The Ford Mustang Mach-E, a slick crossover SUV with a name harkening back to the marque’s performance-based Mustang Mach 1 that debuted some five decades back, presents a new twist in Mustang heritage. Unlike the Mach 1, there’s no rumbling 428 cubic-inch big block V-8 and no emissions…because there’s no tailpipe. That’s because the Mach-E is powered by an all-electric powertrain that provides zero-emission driving.
As a five-door crossover, The Mach-E is far afield from the two-door Mustang coupe it joins in the Ford lineup. But key Mustang influences throughout let us know this is indeed of Mustang lineage, even as Mach-E exhibits more futuristic DNA. Among its signature Mustang styling cues are a long hood, aggressive headlights, tri-bar taillights, and of course all the expected Mustang badging. What’s different is decidedly a departure from the familiar Mustang form, most notably a silhouette that blends elements of crossover and coupe design.
The Mach-E is available as Standard Range and Extended Range variants featuring differing battery capacities, with rear- or all-wheel drive. The Standard Range version uses a 75.7 kWh lithium-ion battery that’s expected to offer a 230 mile range in rear-wheel drive trim. Up to 300 miles will be delivered by the Extended Range version with its larger 98.8 kWh battery. A single permanent magnet motor is used on the rear axle of the rear-wheel drive Mach-E and one on each axle for all-wheel drive models. Performance specs for these Mach-E models range from 255 to 332 horsepower and 306 to 417 lb-ft torque.
A Mustang Mach-E GT Performance Edition slated for next summer raises performance levels with 459 horsepower and 612 lb-ft torque that should deliver 0 to 60 mph sprints in the mid-three second range. This performance model is equipped with a MagneRide Damping System, an adaptive suspension technology that enables the car to hug the road while delivering an exciting and comfortable ride
Batteries are located inside the underbody of the Mach-E between the axles. Liquid cooling optimizes performance in extreme weather. Positioning batteries outside the passenger and cargo areas allows ample room inside for five adults and 33.8 cubic feet of cargo, with capacity increasing to 59.6 cubic feet with the rear seat folded. Mach-E buyers can opt for a 240 volt Ford Connected Charge Station for home charging. A 120-volt mobile charger included with the Mach-E conveniently plugs into a standard household outlet, but charges considerably slower. The Mach-E can handle 150 kW fast charging at public charge stations offering this capability.
Three Mach-E models are currently available to order – Select, Premium, and California Route 1 – priced at $42,895 to $49,800. The Mach-E GT coming later next year can be pre-ordered at an entry price of $60,500.
The 2021 introduction of the Audi e-tron Sportback now adds a second all-electric model to Audi’s stable of electrified vehicles, contributing to the automaker’s corporate goal of electrifying 30 percent of its U.S. model lineup by 2025. The e-tron Sportback is a crossover SUV like the standard e-tron, but with a coupe-like four-door body influenced by the shape of the A7 Sportback sedan. Despite the steep pitch of the e-tron Sportback’s rear roof, there is ample headroom at all five seating positions.
Mechanically, the 2021 e-tron Sportback benefits from several improvements Audi made to the e-tron powertrain. The e-tron’s quattro all-wheel-drive system is powered via asynchronous electric motors on the front and rear e-tron axles. In a new-for-2021 development, only the rear axle provides e-tron Sportback propulsion in most driving conditions to improve efficiency. The front motor is designed to engage instantly in spirited driving and cornering situations or before wheel slip occurs in inclement weather conditions.
Power for the motors is provided by a 95 kWh battery that Audi has configured to use at less than total capacity, thus optimizing battery longevity and repeatable performance. For 2021, e-tron drivers can access 91 percent, or 86.5 kWh, of the battery’s total capacity, up 3 kWh from the previous model. Also new for 2021 are battery charge ports on both sides of the vehicle to enhance charging convenience.
Output for the e-tron Sportback is rated at 355 horsepower and 414 lb-ft torque, though with Boost Mode engaged those numbers rise to 402 horsepower and 490 lb-ft. In Boost Mode, the e-tron Sportback accelerates from 0-60 mph in 5.5 seconds. EPA rates the e-tron Sportback’s efficiency at 76 city and 78 highway MPGe, and 77 combined, with driving range of 218 miles. The e-tron Sportback’s regenerative braking system is designed to recoup energy from both motors during coasting and braking. Steering wheel paddles control the amount of coasting recuperation in three stages.
The e-tron Sportback is equipped with 20-inch wheels and adaptive air suspension as standard equipment. Standard driver assistance systems include Audi pre sense basic, side assist with rear cross-traffic assist, and active lane-departure warning. Among the features on the e-tron Sportback’s MMI touch screen system is a map estimating where the SUV can travel given its current state of charge, plus suggested charging station locations along the route. Amazon Alexa is integrated into the e-tron Sportback’s MMI system, and a subscription service provides access to news, music, audiobooks, and control of Alexa-enabled devices from the SUV’s steering wheel.
