As part of Jeep’s plan to offer electric drivetrain options for all its nameplates over the next few years, the Wrangler is being offered with a plug-in, gas-electric hybrid powertrain in the 2021 model year. The Wrangler 4xe will be available in three models – 4xe, Sahara 4xe, and Rubicon 4xe – the latter equipped with a 4:1 transfer case and other hard-core off-roading equipment found on conventionally powered Rubicon models.
The Wrangler 4xe powertrain uses a turbocharged, direct-injected, 2.0-liter inline-four engine, two high-voltage motor-generators, and a 400-volt, 17 kWh lithium-ion battery pack located beneath the second-row seat. One of the motors, mounted to the front of the engine instead of a conventional alternator, handles the Wrangler’s stop/start functions and sends power to the battery pack. A 12-volt battery is still used to power the Jeep’s accessories. The second motor is mounted in front of the eight-speed TorqueFlite automatic transmission in place of a conventional torque converter.
Dual clutches manage power from the engine and electric motor, enabling them to work in tandem or allowing the Wrangler to operate in electric-only mode for up to 25 miles. In total, the powertrain develops 375 horsepower and 470 lb-ft torque, and it delivers up to an estimated 50 MPGe. To retain the Wrangler’s ability to ford 30 inches of water – part of the brand’s ‘Trail Rated’ capability – its electronics are sealed and waterproof.
The Wrangler 4xe offers three E Selec driving modes. ‘Hybrid’ uses the motor’s torque first and then combines torque from the motor and engine when the battery reaches a minimum charge level. ‘Electric’ powers the Jeep via the motor only until the battery is at minimum charge. Then there’s ‘eSave,’ where power comes primarily from the engine, allowing battery charge to saved for later use. All three modes are available when the Wrangler’s transfer case is in either 4Hi or 4Lo.
An Eco Coaching readout via the Jeep’s Uconnect system illustrates power flow through the system and the impact of factors that include regenerative braking, which itself has several modes. With 4WD engaged, all four wheels contribute power to the system under braking, and a Max Regen setting can slow the Jeep faster while it’s coasting and generate more power for the battery pack.
Like all Wranglers, the 4xe models will be equipped with skid plates, tow hooks, and other ‘Trail Rated’ accessories. Electric Blue exterior and interior design cues set the 4xe models apart visually from other Wranglers. Jeep’s Wrangler 4xe will be on sale by the end of the year at an expected base price of about $40,000.
Now in its second generation, BMW’s 330e plug-in hybrid sport sedan comes to market with measurable improvements in electric-only driving range, fuel efficiency, and a neat trick or two. Long the benchmark of premium compact sport sedans, BMW’s 3 series first presented an ‘e’ variant in 2016, a bit early to capture the growing electrification movement in North America. Fast forward to today, and you’ll note every major and minor car and light truck manufacturer is turning to electrification. And this brings us to a more powerful and fuel efficient 2021 BMW 330e PHEV, a logical step toward total BMW fleet electrification.
Looking to the exterior of BMW’s latest and greatest 3 series variant, one is hard pressed to discern it from its 330i I.C. stable mate. Case in point: A modern plug-in needn’t look Bladerunner-esque to be ‘green,’ nor lack sport performance characteristics and panache. The beauty and marketing genius of the 2021 BMW 330e is the car’s appeal to the sport driver in all of us, without jeopardizing our collective environmental inclinations. Simply, it looks like a BMW.
Torque 4-cylinder goes electric
Seamless electric motor integration juices up an already torque-rich twin-scroll turbocharged, direct injected, variable-timed 2.0-liter DOHC gasoline engine. This results in a combined 288 horsepower and 310 lb-ft torque, an increase of 24 horsepower and 12 lb-ft torque over the first generation offering. New for 2021 is BMW’s Xtra boost function that delivers an additional 40 horsepower for up to 10 seconds, with or without remaining battery reserve.
Torque transfer is delegated to the time-tested ZF 8-speed Sport Automatic transmission, featuring integrated steering wheel-mounted paddle shifters, sport and manual shift modes, and ‘launch control.’ BMW xDrive all-wheel-drive is an available option for greater traction and all-weather driving. Performance tuned suspension, selectable variable dynamic drive modes, auto start-stop, regenerative braking, and personalized electric assist steering rounds out the performance package for an exceptional driver-centric commute. There are real performance benefits that come with electrification A non-hybrid base model 330i claims a lesser 255 horsepower and 294 lb-ft torque in the low- to mid rpm range, with no benefits of electrification, fuel efficiency, or electric-only drive capabilities.
The base 2021 330e PHEV retains its rear axle drive, sports performance heritage. Sport drivers will appreciate this compact BMW’s power-to-weight ratio and new-found lower center of gravity, thanks to the under-passenger seat positioning of the 330e’s increased charge capacity, air cooled 12 KWh lithium-ion battery pack. Drivers will enjoy an estimated 20 mile electric-only driving range, combined with an estimated combined fuel efficiency of 71 MPGe that represents a range increase of 8 miles over the earlier 330e. Combined driving range is estimated at 290 to 320 miles on a full charge and 10.6 gallons of premium gasoline.
The 330e cabin environment is pure BMW and shared with the conventional 330i, conservative yet elegant in detail. Appointments include Sensi-Tech fabrics, burnished wood details, and an anthracite grey contrasting headliner. Standard equipment includes the latest in driver assist and active safety technology, a rather intuitive electric drive monitor, range minder, and navigation-controlled chassis efficiency monitoring. Also standard is premium audio, 14-way power adjusted front seats, automatic three-zone climate control, a two-way power glass moonroof, rain sensing windshield wipers, and more.
