miles. The high-voltage battery is positioned underneath the rear seats so luggage compartment volume is about the same as in the non-hybrid 7-series sedans. Importantly, this plug-in hybrid also delivers much better performance when running on the gasoline engine alone or when driving in hybrid mode with both the engine and electric motor supplying power.

The 745e’s electric motor is integrated in the model’s 8-speed Steptronic transmission. As xDrive implies, the 745e features BMW's xDrive intelligent all-wheel-drive. The BMW 745e xDrive is equipped with a hybrid-specific version of the eight-speed Sport Steptronic transmission that incorporates both the electric motor and an improved separating clutch that acts as the link to the engine. The extremely compact design is only about 0.6 inches longer than the Steptronic transmissions in the non-hybrid models.

Drivers are provided an array of selectable driving modes. In default Hybrid mode, the 745e runs on electric power with the combustion engine kicking in only after the car reaches 87 mph. This mode provides an optimized balance between the combustion engine and electric motor. Hybrid Eco Pro mode is biased towards reduced fuel consumption with enhanced coasting. Electric mode provides all-electric driving.

By selecting the Battery Control mode, charge state of the high-voltage battery is maintained at a level determined by the driver, enabling battery power to be used later for emissions-free driving in town, for example. Sport mode combines both engine and electric motor output to provide a total 389 horsepower for maximum performance. Adaptive mode is geared towards relevant driving styles and situations.

BMW is a pioneer in using carbon fiber reinforced plastics (CFRP) in production vehicles. The 7-series’ A, B, and C pillars, as well as the roof, are made of CFRP to reduce weight and the car’s center of gravity. The price of entry for the 745e is $95,550.

Sport-utility vehicles have been popular for some time, although you wouldn’t know it by reading all the hype these days about their new-found domination of the market. Yes, SUVs are trendy, they’re spacious, and their functionality can’t be overstated. But we’ve known that for years, ever since the Jeep Cherokee of the 1980s enjoyed widespread success and pretty much defined the modern SUV.

But this is a new day and SUVs have transformed. While some full-size SUVs continue to be body-on-frame models with legendary hauling, towing, and off-roading capabilities, most are not. They defer instead to the lighter and smoother-riding unibody construction common to passenger car models.

Today’s SUVs, or crossover SUVs like the Mitsubishi Outlander PHEV and Hyundai Kona Electric shown here, have become car-like in most respects. Some, like the four-wheel drive Outlander PHEV, continue to offer the off-road capabilities we’ve come to expect from SUVs over the years. Others often provide more sedate off-road capabilities if they embrace off-roading at all. The tradeoff is a comfortable ride and a highly desired car-like experience, even as they continue to offer SUV styling, functionality, and carrying capacity.

Is it a wonder that crossover SUVs are being offered as plug-in hybrids or all-electric vehicles by a growing number of automakers? Nope. In fact, it’s entirely predictable. Vehicle manufacturers recognize the growing desire for these high-functionality vehicles combined with greater efficiency and electrification. Enter the world of plugin SUVs and crossovers that are here now in growing numbers, with a virtual wave of new plug-in SUV models coming. Here's a look at what's in the pipeline:

AUDI will be bringing a plug-in hybrid version of its Q5 crossover to the U.S. sometime in 2020, It will not carry ‘e-tron’ badging since this is reserved for Audi’s fully electric models. The Q5 PHEV will use a turbocharged direct injection engine that works together with an electric motor integrated in the transmission. A 14.1 kWh lithium-ion battery beneath the floor is estimated to provide about 25 miles of all-electric driving on the European WLTP cycle, with a lower projected range here under EPA’s tougher test cycle.

BMW will now build electrified versions of its mainstream models, not unique electrics like the i3 and i8. Thus, the iX3 will be based on BMW’s conventional X3 SUV with an electric drive system under the hood and batteries beneath the floor. The iX3 will use the company’s fifth generation electric car architecture with motors that don’t require rare-earth metals, making them cheaper and likely easier to produce. More densely constructed battery packs with increased capacity will also be used to save cost and weight. The new motor develops 270 horsepower and is powered by a 70-kWh lithium-ion battery pack, delivering a range of 249 miles on the European driving cycle that will be less when tested on the EPA cycle here. Since conventional X3s are already built in the U.S. it’s likely the iX3 will be sold here as well.