With a cost of entry at $69,100, the e-tron Sportback’s pricing is solidly in the midst of its competitors in the luxury electric vehicle field, like the Jaguar I-Pace and Polestar 2.
Manufactured in Tennessee on Volkswagen’s MEB modular world electric car platform, the 2021 VW ID.4 presents a new and compelling all-electric SUV that enters a segment presently dominated by Tesla, Chevrolet, and a select few others. What ID.4 brings to the battery electric SUV segment that Tesla doesn’t is price, coming in at a base cost of $39,995, some $10,000 less than Tesla’s Model Y.
For this, electric vehicle buyers get SUV hatchback utility, three-foot legroom in all seating positions, and ample luggage capacity for 5 adults. VW estimates ID.4 driving range at 250 mile on a full charge, and additionally points out that an additional 60 miles of range is attainable in just 10 minutes from a public DC quick-charge station.
Sporting a stature similar to that of Honda’s CR-V, the Volkswagen ID.4 rides on a steel-framed architecture featuring strut-like front suspension and multi-link suspension with coil-over shocks at the rear. This, combined with a long wheelbase and short overhangs, promises a smooth ride dynamic. Braking is handled by front disk and rear drum brakes.
A single permanent magnet, synchronous electric motor directs power to the rear wheels. The ID.4 produces 201 horsepower and 228 lb-ft torque that’s expected to deliver a 60 mph sprint in about 8 seconds. Electricity to power the motor is provided by an air-cooled, frame-integrated 82 KWh lithium-ion modular cell battery. An onboard 11KW charger enables three charge modes via standard 110-volt household power, 220-volt Level 2 charging, or DC fast charging. Typical charging with a home wall charger or public Level 2 charger will bring a full charge in 6 to 7 hours.
A minimalistic yet futuresque cabin with segment leading cabin volume rounds out ID.4’s architecture. Features include a driver-centric, touch sensitive steering wheel and a view-forward 5.3-inch ID information center that replaces conventional gauges. Vehicle operation is through steering wheel-mounted switches, with infotainment, climate control, device connectivity, navigation, and travel information accessed through a 10.3 inch touchscreen monitor. A 12 inch monitor is available with the model’s Statement Package.
Topping the list of features is expanded voice command and a communicative dash-integrated ID light bar. ‘Intuitive Start’ driver key fob recognition enables pre-start cabin conditioning capability. Base model upholstery is ballistic cloth with leatherette seat surfaces optional.
Volkswagen’s IQ Drive driver assist and active safety suite features travel assist, lane assist, adaptive cruise control, front and rear sensors, emergency assist, blinds spot monitoring, rear traffic watch and more. All this comes standard along with Pro Navigation, a heated steering wheel and front seats, wireless phone charging, and app connectivity for compatible devices.
The ID.4 EV is available in six colors and two trim levels, Gradient and Statement, for personalization. The optional Gradient package features a black roof, silver roof trim, silver accents, and silver roof rails along with 20-inch wheels to complete the upscale look. Looking forward, while rear-wheel drive is the choice today, Volkswagen is already talking up an all-wheel drive variant for early 2021 along with a lower-priced base model.
As the world’s largest automotive group, Volkswagen has the capacity to change the ever-expanding electric-car landscape. Looking at the style and utility of VW’s all-new ID.4, you can sense the renewed “people’s car” direction of the brand that accompanies the automaker’s commitment to electrification. VW says it’s aiming at selling 20 million electric cars based on the MEB electric car platform by model year 2029. Certainly, the potential for selling in truly significant numbers is reinforced by ID.4 pre-orders selling-out in just weeks, it’s safe to say.
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.
The 2021 all-electric Polestar 2 arrives in North America this year as the brand’s first pure electric vehicle, aiming to take on Tesla in a market that’s seeing increased interest in EVs. Produced in China through a collaboration of Volvo and Geely Motors, this 5-door midsize electric hatchback proudly forwards the Polestar nameplate that was formerly dedicated to Volvo’s performance arm. Now, Polestar represents the maker’s global electric car initiative as a stand-alone car brand.
At first glance, there’s no mistaking the Volvo pedigree of Polestar 2 as it embraces the design language of Volvo’s XC40. Manufactured on Volvo’s CMA (compact modular architecture) platform, it presents premium fit and finish seamlessly blended with the utmost in functionality. This eye-catching model gets high marks for attention to detail, clean lines, and an unapologetically conventional front facade and grille design that fits its persona, without giving way to the whims of those who seem convinced an electric must look decidedly different.
No performance is lost here in the transition to zero-emissions electric power. Polestar 2 is motivated by dual electric motors, one at each axle, producing a combined 408 horsepower and 487 ft-lb torque in the Performance Pack all-wheel drive variant. This delivers a claimed 0 to 60 sprint in just 4.5 seconds.
A 292 mile range is estimated on the electric’s 78 kWh LG Chem lithium-ion battery pack, which is said to be 10 percent more powerful than Audi and Jaguar offerings. Polestar integrates the battery module as a crash-protected unibody stress member, improving overall road handling characteristics through strategic weight distribution. There are multiple charging options with integrated dual inverters and AC/DC at-home and network charge capability. Charging to 80 percent capacity can be had in 45 minutes at a fast-charge station.