The BMW 330e is available at an MSRP of $44,550 with the all-wheel drive xDrive version coming in at $46,550. An interesting side note is that when factoring in anticipated Federal and State tax rebate incentives, the 2021 BMW 330e comes to market at less cost than the conventionally-powered 330i, while affording single drivers to HOV lane access and greater fuel efficiency.
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.
Mitsubishi’s Outlander PHEV, the world's best-selling plug-in-hybrid SUV, features innovative technology to provide welcome performance and family-friendly, fuel efficient all-wheel-drive capability. The combination of a gasoline engine and two electric motors, lithium-ion battery, and plug-in capability allows the Outlander PHEV to travel 310 miles on hybrid power and 22 all-electric miles on a completely charged battery. The Outlander PHEV has an EPA rating of 25 city/highway combined mpg when operating on gasoline and 74 MPGe (miles-per-gallon equivalent) when operating on battery power.
The Mitsubishi Plug-in Hybrid EV System features three modes to achieve its unique series-parallel operation. Plus, there’s the ability to select up to six levels of regenerative braking to tailor the driving experience.
An integral part of the vehicle’s plug-in hybrid drivetrain is a Mitsubishi Innovative Valve timing Electronic Control (MIVEC) engine that combines maximum power output, low fuel consumption, and a high level of clean performance. This 2.0-liter, 16-valve DOHC engine produces 117 horsepower at 4,500 rpm and 137 lb-ft torque at 4,500 rpm. It drives an electric generator that supplies electricity to the vehicle’s lithium-ion battery or directly to the electric motors. Each of its two AC synchronous permanent magnetic motors are rated at 80 horsepower (60 kW). A maximum combined 197 horsepower is available. The lack of a driveshaft or transfer case means response and control much faster than a traditional 4WD setup.
A 12 kilowatt-hour, high-energy density, lithium-ion battery is located beneath the floor where it contributes to a low center of gravity and stable driving performance. This battery can be charged in 10 hours with a household Level 1, 110-volt source or four hours with a Level 2, 240-volt charger. Using DC Fast Charging that’s available at commercial charging facilities, the Outlander PHEV will charge up to 80 percent capacity in as little as 25 minutes. The Outlander PHEV holds the distinction as being the first PHEV capable of DC Fast Charging capability.
The Outlander PHEV’s parallel-series hybrid features three operating modes that are automatically selected for maximum efficiency, according to the driving conditions. These modes are EV Drive, Series Hybrid, and Parallel-Series.
In the EV Drive mode the Outlander is powered exclusively by the electric motors, with no battery charging except from regenerative braking. EV Drive is used for medium- to low-speeds during city driving. The two electric motors power the Outlander when operating in Series Hybrid mode, except when battery power is low or quick acceleration or hill climbing is needed. Then, the gasoline engine automatically starts to drive the generator and provide electric power for the electric motors to augment battery power. The engine-generator also charges the battery.
In Parallel Hybrid mode the gasoline engine supplies power to the front wheels with the two electric motors adding additional power as needed. The engine also charges the battery pack in Parallel Hybrid mode under certain driving conditions. At high speeds, the Parallel Hybrid mode is more efficient since internal combustion engines operate with greater efficiency than electric motors at high rpms.
A driver can also choose Charge Mode so the generator charges the lithium-ion battery at any time. Save Mode conserves the battery charge for later use. EV Priority Mode, which can be used at any time, ensures the gasoline engine only runs when maximum power is required. Mitsubishi’s Twin Motor S-AWC integrated control system delivers optimal power and control by managing Active Yaw Control (AYC), an Anti-lock braking system (ABS), and Active Stability Control (ASC) with Traction Control (TCL).
No matter the hybrid mode, whenever the Outlander PHEV decelerates regenerative braking charges the battery to augment electric driving range. There are six levels of regenerative braking –B1 to B5 plus a B0 coast mode – that are conveniently selected by a pair of paddles behind the steering wheel. Regenerative braking strength can also be selected by console-mounted controls. Automatic Stop and Go (AS&G) automatically stops and restarts the engine when the vehicle stops, further conserving fuel.
The Outlander PHEV benefits from Mitsubishi Innovative Valve timing Electronic Control system (MIVEC) technology that controls valve timing and amount of lift to achieve optimum power output, low fuel consumption, and low exhaust emissions. MIVEC adjusts intake air volume by varying intake valve lift stroke and throttle valves, reducing pumping losses and thus improving fuel efficiency. The MIVEC engine improves fuel consumption through other strategies, including improvement of combustion stability through optimization of the combustion chamber and reduction of friction through optimization of the piston structure.
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.
The 2020 Karma Revero GT is a major remake that delivers a new model substantially more refined than the original Karma Revero, which evolved from an existing series hybrid sedan. Externally, all of the Revero GT’s body panels have been restyled, including the doors. Most noticeable are the new grille and front fascia that present quite a departure from the Revero’s original and rather massive grillework.
Besides a more modern look, weight has been reduced by more than 500 pounds, an important move since this is one heavy grand touring car weighing in at some 5,050 pounds total. Optional carbon fiber wheels shave off an additional 55 pounds. Inside, there are new seats, center console, and an all-new infotainment system.