The plug-in BMW X3 xDrive30e compact SUV will arrive in the U.S. sometime in 2020 as a 2021 model. This AWD crossover combines a turbocharged 2.0-liter four-cylinder engine with a 107 horsepower electric motor, offering a total output of 293 horsepower. Also coming is the X5 xDrive45e iPerformance plug-in hybrid. It uses a 112 horsepower electric motor integrated into the car’s eight-speed automatic transmission and a 3.0-liter, 286 horsepower turbocharged inline-six engine. Its 24 kWh lithium-ion battery is expected to provide about 40 miles of electric-only range. BMW’s iNext is still in concept form so details about this electric crossover are scarce. It will also use the BMW fifth-generation battery design and a 120 kWh battery pack for more than 400 miles of range.

FISKER is planning an electric SUV for introduction in late 2021, although details are slim at this point. The effort is headed by Henrik Fisker, who designed and sold a luxury plugin sedan through the former Fisker Automotive earlier this decade. Fisker Inc. says it will offer an advanced SUV with a range of 300 miles on lithium-ion batteries. That it will offer a futuristic, elegant, and muscular look as claimed by the company is no surprise, considering Henrik Fisker previously designed such iconic cars as the Aston Martin DB9 and BMW Z8. The Fisker SUV is projected to have a base price under $40,000.

FORD will offer standard hybrid and plug-in-hybrid versions of the new 2020 Escape SUV. Both will use a 2.5- liter four-cylinder engine with two electric motors. The hybrid will use an underfloor 1.1 kWh lithium-ion battery pack while the plug-in will integrate a 14.4 kWh pack, with the latter providing an electric range of 30 miles. The Escape hybrid goes on sale this year with the plug-in hybrid arriving in 2020. While Ford will be producing a 2020 Explorer PHEV, it’s for Europe only and at this point there are no plans for it to join the hybrid in the U.S. An electric crossover with styling inspired by the original Mustang is expected to appear in late 2020.

The automaker’s Lincoln luxury brand will be offering a 2020 Aviator PHEV here that’s built on the same platform as the Explorer. It will share that model’s twin-turbocharged 3.0-liter V-6 and 99 horsepower electric motor to provide a combined 450 horsepower and 620 lb-ft torque. The 2020 Lincoln Corsair, replacement for the MKC, is also offering a plug-in hybrid version at launch. Given Lincoln’s plans for electrification, there’s a decent chance that full-electric variants will be added a few model years down the road. The Corsair shares many parts with the new Escape PHEV, but its styling is unique with distinctively Lincoln DNA. Lincoln is also planning an electric crossover based on Ford’s Mustang-inspired EV.

GM’s star in the electric crossover field is it Chevy Bolt, a winner of Green Car Journal’s 2017 Green Car of the Year®. Since its introduction, the Bolt has provided an impressive 238 miles of battery range at an affordable price, with better battery chemistry now increasing the 2020 model’s range to 259 miles.

Moving forward, GM is looking to its luxury brand Cadillac to take a higher profile in the company’s upcoming electric vehicle efforts in the U.S. While the General has only provided a glimpse of its developing electric vehicle program, we know it will include a 5-passenger electric Cadillac SUV with a range greater than 300 miles. Slated to appear in Cadillac dealerships around 2022, it will be the first built on GM’s new BEV3 platform that’s adaptable to front-, rear-, and all-wheel-drive, plus vehicles of various dimensions. GM has conceptionally shown 11 possible vehicles, from seven-passenger SUVs to small crossover utilities, that could be built on the BEV3 platform.

JEEP will offer plug-in-hybrid versions of the Renegade and Compass as 2020 models. Both will use a 1.3-liter turbocharged engine and an electric motor to produce a combined 240 horsepower, offering an electric-only range of about 31 miles. The electric motor powers the rear wheels, so a driveshaft is not needed for 4WD. In addition, Jeep is likely to offer a PHEV version of the Wrangler at some point, though it’s not known if this will make it to American roads.

MERCEDES-BENZ will be introducing its new EQC, the first in a growing family of all-electric vehicles to be produced under the EQ brand. The crossover features two electric motors, one at each axle, providing the EQC an impressive 402 horsepower and 564 lb-ft torque that’s delivered to the road through 4MATIC all-wheel drive. Along with standard 240-volt Level 2 charging, the model’s 80 kWh lithium-ion battery is capable of DC Fast Charging from 10 to 80 percent state-of-charge in 40 minutes. Rated at an estimated 220 mile range, it will be sold next year as a 2020 model with an estimated price of around $70,000.

RIVIAN, a new brand on the scene, says it will begin production of its seven seat R1S electric SUV in 2020. Rivian’s ‘skateboard’ architecture locates its battery pack in the floor at the middle of the vehicle. The all-electric SUV is powered by four motors, two per axle, with each providing torque to a wheel. Three battery pack and electric motor configurations will be offered. The 180 kWh battery variant is mated to motors with a total output of 700 horsepower, delivering a claimed range of over 400 miles. A 135 kWh variant with 754 horsepower will provide a range of about 300 miles, with the base 403 horsepower, 105 kWh model delivering 250 miles. The R1S SUV is expected to start at $72,500.