Polestar 2’s regenerative braking enables one-pedal driving, a feature pioneered by the BMW i3 some years back and now adopted in an increasing number of electric models. In effect, strong regenerative braking slows a vehicle down sufficiently to often allow coming to a gradual stop without using the brakes, a fun feature that enhances the joy of driving. Although not fully autonomous, Polestar 2 comes standard with the automaker’s Polestar Connect, Pilot Assist, and adaptive cruise control for Level 2 partial automation.
Inside, driver and passengers enjoy a more conventional cockpit and cabin environment than that presented by some competitors. Polestar 2 is minimalistic but also business class posh in its interior design, placing emphasis on low environmental impact manufacturing practices and materials like repurposed Birch and Black Ash wood accents, plus soft touch ‘vegan’ synthetic seat fabrics.
Heated and cooled seats, inductive cellphone charging, ample points for device connectivity, and a standard panoramic digitized sunroof are provided. Information is intelligently presented in the instrument cluster and a large center stack navigation/infotainment touchpad. A familiar center console select shift is used. Easy access to an ample cargo deck is afforded by a power lift rear hatch, with additional room provided by a fold-down second row seat.
The price of entry for Polestar 2 is $59,900 before federal or state incentives, with the model offered in three trim groups, five color combinations, and four add-on price upticks. It’s currently available for order in Los Angeles, San Francisco, and New York. Buyers will discover a no-salesman showcase approach with a take-your-time-and-look buying and lease environment. As the market reacts, Volvo intends to make Polestar 2 available in all 50 states.
Early electric vehicle efforts took many forms, with automakers striving to compress the learning curve in order to meet California’s impending 1998 zero emission vehicle mandate. While a few automakers like Honda developed their electric vehicle programs around all-new designs, most turned to electrifying existing car, truck, minivan, or SUV platforms. Some were recognizable models sold in the U.S. Others, like the Ford Ecostar, were built on platforms sold only abroad. The Ecostar was unique in many respects, not the least of which was its use of an experimental sodium-sulfur “hot” battery, which provided exceptional on-board energy. Ultimately, this battery didn’t make the cut and was abandoned, although the Ecostar itself still shines as one of the era’s true stars. This article shares details of Ford’s Ecostar program and is presented as it originally ran in Green Car Journal’s December 1993 issue.
Excerpted from December 1993 Issue: It was just over a year ago when Ford debuted its Ecostar electric vehicle to the skeptical motoring press in Los Angeles, Calif. The unusual vehicle, based on the automaker's European Escort Van built in Britain at Ford's Halewood, Merseyside, manufacturing facility, seemed normal enough at first blush. But its powertrain made it the most unique vehicle ever to hit Hollywood's Sunset Strip.
Green Car Journal editors who drove the Ecostar found it to be an extremely capable EV, perhaps the best to date. But there were a few small glitches including an occasional drivetrain shudder and a degree of inverter noise. A recent test drive in a more refined Ecostar example illustrates just how far Ford has come in its electric vehicle project. The only two glitches we had noted were conspicuously gone, and the Ecostar drove better than ever.
"The shudder was an interaction between the drive system and the mechanical system it was driving, creating a resonance," Ford's Bob Kiessel told Green Car Journal. "What we had to do was compensate for that resonance. It's all done electronically.” Evolutionary changes in the controller also eliminated the high-pitched noise noted on the earlier drive. The Ecostar's gauges and diagnostics were also working this time around, a simple matter of more time spent dialing in the EV's many functions and subsystems.
During this most recent drive, we were aware of a significant amount of tire noise making its way to the cabin. Because this also created its own unique resonance, it was cited by some drivers as motor noise, a suggestion that Kiessel denies. Even so, he offers that improvements are in the works.
"We're testing a next-generation motor-transaxle that cuts the noise level down by an order of magnitude," Kiessel shares. Tire noise will be engineered out, at least to a greater degree, as R&D work on the Ecostar continues.
There was a reason for the Ecostar's recent coming out party. Ford has completed a number of the Ecostar examples it began assembling in June and was preparing to deliver them to fleets for real world testing over a 30-month period. Fleets taking delivery: Southern California Edison (Los Angeles, Calif.); Pacific Gas & Electric (San Francisco, Calif.); Allegheny Power (Frederick, Md.); Commonwealth Edison (Chicago, Ill.); Detroit Edison (Detroit, Mich.); and the U.S. Dept. of Energy (Washington, D.C.).
Ecostars now being driven on U.S. highways are milestone vehicles in that they're the first to travel under power of advanced batteries. The 37 kWh, 780-pound sodium-sulfur battery, built by ABB (Heidelberg, Germany) for Ford, allows the 3100-pound Ecostar to achieve a conservative Federal Urban Driving Schedule range of 100 miles. Acceleration on the highway is brisk enough to meet daily driving needs. Ford estimates 0-60 mph acceleration at about 16.5 seconds, in the realm of a Volkswagen EuroVan powered by a 2.5-liter inline 5-cylinder engine. Top speed is cited as 75 mph.