There are also big changes in the drivetrain. A turbocharged 1.5-liter three-cylinder engine, sourced from the BMW i8, replaces the previous GM-sourced 2.0 liter engine originally used in the Revero series hybrid. Two electric motors drive the rear wheels through a single speed transmission. Combined power output has noticeably increased from 403 to 535 horsepower, with a beefy dose of 550 lb-ft torque at the ready. All this brings an impressive 0-60 mph sprint in just 4.5 seconds. In a departure from the norm, the exhaust for the Karma GT’s three-cylinder engine is located behind the front wheels.
A lighter 28-kWh battery pack is configured to run down the spine of the car. This nickel-manganese-cobalt lithium-ion pack provides a battery electric range of up to 80 miles, an impressive gain over that offered by the 2019 Revero. With the 280 mile range afforded by electricity from the car’s gasoline engine-generator, overall driving range comes in at 360 miles. EPA rates the 2020 Karma Revero GT at 26 combined mpg and 70 MPGe when driving exclusively on battery power.
Drivers can choose between Stealth, Sustain, and Sport modes to tailor the driving experience. Stealth is for all-electric driving. Sustain mode uses the BMW range-extender engine to supply electricity to the rear motors, preserving power from the battery pack for later use. Sport mode maximizes performance by combining the power from both the engine-generator and battery pack. Three levels of regenerative braking can be selected using steering wheel paddles.
A Karma Revero GTS is planned for introduction later in 2020. Here, torque will be increased to a massive 635 lb-ft for even greater performance. The GTS variant will also feature electronic torque vectoring and Launch Control to handle all that torque. In addition, a planned battery upgrade is expected to provide up to 80 miles of all-electric driving.
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.
We’ve been driving Mitsubishi’s Outlander PHEV for 6,000 miles now as part of an ongoing experience with this long-term test vehicle. Over the months, our plug-in hybrid crossover has served as a daily commuter as well as our go-to ride for quick weekend getaways and the occasional longer trip. This time, we decided to see what it’s like to be behind the wheel on a genuine road trip for a solid week, from our offices on California’s Central Coast to the southern reaches of Washington State.
First, let’s say this: The capabilities of the Outlander PHEV plug-in hybrid – Green Car Journal’s 2019 Green SUV of the Year™ – lend a sense of confidence. We knew that we could charge the Outlander’s batteries when desired and convenient to gain about 22 miles of all-electric range during our travels, a nice plus. But we were also aware that taking the time for charging wasn’t necessary. This crossover’s EPA-rated hybrid range of 310 miles would be plenty to get us where we wanted to go, without hesitation or delays. That’s an important thing when packing a few thousand miles of combined day and late-night driving into a seven day period.
Our trip began by heading northbound from San Luis Obispo, California on US-101, where we crested the Cuesta Grade and continued toward the busy San Francisco Bay corridor three hours ahead. We were hoping an early departure would allow avoiding the unpredictable traffic there. Success! It turns out that late morning near the Bay Area provides a decent travel window with reasonably free-flowing traffic. Then it was onward toward Oregon on US-101, transitioning to I-680 and I-505 and ultimately the long stretch of I-5 that would take us to Washington State.
Since this was a road trip, adventure is built into the journey. That means if something interesting presents itself along the way, we may just stop to check it out. Sure enough, this happened less than an hour north of Sacramento, where a series of highway billboards enticed travelers to stop at Granzella’s Restaurant in Williams, a sleepy, postage-stamp-size of a city that’s home to about 5,000 people. It was lunchtime, so why not?
We found plenty of cars in Granzella's parking lot but also no wait inside. Food choices here are plentiful, with options for ordering from a fully-stocked deli or sitting down for a home-style meal in their restaurant. Being traveler-oriented, Granzella’s encourages you to wander around inside, checking out their sports bar, wine room, coffee bar, and olive room, plus of course the array of gifts aimed toward travelers. There’s also a separate Granzella’s Gourmet & Gifts store across the street and Granzella’s Inn across the way if an overnight stop is needed. We were on a tight time schedule, so it was back on I-5 for another 550 miles of road time before our anticipated arrival in Vancouver.
Daily experience in a long-term test car lends a thorough sense of what it's like to live with a vehicle, offering an opportunity to fully experience its capabilities. Beyond that, longer drives like this allow uninterrupted hours behind the wheel to reflect on a vehicle's features, large and small, that either enhance the driving experience or fall short of expectations.
We can say it is hard to find fault with the Outlander PHEV. This crossover provides a spacious and well-appointed cabin offering very comfortable and supportive seating for long drives, plus plenty of room to store all the stuff needed for long trips. Our considerable time on the road was made all the more pleasant since the Outlander PHEV’s ride is smooth and handling confident, with plenty of power for any driving situation we encountered.
Along the way we made good use of this model’s Apple CarPlay capability. Of course, driver assist systems like adaptive cruise control, forward collision mitigation, blind spot warning with lane change assist, rear cross traffic alert, and rear-view camera enhanced the driving experience and sense of safety. Its heated steering wheel is a real plus. While always handy, we really came to appreciate this crossover’s retractable cargo cover that kept things out of sight and more secure while parked at restaurants and hotels during our week on the road. We also made use of its convenient power lift gate multiple times every day.
The Outlander PHEV’s total driving range of 310 miles is well-suited to longer trips like this. Range is something we rarely think about on a daily basis since our everyday driving is typically less than 20 miles, so often enough we’re driving on battery power and there’s no need for gas at all. When we do drive farther to nearby cities, the Outlander PHEV seamlessly transitions from electric to hybrid power once the battery is depleted. There is no range anxiety because we can travel as far as needed on gasoline. Back in the garage, we charge again overnight and we’re once again driving on battery power.