TESLA already offers the Model X electric SUV and plans to supplement this with a more compact Model Y variant. It will be built on the same platform as the existing Model 3 sedan and available as a seven-seater. Standard and Long Range versions of the rear-wheel drive SUV are planned, plus a base Dual Motor model and a Performance model with all-wheel-drive. A 230-300 mile range is promised. While we’ve found Tesla to offer only higher-priced, higher content new models at launch, the company says its Standard version will cost $39,000, the Long Range $47,000, the Dual Motor AWD $51,000, and the Performance variant $60,000. Tesla says the Model Y may appear as a late 2020 or 2021 model, but since the company has a history of launching models later than promised we’ll just have to wait and see.

VW will offer a production version of its ID Crozz concept as the first of several new battery-electric vehicles to sold in the U.S. The ID Crozz is powered by a 200 horsepower electric motor located between the rear wheels with another 100 horsepower motor between the front wheels, providing all-wheel-drive. An 83 kWh lithium-ion battery pack beneath the floor is expected to provide up to 300 miles of driving range. Fast-charging with a commercial 150 kW charger will take just 30 minutes to regain 80 percent battery capacity. The model is expected to go on sale in 2020.

Of course, other automakers are fielding plug-in SUV concepts and there will surely be additional production models announced in the near future. This field is fluid and automakers are responding to plug-in SUV demand in real time, so stay tuned.

The SF90 Stradale represents many firsts for Ferrari. It’s the legendary automaker’s first plug-in hybrid electric model, the marque’s first all-wheel-drive supercar, and the most powerful Ferrari production car ever sold. The SF90 boasts the highest output ever for a Ferrari V-8 and, in fact, this is the first time a V-8 has powered a top-of-the-range Ferrari model. Not a replacement for LaFerrari, the SF90 Stradale's name celebrates the 90th anniversary of the founding of the Scuderia Ferrari racing team that harkens back to 1929.

The two-seat SF90 Stradale supercar combines the output of a rear-mounted, 4.0-liter twin-turbocharged V-8 engine and three electric motors. A motor/generator between the engine and the transmission drives the rear wheels. Two motors at the front axle, which are not mechanically connected to the internal combustion driveline, drive each front wheel. This results in a sophisticated AWD system that Ferrari says is needed to handle the SF90 Stradale's tremendous horsepower.

The SF90 V-8 makes 769 horsepower at 7,500 rpm, while the three electric motors add 217 horsepower to bring a combined 986 horsepower and 590 lb-ft torque to this supercar. Since the electric motors provide instant torque from 0 rpm, Ferrari claims a 0-62 mph (0-100 km/hr) time of 2.5 seconds, with the car hitting 124 mph (200 km/hr) in 6.7 seconds. Top speed is 211 mph (340 km/hr).

Interestingly, the 8-speed automatic transmission has no reverse gear since the front motors handle backing up. The hybrid system also helps further improve Ferrari's renowned braking. The SF90 Stradale's brake-by-wire system allows braking torque to be split between the hydraulic system and the electric motors’ regenerative braking, boosting both performance and brake feel.

There are four drivetrain modes – eDrive, Hybrid, Performance, and Qualify. In eDrive, the Stradale is powered solely by the two front motors, making it a front-wheel-drive EV. A 7.9 kWh lithium-ion battery provides an all-electric range of about 16 miles with a top speed of 84 mph, depending on road conditions and how quickly the car accelerates. Hybrid is the default mode when the car starts up. Here, all three electric motors and the gasoline engine work together to achieve optimum fuel efficiency and performance. In Performance mode, the V-8 is always providing power for great performance.

In Qualify mode, the V-8 and all three electric motors provide their peak output with no regard for fuel economy. 

The new SF90 Stradale is relatively light even with its batteries and three motors. Curb weight is 3,527 pounds, a nod to lightweighting and other measures. For example, hollow castings replace conventional ribbed castings. Two new aluminum alloys are used including a high-strength 7000 series alloy for some of the body panels. Carbon fiber is used for the bulkhead separating the engine from the interior. The SF90 Stradale’s chassis features 20 percent increased bending stiffness and 40 percent higher torsional rigidity than previous platforms, without any increase in weight.

Adding to this Ferrari’s exceptional driving experience, the steering wheel allows controlling virtually every aspect of the SF90 Stradale without ever taking hands off the wheel.