Once the entire 105 vehicle fleet is fielded in the U.S., Mexico, and Europe, it's expected that Ford will get plenty of feedback on how these vehicles perform and how they can be fine-tuned for the real market.
"This vehicle is a learning tool for us in several different ways," says Kiessel, "from a design standpoint to an engineering skills standpoint, and from a supplier development standpoint to market development and service. It's a probe to learn. What we're trying to do is focus on the things that will help us make better electric vehicles in the future."
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.
The immensely popular pickup field is being electrified. Coming electric pickups from legacy automakers like Ford and GM are hugely important since pickups are among their most profitable models. And Tesla? Well, in its typical disruptive fashion, Tesla is introducing a wildly different take on pickups with the company’s signature performance and range characteristics built in. Even luxury electric vehicle maker Karma plans to join the party with an extended range electric pickup.
Names like Atlis, Bollinger, Lordstown, Nicola, and Rivian are new to the scene. These startups are in varying stages of development, some with a solid foundation of billions in investment, manufacturing facilities, and actual product in the works, and others a bit more aspirational. Will they succeed? Time will tell. Plus, we’ll have to see how some wishful launch schedules align with reality.
ATLIS MOTOR VEHICLES plans to offer its heavy-duty electric XT as a regular bed pickup, plus in flat-bed, service body, and dually configurations. Atlis says the truck will carry a 1,000 to 5,000 pound payload, tow 6,000 to 17,000 pounds with a conventional hitch, or 20,000 to 35,000 pounds with a fifth wheel or gooseneck hitch. The company claims a driving range of 300 to 500 miles. These capabilities depend on the battery capacity selected, which starts at 125 kWh. Rather than the lithium-ion batteries powering most EVs today, Atlis is using nickel-manganese-cobalt batteries. It says these batteries are fast-charge capable and can be charged in as little as 15 minutes.
ANALYSIS: The performance claimed by Atlis is quite ambitious, especially since it’s using a less mature battery chemistry and plans to offer a pickup starting at $45,000. This start-up has a concept model developed and is actively seeking investment.
BOLLINGER is looking at a late 2020 launch for its B2 electric pickup and B1 electric SUV. The B2 pickup will have a GVWR (gross vehicle weight rating) over 10,000 pounds, making it a Class 3 truck with a 5,000 pound payload capacity. It’s expected to offer a 7,500 tow capability and drive an estimated 200 miles with power from a 120 kWh battery pack. Portal axles mean excellent ground clearance for off-road duty. The Bollinger B2’s Class 3 rating and stark styling – flat glass, external door hinges, and aluminum body panels devoid of compound curves that can be formed by simple equipment – makes it clear the company is not aiming at buyers who want to make a fashion statement. Plus, prototypes shown to date have an austere interior without an infotainment system, surprising for a vehicle projected to have a $125,000 price tag. The cargo area’s unique pass-through into the cab makes the truck capable of handling a telephone pole.
ANALYSIS: With its substantial price, rudimentary styling, and austere interior, Bollinger’s B2 pickup appears aimed at commercial applications rather than mainstream pickup buyers. It looks like Bollinger recognizes this niche market role since the company is planning to make only 1500 vehicles in its first year.
FORD plans to offer as many as 16 pure electric vehicles by 2022 including an electric Ford F-Series pickup, which could appear later in 2021. Ford hasn’t released much information about the electric F-150, but it is expected that range, payload, and towing capability will be competitive with other electric pickups, and perhaps a bit better. That means a range of 250 to over 400 miles, at least a ton of payload, and the ability to tow 7,500 to 14,000 pounds. These numbers are based on battery kWh capacity and selected motors. Like options for conventional F-150s these will be items to be checked off by buyers.
ANALYSIS: Pickup buyers are a very loyal bunch, and if the electric F-150 doesn’t stray too far from the best-selling F-150 it should readily succeed with Ford pickup fans who want to go ‘green.’
GM will naturally have an electric pickup if its traditional competitor Ford has one, and in all likelihood, it will offer several. GMC will get a version that will be marketed as a Hummer, and a Chevrolet Silverado variant will surely emerge since this brand has such a huge pickup following. Both would be built on a similar platform with capabilities comparable to that of Tesla, Rivian, and Ford electric pickups. Again, buyers will be able to select battery/motor options. GM expects a 2021 launch for its electric GMC Hummer pickup. Rumor has it that a Chevrolet Silverado variant will be a more traditional pickup built on a smaller version of the platform, with the GMC Hummer pickup aimed at the off-road, adventure vehicle buyer.
ANALYSIS: Chevrolet and GMC, like Ford, have the advantage of decades of owner loyalty. An electric Chevy Silverado pickup will certainly find a strong following, while the Hummer will likely be a niche vehicle.