It’s worth noting that the Outlander PHEV has a smaller gas tank than the conventionally-powered Outlander, 11.3 versus 16.6 gallons, resulting in less overall driving range than the conventional gas model. This is due to design changes for accommodating this PHEV’s 12 kWh lithium-ion battery pack and other PHEV drivetrain components. Packaging the vehicle’s electric componentry in this way means the battery and other necessary equipment do not infringe on passenger or cargo space, something that’s bothered us for years in some other electrified models. So, all things considered, we’re good with trading some hybrid range for additional roominess, especially since refueling at a gas station is quick and easy.
Speaking of ‘refueling,’ there was the potential for quickly charging at an array of public fast charge locations during our drive. A growing number of Level 3 charging opportunities are located along major routes in California and other states, and the Outlander PHEV is capable of CHAdeMO DC fast charging to 80 percent battery capacity in 20 minutes. We didn’t feel the need on this trip, though we have done this at other times.
That said, charging at the Level 2 charger at our hotel in Vancouver, the Heathman Lodge, was a real plus. Once we arrived in Washington, we plugged in several times to get an overnight charge and enjoyed our no-cost electric drives around town. During these drives the Outlander PHEV motors along on zero-emission battery power at an EPA estimated 74 MPGe.
Driving through Northern California and the Pacific Northwest, there’s no denying you’ll find some pretty incredible scenery ranging from mountain ranges, imposing dormant volcanoes, and awe-inspiring redwood forests to scenic coastlines, rivers, and lakes. You will also find an obsession with the mythical Bigfoot. Suffice it to say there will be plenty of places to stop with ‘Bigfoot’ included in their theme, and lots of opportunities to buy souvenirs. As a side note, we did an ‘On the Trail of Bigfoot’ road trip adventure and article several decades back, so this definitely brought a smile to our face.
Along our drive we had the opportunity to visit cities large and small, drive through a redwood tree, take in scenic coastal areas in Oregon like Newport and Lincoln City, and in general enjoy the benefits of a real road trip. Of course, there were stops at roadside fruit stands, interesting eateries, and places with character that simply called to us for a closer look. Photo ops were abundant.
During our trip we came to truly understand why Mitsubishi’s Outlander PHEV is the world's best-selling plug-in hybrid vehicle. Taking advantage of technology development and learnings from this automaker’s earlier i-MiEV electric vehicle program, the Outlander PHEV combines advanced parallel and series hybrid drive, along with Mitsubishi’s Super All-Wheel Control system technology developed through Mitsubishi's Lancer Evolution. Plus, for those with the need, the Outlander PHEV can tow 1500 pounds.
This is one high-tech crossover, offered at a surprisingly affordable entry price point of $36,095, considering the cost of competitive crossover SUVs with similar capabilities at tens of thousands of dollars more. It features efficient hybrid power that integrates a 2.0-liter gasoline engine and generator along with a pair of high-performance electric motors, one up front and one at the rear.
The Outlander PHEV operates in three modes automatically chosen by the vehicle's control system to optimize efficiency and performance. In Series Hybrid mode the electric motors drive the vehicle with the engine augmenting battery power and generating electricity to power the motors. Electrical energy is also delivered to the battery pack. The 2.0-liter engine assists with mechanical power at times when quick acceleration or hill climbing are needed.
Parallel Hybrid mode finds the gasoline engine driving the front wheels with the two electric motors adding additional power as required. The engine also charges the battery pack in Parallel Hybrid mode under certain driving conditions.
Then there’s all-electric driving solely on batteries, selectable with an ‘EV’ control on the center console. We have found EV mode ideal for around-town travel or regional drives near our offices, and in fact we’ve noted no discernable difference when driving in all-electric or hybrid modes.
While regenerative braking in all modes is done automatically with the vehicle feeding electricity back to the battery pack during coast-down, there’s the added advantage of controlling how aggressively regen works. This capability is controlled through six levels of regenerative braking selectable by convenient steering wheel paddles, with one mode allowing coasting for blocks.
The Outlander PHEV proved to be an exceptional vehicle for our Pacific Northwest adventures, offering everything we could want in a long-distance cruiser. With our road trip adventure now a pleasant memory, we’re looking forward to our continuing daily drives and explorations in our long-term Outlander PHEV test vehicle over the coming months.
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.
Like the previous generation Cayenne, Porsche has included an electrified version to bring greater efficiency and performance to its 2019 crossover SUV. It features a completely re-engineered hybrid powertrain compared to its predecessor, the Cayenne S E-Hybrid, using the third new hybrid powertrain from Porsche since just 2017. The 2019 Cayenne E-Hybrid is distinguished from its gasoline counterpart with Acid Green brake calipers and matching outlines around all of the model’s badges, aligning it with other current Porsche plug-in hybrid models.
Porsche’s third-generation Cayenne features new styling cues that lend a more athletic appearance and a lighter weight body courtesy of extensive use of aluminum. It also rides on a lighter weight chassis and incorporates other innovative lightweighting strategies, such a lithium-ion polymer starter battery that brings an additional 22-pound weight reduction on its own.
Power is provided by a 3.0-liter turbo engine offering 335 horsepower and 332 lb-ft torque. The plug-in hybrid powertrain is augmented by a 134 horsepower electric motor boasting 295 lb-ft torque, with the combination delivering 455 total system horsepower and 516 lb-ft torque. The result is exceptional performance featuring 0-60 mph acceleration of 5.7 seconds and a top speed of 157 mph. Power is delivered to the road via an eight-speed Tiptronic S transmission.
Four drive modes allow tailoring the driving experience. E-Power mode allows driving on battery power alone an estimated 20+ miles. An all-new Hybrid Auto mode uses gas and/or electric power to achieve optimum efficiency. E Hold conserves the battery’s current state-of-charge for use at a desired time later in the drive, such as in urban areas. E-Charge mode directs the gas engine to generate more power than needed for driving to charge the battery.
The E-Hybrid is equipped with a liquid-cooled, 14.1 kWh lithium battery with about 30 percent more energy than the previous Cayenne S E-Hybrid. The additional battery power is the result of greater energy density so the size of the battery has not increased. It can be charged from a fully-depleted state with the E-Hybrid’s optional 7.2 kW on-board charger and a 220-volt power source in just over two hours, and with the standard 3.6 kW on-board charger in just under 8 hours.
Porsche’s new InnoDrive is featured in the Cayenne E-Hybrid. The system combines onboard map data and existing traffic sensing systems to look ahead 1.8 miles, allowing it to determine the best balance of gas and electric power for upcoming corners and changes in grade.
Jaguar Land Rover plans to offer an optional electrified powertrain for every one of its models by 2020. The Range Rover P400e, along with the Range Rover Sport P400e, represent the brand's first plug-in electric hybrids. Most significant about the Range Rover P400e is that it’s the first hybrid 4WD vehicle from any automaker that can drive off-road solely on battery power in almost complete silence, and without any emissions. To accomplish this the P400e uses a 144 horsepower electric motor and dual clutches inside the automatic transmission, and an eight-speed ZF transmission with steering wheel paddles for manual control.
The gasoline engine in the P400e is Land Rover’s 2.0-liter turbocharged four-cylinder that makes 296 horsepower and 295 lb-ft torque. Combined engine and electric output is 398 horsepower. Supplying power to the electric motor is a 13.1 kWh lithium-ion battery located beneath the rear floor, necessitating the floor to be raised about 1 1/2 inches. The P400e can run on electric power for about 31 miles at speeds up to 85 mph. Range is reduced substantially in electric off-road mode.
The Range Rover received a mild makeover for 2019 with a longer hood, slimmer LED headlights, wider lower intakes, and black grille accents. Side accents and graphics were also revised, taillights are new, and a restyled rear bumper now integrates boxy exhaust exits. Only a small P400e badge on the tailgate indicates that electrification is at work beneath the skin. Its charge port is hidden behind a flap at the left of the grille. Illuminated strips on either side of the charge port allow a quick check of the battery's charge status.
Air suspension can raise ground clearance up to three inches and the PHEVs can ford 35.4 inches of water like other Range Rovers. With Low Traction Launch software, it can handle slippery surfaces like wet grass, loose gravel, and snow. On ideal surfaces, Land Rover is claiming a 0-60-mph time of 6.4 seconds with a top speed of 137 mph, impressive for vehicles weighing over 2 1/2 tons.
Range Rover’s Touch Pro Duo infotainment system has two 10.0-inch HD displays stacked on top of one another in the center console. The top one is primarily for navigation functions, while the lower screen controls infotainment, car settings, climate control, and other features. An Interactive Driver Display indicates driving efficiency. In Control gives information about charging locations on the route traveled. In parallel hybrid mode, both engine and motor work together for optimum fuel economy and minimum impact on the environment.
When a destination is entered into the navigation system, the P400e's electronic neural network factors in traffic conditions, gradients on the route, and whether driving is in rural or urban environments to deliver the most efficient combination of power modes. Save mode ensures the battery will have enough charge to allow the P400e to operate in pure EV mode in urban areas.
Volvo's flagship model for 2018 is the plug-in hybrid S90 T8 eAWD that’s available in Momentum and Inscription trim levels. The T8 comes standard with a panoramic sunroof, power window shades, and rear seat massage. Air suspension and Bowers and Wilkins audio systems are optional.
Built in China, the S90 T8 is available in North America only in long wheelbase form that is stretched 4.7 inches compared to the S90 built in Sweden and sold in Europe. Nearly all of the additional length is tasked for increasing rear seat legroom. Altogether, the S90 T8 is not only an exceptional sedan for everyday use, it’s also well-suited for luxury-oriented executive transport.
Like other Volvo plug-in hybrids, the S90 T8 uses the automaker’s Twin Engine through-the-road hybrid powertrain that provides satisfying power, efficiency, and all-wheel-drive. Front wheels are driven by a 2.0 liter, supercharged and turbocharged 4-cylinder engine connected to an 8-speed automatic transmission. A 46-horsepower, crankshaft-mounted starter-generator charges the battery, starts the combustion engine, and additionally augments internal combustion power as needed. A rear-mounted, 87-horsepower electric motor drives the rear wheels. This setup delivers a combined 400 horsepower and 472 lb-ft torque.
Energy for the electric motors is provided by a 9.2 kilowatt-hour battery with 6.7 kilowatt-hour usable capacity. This provides about 28 miles of electric-only driving before the gasoline engine kicks in. The S90 T8 has a 410-mile range on gasoline and electric power, achieving a combined 71 MPGe driving on electricity and 29 mpg combined on gasoline.
A 9.3-inch Sensus Connect touchscreen infotainment system offers tablet-like swipe-and-pinch gestures and is large enough so it can be divided into four independent sections to provide quick and easy access to various controls. Apple CarPlay or Android Auto can interface into one of the four sections. Sensus Connect provides 4G/LTE connectivity and can support a wi-fi hotspot, plus it also offers its own suite of apps including Pandora, Spotify, Glympse, Local Search, Yelp, Weather, and Wiki Locations. The primary Sensus screen can interact with the S90’s 8-inch or 12.3-inch driver information displays and the optional head-up display showing navigation, infotainment, and other information.