KARMA AUTOMOTIVE says it is developing an electric pickup that extends its battery range with electricity from an internal combustion engine-generator, similar to its existing electrified products. The electric pickup will be based on a newly developed all-wheel drive platform and cost less than the company’s $135,000 Revero GT, an extended range electric luxury sedan. A concept pickup is promised later in 2020. The new electric pickup will be built at the company’s existing manufacturing facility in Southern California.
ANALYSIS: A start-up that launched in 2015, Karma has shown it is committed to the electric vehicle market with several high-end models under its belt and others in the works. It has worked with Italy’s renowned car design and coachbuilder Pininfarina on a concept electric grand touring car with production potential, so we have yet to see if its coming electric pickup will be an entirely in-house project or involve others.
LORDSTOWN MOTORS says it plans a 2021 introduction for its Endurance electric pickup with a four-wheel-drive hub motor system. Limited information is available except that it will climb a 30 percent grade fully loaded, carry a 2200 pound payload, and tow 6000 pounds. Range is estimated at a minimum 250 miles. The company is now taking deposits for its 2021 Endurance pickup at a base price of $52,500. Its primary emphasis is on fleets, though private parties can also make a reservation.
ANALYSIS: Lordstown Motors has received a $40 million loan from General Motors and took over GM’s huge Lordstown Assembly Plant. GM is building a large battery factory nearby in partnership with LG Chem. Part of this effort might include taking up an option to lease space in the Lordstown Assembly Plant. In addition to its own manufacturing, Lordstown Motors hopes to provide overflow manufacturing capacity for Workhorse Group’s last-mile electric delivery vans.
NIKOLA MOTOR COMPANY has shown its Nikola Badger pickup that would presumably come in two models, one battery-electric and the other running on a combination of battery electric and hydrogen fuel cell power. Battery electric propulsion is said to feature a 160 kWh battery and a 300 mile range. Adding fuel cell power to the battery electric powertrain would incorporate a 120 kW fuel cell and a total 600 mile range, when hydrogen is available. The Badger is engineered to deliver 906 peak and 455 continuous horsepower, with a massive 980 lb-ft torque. An 8,000 pound tow capability is claimed. In addition, the pickup will feature a 15 kW power outlet for tools, lights, and compressors. Nikola says it will partner with an established OEM to build the Badger and initially announced a late 2020 launch plan, while identifying a $60,000 to $90,000 price range.
ANALYSIS: Nikola is leveraging the technology and expertise developed for its Nikola One and Nikola Two electric and fuel cell semi tractor-trailer trucks. Given the capabilities of the Badger pickup and the likely high price tag of a combined battery electric and hydrogen fuel cell powertrain, we would expect its target market to be primarily commercial operations. Nikola plans to build hydrogen filling stations along well-traveled truck routes to facilitate fuel cell use, a move that further underscores a focus on the commercial market.
RIVIAN plans to launch its R1T pickup in 2021. It will be available with 105, 135, and 180 kWh battery packs and corresponding ranges estimated at 230, 300, and 400 miles, starting at an estimated price of $69,000. All versions will have an 11,000 pound tow rating. The pickup features a ‘gear tunnel’ stowage space behind the rear seats and the ability to make a 360-degree turn in its own length, like a tank. In addition to the truck, Rivian will offer an R1S SUV using the same skateboard platform as the R1T truck.
ANALYSIS: While Rivian is a startup, it has billions in backing from the likes of Ford, Amazon, and T. Rowe Price. Amazon has placed an order with Rivian for 100,000 electric delivery vans, which will be built at Rivian’s manufacturing facility in Normal, Illinois, a former Mitsubishi assembly plant acquired by Rivian in 2017.
TESLA’S Cybertruck is by far the most high-profile pickup introduction and the one most talked about today. Coming from the well-established electric car leader, the Cybertruck is a combination of edgy and disruptive styling one might expect on the set of a dystopic sci-fi thriller infused with some pretty impressive innovations. Among these are a motorized metal tonneau cover that completely retracts below the truck’s rear window and a built-in ramp for loading gear and recreational toys. Tesla claims its stainless steel Cybertruck will deliver a range of 250 to 500 miles, offer a 3500 pound payload, and will be capable of towing between 7500 to 14,000 pounds. The range of capabilities varies on battery capacity – 75 to 200 kWh – and motor configurations, including Tri Motor AWD, Dual Motor AWD, or Single Motor RWD. Prices are said to range from $39,990 to $69,900, though Tesla’s track record of rolling out high-spec editions first means the lower-end model won’t be seeing daylight any time soon.
ANALYSIS: Tesla, which arguably can be credited with making electric vehicles a serious option to combustion engine models, could be the first startup to achieve long term success. The company sold 367,500 cars in 2019 and has four current models in its stable with plans for more, which means it has transcended the traditional definition of a niche automaker. Like previous Tesla products, expect the Cybertruck to exhibit many changes before deliveries presumably start in late 2021.