The S90 T8 has the latest in safety technologies with much of this standard equipment. Pilot Assist combines a semi-autonomous drive system with Adaptive Cruise Control to allow following traffic flow within a lane. Pilot Assist provides gentle steering to help keep the car within lane markings and at a set speed and distance to the vehicle in front at speeds up to 80 mph.
A Blind Spot Information System alerts when a vehicle enters a blind spot. Cross Traffic Alert warns of crossing traffic when backing out of a parking space. City Safety helps avoid collisions when driving in slow-moving, stop-and-go traffic. Other technologies include Run Off Road Mitigation ,Active Bending Lights, Automatic Braking After Collision, Rear Collision Warning, Road Sign Information, Hill Start Assist, and LED Front Fog Lights with Cornering Function.
The price of entry is for the S90 T8 Momentum is $63,650, about 15 grand more than the conventionally-powered T5 S90 variant. Stepping up to the Inscription T8 variant brings a suggested retail of $68,150.
Charging your electric vehicle used to be an easy thing, at least in many areas where electrification has long been promoted. Public chargers were installed in high-profile areas like shopping centers, parking garages, and at the workplace. For the longest time, it wasn’t unusual to see these chargers go unused for long periods of time. Green Car Journal editors experienced this first-hand for many years during our daily travels with plug-in test cars.
Often enough, ours was the only electric vehicle plugged in at a bank of four chargers at a local commercial center in our city. It was the same story in the parking garage downtown. But that’s changed, signifying both the positives and the challenges of a plug-in vehicle market that’s gathering momentum, and numbers. These days those chargers are often occupied when we pull up. Like most places, there simply don’t seem to be enough chargers to go around.
Many have heard about incidents at Tesla Supercharger sites, places where you can top off 80 percent of your battery charge in 30 minutes and then be on your way. The problem is, not everyone plugs in and then moves on. Superchargers, and chargers in general, are often located in areas where businesses are nearby so the experience is convenient and there’s something to do while charging. Tesla, in fact, has hinted that it’s taking this further and exploring Supercharger sites with food and amenities for those charging up their cars.
To be sure, not everyone stops for a 30 minute cup of coffee while charging. Shopping experiences in nearby stores can take much longer than that, and if all chargers are being used with others waiting to top off before continuing their journey, long waits are a problem. At times that leaves EV drivers frustrated with those who leave their car plugged in long after their needed charge is complete. The result? An interesting phenomenon in recent years called ‘charge rage.’
This isn’t unique to Superchargers or to public charging sites. Workplaces can have similar experiences as employees in increasing numbers step up to battery electric and plug-in hybrids. They’re encouraged to do so not only to drive ‘greener,’ but also to benefit from shorter commutes in states that allow solo EV drivers in high occupancy vehicle (carpool) lanes. That privilege alone has spurred many commuters to go electric. Time isn’t just money. It’s also…time. Spending a half-hour less each way during the daily commute is worth more than money in many respects. And once the commute is done, it’s time to charge.
Most companies offering chargers have limited numbers and often site these in favorable parking areas close to the workplace, further encouraging employees to go electric. It’s good for a company’s image and it’s the right thing to do. That said, expecting employees to free up a charger after a few hours and move their car farther out in an expansive parking lot is asking a lot, human nature being what it is.
Consider, too, charging sites at public parking garages adjacent to convention centers and other venues. Those who plug in while attending a conference of expo aren’t likely to return after an hour or two to unplug and move to another less convenient parking spot. With a limited number of charging spots available, other EV drivers counting on a range-extending charge aren’t likely to be pleased if all charging spots are taken.
Yes, there’s change afoot. Charging companies, automakers, utilities, and both state and local governments are striving to install an exponentially larger number of public chargers to alleviate the problem and keep pace with the growing number of plug-in vehicles on the road. But it hasn’t been fast enough…certainly not at a pace that’s keeping up with the larger number of electric vehicles on the road today.
Drivers have long been promised perks like free public charging, access to carpool lanes with a single occupant in an electric vehicle, and favorable parking with charging available, all to encourage them to go step up to a battery electric or plug-in hybrid vehicle. While not disappearing, these perks are getting harder to realize. And that’s not a good thing for the electric vehicles and the industry as a whole.
The 2018 MINI Countryman is the biggest MINI ever, featuring 30 percent more cargo space than the previous Countryman, more front and rear legroom, and greater headroom and rear seat shoulder room for five occupants. Adding to the model’s appeal is the MINI Cooper S E Countryman ALL4, a new plug-in hybrid variant that starts at $36,800.
The all-wheel drive Countryman ALL4 eDrive adds an 87-horsepower, 122 lb-ft torque electric motor to the MINI TwinPower engine for greater performance and efficiency. The turbocharged, direct injection 1.5-liter three-cylinder engine is rated at 134 horsepower. Altogether, combined system output adds up to an available 221 horsepower and 284 lb-ft torque.
With its ‘through-the-road’ all-wheel drive architecture, the Countryman SE ALL4 uses its gasoline engine to power the front wheels via a modified 6-speed Steptronic automatic transmission. The synchronous electric motor housed beneath the luggage compartment floor delivers power to the rear axle via a two-stage, single-speed transmission.
This powertrain setup is linked to the vehicle’s Dynamic Stability Control (DSC) system that analyzes both the road situation and the driver’s wishes. When it detects excessive slip, both the gasoline engine and electric motor are engaged. The ALL4 all-wheel-drive system features a power take-off integrated into the front axle differential, a propeller shaft leading to the rear axle, and a hang-on clutch that ensures precisely measured transmission of drive torque to the rear wheels.
A 7.6 kWh lithium-ion battery is located beneath the slightly raised rear seat, as is a 9.5-gallon fuel tank. The PHEV has an EPA estimated all-electric range of 12 miles on batteries, with a total range of 270 miles on gasoline-electric power. Charging at 240-volts takes 3 hours and 15 minutes.
An intelligent energy management system ensures that engine and motor use is optimized for both driving fun and efficiency. The driver can also use the MINI’s eDrive toggle switch to choose between three operating modes. In AUTO eDRIVE, the PHEV operates in electric-only mode at speeds up to 55 mph. At higher speeds and under intensive loads, the engine automatically starts. In MAX eDRIVE power is delivered by the electric motor alone at up to 78 mph, with the engine started at higher speeds or upon kickdown. SAVE BATTERY mode can be selected to conserve battery capacity or raise its charge state to at least 90 percent while driving.
A Technology Package includes a new 8.8-inch touchscreen navigation system, a new-generation user interface and operating system, and Qi wireless device charging capability. The MINI’s standard rear-view camera and rear Park Distance Control can be extended to include front parking sensors and a Parking Assistant feature for easy parallel parking.
Those interested in driver assist systems are not forgotten. A MINI Driving Assistant option includes collision warning with a city braking function, pedestrian warning with initial brake function, and road sign detection. Camera-based adaptive cruise control enables cruise control function that senses the vehicle ahead and adjusts speed accordingly, making longer distance drives that much more pleasurable.
Green Car Journal has honored winners of its highly-anticipated 2018 Green Car Awards™ at the 2018 Washington Auto Show, capping off the final awards of the magazine’s 2018 award program that also included presentations at shows in Los Angeles and San Antonio, Texas. In Washington, the Cadillac CT6 Plug-In was recognized as 2018 Connected Green Car of the Year™, while the Kia Niro was named 2018 Green SUV of the Year™ and the Karma Revero as 2018 Luxury Green Car of the Year™. These three awards speak to the increasing attention automakers are placing on environmental performance in the important luxury, connected, and crossover/SUV markets.
The Connected Green Car of the Year™ award acknowledges advanced and environmentally positive vehicles with on-board systems that connect vehicle to driver, to the world, and to the road. For a growing number of drivers, this is becoming just as important as driving with a lighter environmental impact.
Cadillac’s CT6 Plug-In rose to the top amid finalists that included the BMW i3, Nissan LEAF, Tesla Model X, and Volvo S90 T8. The luxury plug-in hybrid sedan provides up to 31 miles of battery-electric driving and an overall range of 430 miles. It excels with its connectivity, driver assist systems, and on-board electronics. Driver assist systems include Forward and Reverse Automatic Braking that respond to an impending collision and apply brakes as needed, plus Pedestrian Braking. Adaptive Cruise Control automatically accelerates and brakes to maintain a driver-selected following distance to the vehicle ahead, while Lane Keep Assist gently steers the car if the system determines a driver is unintentionally leaving a lane. A head-up display and enhanced night vision are also provided.
Presenting a new and affordable option for those who seek the functionality of a small crossover with impressive levels of driving efficiency, the Kia Niro was selected as 2018 Green SUV of the Year™ over finalists Chevrolet Equinox, MINI Cooper S E Countryman ALL4, Mazda CX-5, and Volvo XC60 T8. The Niro comes in both hybrid and plug-in hybrid versions, with the hybrid delivering up to 52 city and 49 highway mpg. Although designed to be at the affordable end of the automotive spectrum, an impressive array of standard and available features is offered including a rearview camera and 7-inch infotainment system with Apple CarPlay and Android Auto, plus driver assist technologies like blind-spot warning with rear cross-traffic alert, adaptive cruise control, lane-departure warning, and automatic emergency braking.
Honored as Green Car Journal’s 2018 Luxury Green Car of the Year™, the Karma Revero achieved this distinction in an impressive field of luxury vehicles that included the BMW 530e, Cadillac CT6 Plug-In, Lexus LS 500h, and Porsche Panamera 4 E-Hybrid. The Revero features a stunning design and the industry’s largest solar roof. The plug-in grand touring car is built on an aluminum spaceframe and powered by two high-power electric motors that deliver a combined 403 horsepower and satisfying levels of driving performance. This range extended luxury electric car drives 50 miles on battery power and 300 miles overall with electricity created on board by its engine-generator. Inside its comfortable and accommodating cabin, driver and passengers are treated to an elegant leather interior accented with reclaimed wood trim and the latest in high-tech displays and instrumentation.
These 2018 Green Car Awards™ winners and finalists reflect the expanding efforts being made by automakers worldwide to not only meet government and state mandates for more efficient and alternative fuel – in this case electrified – vehicles, but also their response to market forces that are demanding these vehicles. The result is a competitive automotive landscape that’s ‘greener’ than ever, something that bodes well for buyers seeking vehicles offering the driving performance and features they desire, with the added benefit of significantly improved environmental impact.
The Karma Revero is Green Car Journal’s 2018 Luxury Green Car of the Year, earning this distinction for many reasons. But let's start here: The Revero is the most head-turning vehicle we have ever driven. Period. The attention this stunning grand touring car gets wherever it is driven is just short of amazing. If you’re lucky enough to own one, get used to it. This will never change.