A shift to electric pickups is tantalizing to many, but it’s no easy thing. It’s true that electric pickups require less maintenance than their gasoline or diesel counterparts. Still, there are times when EV-specific service will be required beyond the usual tire, brake, and fluid maintenance that can be performed by mainstream service providers. Electric pickup manufacturers must provide for this service. That’s not a significant issue for legacy automakers like Ford and GM that have a widespread dealer sales and service network, even in sparsely populated states. Service personnel at dealerships can be trained in EV-specific work. Fledgling and start-up electric pickup companies will certainly be at a disadvantage here.
Are there other electric pickups in the works beyond the brands mentioned here? That’s certainly likely considering the interest already developing and the intensively competitive nature of the auto industry, though details on additional players are unknown. With the advent of electric pickups on the near horizon, that may change sooner than you would expect.
Even amid the huge effort now underway to gain market share with new and coming battery electric vehicles, automakers show a continuing interest in keeping the potential of hydrogen vehicles alive. Indeed, the most high-profile players in this space are taking the next steps toward normalizing the way we look at zero-emission hydrogen fuel cell vehicles, models that drive on electricity generated by an electrochemical reaction of hydrogen and oxygen.
One of the advantages of a hydrogen fuel cell vehicle has been its ability to refuel in five minutes and then deliver 300 or more miles of driving range. That’s about the same amount of time it takes to fill a gas tank, an important baseline. Electric vehicle batteries, on the other hand, typically take many hours to charge. Today’s electric vehicle fast-charging, and the potential for newly-developed extreme fast charging (XFC) technology, could diminish the hydrogen fuel cell vehicle’s rapid refueling advantage.
Still, high-profile players in the auto industry like Honda, Hyundai, and Toyota apparently feel strongly that hydrogen fuel cell electric vehicles (FCEVs) may play an important part in our driving future. Honda currently leases the Clarity Fuel Cell sedan to California residents living or working in areas where hydrogen fueling stations are available. Hyundai also offers its NEXO hydrogen fuel cell crossover model and Toyota its Mirai fuel cell sedan. Since there are only 47 hydrogen stations in the U.S. with 42 of these in California, it’s really no surprise that all three automakers focus their fuel cell vehicle sales exclusively to limited areas with hydrogen fueling.
Underscoring hydrogen’s continuing momentum, Toyota will shortly release its second generation Mirai sedan. Introduced five years ago as the first fuel cell model offered for sale to retail customers, Toyota’s current Mirai is as notable for its styling as it is for its advanced zero-emission propulsion. Its swoopy, angular, and stylistically forward design does speak ‘future” – which, by the way, is what ‘Mirai’ actually means in Japanese – but that design has been a bit too much for most folks’ taste. The coming, all-new 2021 Mirai changes all that.
As shown by the new model’s concept, the second-generation Mirai is nicely sculpted with smooth-flowing lines, presenting as a stylish mainstream sedan with coupe-like design influences. Evolving from the front-drive first-generation Mirai, it uses a new rear-drive platform with a more rigid body structure that’s longer, lower, and wider than its predecessor, riding on a 114.9-inch wheelbase and featuring a length of 195.8-inches with a 74.2-inch width.
This new design is accompanied by a reimagined interior that’s more spacious and now allows for five passenger seating rather than four. Its multimedia system includes navigation and dynamic audio provided by a JBL sound system with 14 speakers. The Mirai’s handsomely sculpted dash features a 12.3-inch, high resolution TFT touchscreen. Drivetrain advancements are also part of the package. While full details have not yet been disclosed, the 2021 Mirai is expected to feature a more advanced fuel cell system featuring increased performance and up to 30 percent greater driving range. Like the model before it, the new Mirai is capable of filling up its hydrogen tank in just five minutes.
Beyond light-duty vehicles, where hydrogen could become a major transportation fuel is in over-the-road trucks that travel fixed routes, where hydrogen refueling stations are available. While adding larger and heavier batteries to increase the range of personal-use electric vehicles is not a big problem, every pound of battery capacity added to increase the range of commercial trucks means a pound less of payload, impacting the bottom line. Thus, fuel cells could prove to have a large advantage over electric trucks and be appealing in the commercial world.
While adding larger and heavier batteries to increase the range of personal-use electric vehicles is not a big problem, every pound of battery capacity added to increase the range of commercial trucks means a pound less of payload, impacting the bottom line. Thus, fuel cells could prove to have a large advantage over electric trucks and be appealing in the commercial world.
Supporting this notion is Anheuser-Busch, which has ordered up to 800 Nikola Two hydrogen fuel cell semi-tractor trucks for its operations. Two prototypes are already delivering Budweiser beer. On another front, Hyundai and big-rig producer Cummins may jointly develop and commercialize fuel cell powertrains by combining Hyundai’s fuel cell systems with Cummins’ electric powertrain, battery, and control technologies. Toyota and Kenworth are building 10 fuel cell semi tractors for use in and around the Port of Los Angeles and Port Heuneme, California, where decreasing port-related emissions is a significant challenge.