Karma Automotive, a company owned by China’s Wanxiang Group, has revived the impressive but short-lived Fisker Karma extended range electric car that made a brief appearance on the market five years ago, thoroughly reengineered it, and has reintroduced it as the ‘Revero.’ The company wisely left most of the car’s breathtaking exterior design intact with a few tweaks, devoting its efforts instead to major technology improvements and creating a wondrous interior to complement the car’s incredible looks. The company then strategically set up its headquarters and manufacturing in Southern California, the land of electric cars. Even in California, where car culture is king and there’s no shortage of coolness on wheels, this car is clearly special.
The $130,000 Karma Revero is built on a lightweight aluminum spaceframe and powered by two high-power electric motors, both energized by lithium-ion batteries positioned along the car’s centerline. This pair of AC permanent magnet motors provides a combined 403 horsepower and 981 lb-ft torque driving the rear wheels, delivering a 0-60 mph sprint in 5.4 seconds.
Like the Chevrolet Volt, the Karma Revero is a series hybrid that uses an internal combustion engine solely to drive a generator, which in turn supplies electricity to the electric drive motors or to the car’s battery pack. There is no mechanical connection between the engine and wheels. The Revero delivers an estimated 50 miles on batteries alone and about 300 miles total on batteries and electricity generated by its engine-generator.
The Revero’s battery pack can be fully charged in about 10 hours using the car’s onboard charger operating on 120-volt household power. With a 240-volt charger this drops down to just under four hours. A 480-volt rapid charger enables charging to 80 percent of the battery’s capacity in just 24 minutes. The Revero has a large solar roof that’s claimed to contribute up to 1.5 miles of battery power per day, depending on weather conditions. This feature makes the Revero the first production car in the country to be powered by electricity, solar, and gasoline.
A driver has three selectable drive modes – Stealth (pure electric), Sustain (gasoline engine/generator or ‘EV later’ mode), and Sport (battery electric plus generator for maximum performance). Stealth mode would ideally be used in town where zero-emission driving is preferred, with a switch to Sustain model outside of town. The latter would maintain the batteries’ state-of-charge to enable zero-emission Stealth driving again when returning to the city. There are three levels of regenerative braking for desired deceleration and massive Brembo brakes for conventional braking.
Revero is well-connected and able to make software updates wirelessly, using Blackberry's Certicom cryptography as an added security layer within QNX-secured two-way data transmission. The Revero has an eight-speaker audio system with Bluetooth connectivity and three USB charging ports. Driver assistance includes lane departure warning and a backup camera. A 12.3-inch-wide multi-configurable driver display is provided along with a 10.2-inch touchscreen-only infotainment system.
The premium ‘green’ car field is expanding with impressive models available from noted domestic and offshore luxury brands. Each has its strengths and customer appeal. In the realm of plug-in hybrids or extended range electric cars where sheer – maybe intoxicating – beauty is at the top of the list, the Karma Revero truly has no peer.
Except for green e-hybrid badges on the front doors, green brake calipers, and green ‘Panamera 4’ at the rear, Porsche’s new-generation Panamera 4 E-Hybrid looks just like its non-hybrid V-6 sibling. But there’s a lot going on behind the scenes that justifies this plug-in hybrid model’s additional $10,000 cost. For beginners, the Panamera 4 E-Hybrid combines a 330 horsepower twin-turbocharged, 2.9 liter V-6 and a 136 horsepower electric motor to produce a total of 462 horsepower and 516 pound-feet of torque, providing some pretty stellar performance.
The Panamera 4 E-Hybrid is offered in a base model along with Sport Turismo and Executive variants. The Sport Turismo is the closest Porsche is likely to ever come to building a station wagon, with this model stretching the roofline with new sheetmetal aft of the B-pillar, plus a more upright rear window and larger hatch. This greatly improves rear headroom while also delivering marginally more cargo space. The Sport Turismo seats five with four place seating optional. Even more spacious is the Executive model, which adds 5.9 inches to the wheelbase and provides additional rear legroom. Along with other amenities, the executive model has a large rear center console with 10.1-inch screens that can double as tablets.
Internal combustion output is delivered to all four wheels via a ZF eight-speed dual-clutch automatic transmission. The electric motor is positioned between the V-6 engine and transmission. Electrical energy is stored in a 14.1 kilowatt-hour battery pack located under the trunk floor. This is sufficient for an all-electric range of 31 miles and a maximum speed of 87 mph, with the speed limitation intentional to maximize battery driving range. The battery pack can be charged in 12 hours using the car’s 3.6-kilowatt, 120 volt onboard charger or in just three hours with an optional 7.2-kilowatt, 240 volt charger. The E-Hybrid automatically starts driving in pure EV mode. When the battery is depleted the powertrain switches to hybrid mode, delivering varying combinations of combustion and electric power for maximum fuel efficiency.
A standard Sport Chrono package offers default E-Power and Hybrid Auto modes, plus Sport and Sport+ modes that sharpen throttle response and shifting, stiffen dampers, and open the optional sport exhaust. The car’s E-Hold mode conserves the battery’s state of charge so the Panamera can run in pure EV mode at a later time. In E-Charge mode the V-6 engine generates more power than needed to recharge the battery while driving. Driver assistance systems like Night Vision, Lane Change, and Lane Keep are options. Also available is InnoDrive adaptive cruise control that reads upcoming corners, changing gradients, and traffic conditions.