Where is this all leading? Toward the future, of course…one that continues to evolve with an as-yet unknown mix of conventional, electrified, and alternative fuel vehicles being developed by legacy and newly-launched auto and truck manufacturers. Each has its own vision of what our driving future will look like. Time will tell what role hydrogen will play in this unfolding transportation world.
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 MINI E was a pretty cool car based on the MINI Cooper two-door hardtop, fun to drive and pretty attention-getting with its unique, yellow electric plug graphics. We were sorry to see it go and really expected to see a production version introduced shortly after the MINI-E’s 2009/2010 field trials came to an end…but that wasn’t to be.
More recently, MINI has been offering its Cooper SE Countryman ALL-4, a plug-in hybrid model featuring gasoline engine power and 18 miles of all-electric driving. It’s not all-electric, but does champion MINI’s continuing interest in electrification. Now, after a long wait by MINI fans, the follow-up all-electric 2020 MINI Cooper SE has arrived.
The earlier Mini E’s battery pack replaced the rear seat, making it a two-seater. Contrasting this is the T-shaped battery pack in the new MINI Cooper SE that’s located beneath the rear seat and runs between the front seats. Thus, the Cooper SE remains a four-seater without compromising passenger or luggage space. While the MINI E had a range of about 100 miles on its 35 kWh lithium-ion battery, the Cooper S E improves on this a bit with an EPA estimated range of 110 miles with power from a smaller 32.6 kWh battery. It’s also energy efficient with an EPA rated 108 combined MPGe (miles per gallon equivalent).
Powering the Cooper SE is a synchronous electric motor featuring 181 horsepower and 199 lb-ft torque. Since maximum torque is available from standstill, the front-drive Cooper SE accelerates from zero to 60 mph in a brisk 7.3 seconds. To prevent slip during launch, the electric traction control system was integrated into the MINI’s primary electronic control unit (ECU), enabling computer control to shorten the time between wheel slippage and system response.
Four driving modes are offered. The default MID setting brings comfort-oriented steering characteristics, while a GREEN mode results in greater efficiency to increase range. GREEN+ disables features like heating, air conditioning, and seat heating to further increase range. SPORT mode, as you would expect, provides more sporty driving.
A driver can control the car’s degree of regenerative braking to increase or decrease deceleration intensity. A stronger regen setting can be selected if one-pedal driving is preferred. With aggressive regen, a Cooper SE begins decelerating as soon as a driver’s foot is lifted from the accelerator, enabling the car to be slowed at low speeds without using the hydraulic brakes. The softer regen setting is available for those who prefer a more conventional driving and braking feel.
Cabin heating is provided by an energy-efficient heat pump system that collects waste heat from the motor, drive controller, high-voltage battery, and outside temperatures. The result is 75 percent less energy use than a conventional electric heating system, thus saving all-important battery power to gain additional driving range. On hot or cold days, cabin temperature can be pre-conditioned by activating heating or cooling through the MINI Connected Remote App on a smartphone. The app also displays battery state-of-charge, available range, and energy consumption statistics. A map shows nearby public charging stations.
Standard equipment includes either Connected Navigation or Connected Navigation Plus, depending on the trim level. Connected Navigation includes a 6.5-inch central touchscreen. It enables Real Time Traffic Information to help a driver navigate around traffic congestion, along with Apple CarPlay and the internet platform MINI Online. Connected Navigation Plus includes an 8.8-inch color screen and adds wireless cellphone charging.
Speed, remaining range, battery charge level, and power demand are shown on a 5.5-inch digital instrument cluster screen behind the steering wheel. Also shown are navigation directions, selected MINI driving modes, status of driver assistance systems, and traffic sign detection.
The Cooper SE can be charged with a 120 volt AC household outlet or quicker with a 240 volt Level 2 wall or public charger, the latter taking about 3 1/2 hours from depleted to full charge. When 50 kW Level 3 fast-charging is available, the Cooper SE can be charged to 80 percent battery capacity in only 35 minutes. Charging is via a charge port above the right-hand rear wheel, the same location where you refuel a conventional MINI.
MINI’s Cooper SE is what fans of the marque have been waiting for. It’s packed with technology and promises a fun driving experience, at a reasonable base price of $29,900. Sign us up!
Porsche has entered the electric vehicle market in a big way with its long-awaited Taycan, known for some time by its concept name, the Mission E. While Porsche has had plug-in hybrids in its model line for some time, this is the marque’s first all-electric vehicle.
Taycan comes in three versions to fit varying desires – the Taycan 4S, Taycan Turbo, and Taycan Turbo S. All variants feature all-wheel-drive using two electric motors, one driving each axle. The three Taycan versions differ only in battery capacity and horsepower, with each featuring varying levels of performance and driving range.
The point of entry for the model is the $103,800 Taycan 4S, which features a 79.2 kWh battery pack and 522 horsepower from its two motors. The $150,900 Taycan Turbo is energized by a 93 kWh battery and delivers 616 peak horsepower. This same 93 kWh battery pack is optional on the Taycan 4S. At $185,000, the Taycan Turbo S shares the same powertrain as the Turbo model but is tuned to deliver an even greater 750 horsepower when using launch control. Launch control power lasts for short bursts of 2.5 seconds. After that, all models reduce output slightly to protect the drivetrain from heat.
EPA rates the Taycan Turbo at a 201 mile driving range. That breaks the 200 mile barrier perceived by many as necessary for next-generation electric vehicles, but it is lower than some other electrics like the Audi e-tron and Tesla Model S. EPA fuel efficiency for the Taycan Turbo is a combined 69 MPGe (miles-per-gallon equivalent). Efficiency and range ratings for the Taycan 4S and Taycan Turbo S have not yet been released.
Porsche’s Taycan is the first electric vehicle to use an 800-volt electrical architecture. This allows more powerful 270 kW charging that enables recharging the battery from 5 to 80 percent in about 22 minutes. This requires an 800 volt DC public fast charger that is still quite rare. More common 400 volt DC fast-charging is limited to 50 kW, with some 150 kW chargers available that triple maximum charging power at 400 volt DC fast-charging stations. These can bring an 80 percent charge in 90 minutes or less. Charging the Taycan using a widely-available 240-volt Level 2 public or home charger takes 10 to 11 hours.
All Taycans come with a 10.9-inch infotainment screen, Apple CarPlay, navigation, Bluetooth, HD and satellite radio, four USB ports, panoramic sunroof, and adaptive air suspension. Among the model’s standard safety equipment is a rearview camera, parking sensors, forward collision warning with brake assist, lane keep assist, traffic sign recognition, and adaptive LED headlights. Optional safety items include blind spot monitoring, adaptive cruise control, night vision camera, and a surround-view parking camera system. Adding the optional performance package brings four-wheel steering and active anti-roll bars.
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.
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.
Aston Martin Lagonda's production-ready Rapide E, the marque’s first all-electric production car, is on its way to market. The first car built at Aston Martin’s state-of-the-art St Athan production facility – the brand’s Home of Electrification – Rapide E represents a pioneering first step towards achieving the company’s more comprehensive electrification strategy and the successful fruition of Lagonda, the world’s first zero-emission luxury brand.
Inside and out, Rapide E is equipped with the materials and technology befitting of the marque’s first EV model. Gone are the analog displays of the past. A 10-inch digital display now sits in their place, delivering all essential information to the driver including the battery’s state of charge, current motor power levels, regenerative performance, and a real-time energy consumption meter. Swathes of carbon fiber have been deployed throughout, assisting in delivering the strict weight targets set by Aston Martin’s engineering team.
A redesigned underfloor streamlines airflow from the front splitter all the way through to Rapide E’s new more massive rear diffuser, a feature now wholly dedicated to aero efficiency due to the removal of the exhaust system required in the past. The model’s forged aluminum aerodynamic wheels, which are shod with low rolling-resistance Pirelli P-Zero tires, have also been redesigned to provide further efficiency without compromising brake cooling capability. The sum of these changes gives Rapide E’s aerodynamic package an 8 percent improvement over the previous internal combustion model.
An 800-volt electrical architecture battery powers Rapide E – encased in a carbon fiber and Kevlar casing – with a 65 kWh capacity using over 5600 lithium-ion cylindrical cells. This bespoke battery pack lies where the gas model’s 6.0-liter V-12, gearbox, and fuel tank were located. This battery system powers two rear-mounted electric motors producing a combined target output of just over 600 horsepower and a colossal 700 lb-ft torque. Top speed for Rapide E is 155 mph with a 0-60 mph time of under 4 seconds.
A special edition with a production run strictly limited to 155 units, Rapide E has been developed in collaboration with Williams Advanced Engineering.
Lou Ann Hammond is CEO and editor-in-chief at drivingthenation.com
First thing: Have you driven an electric car? If you’ve lived with one for a time, then you likely have some solid ideas of your EV’s best features. Those who have just done a few test drives or haven’t driven electric at all could use some illumination. So here you go.
1. Hey, speed racer! Most electric cars boast pretty impressive acceleration from a stop. Unlike an internal combustion engine, electric motors generate 100 percent of their torque right out of the gate, which means your launch from standing still can be much more aggressive than you would imagine. We’re not saying you should do this as a matter of course…just that it’s kinda fun to know that capability exists.
2. Charging is way cool. Really. There’s nothing like parking your car for the night, plugging in, and starting the next day with a full ‘tank’ of energy on board. Just imagine life without the need to stop at a gas station. If you’re able to sign up for an electric vehicle rate plan from your electric utility, then set your charging to take place at non-peak hours overnight. You’ll have a full charge in the morning at the least possible cost. Plus, an ever-expanding network of public chargers is available for charging away from home, and while many now require a fee, a great many still provide energy for free. So, benefit from the kindness of strangers.
3. Electric vehicles are quiet, so enjoy your solitude. In the early days of EV development during the 1990s, there were unexpected noises to contend with like gear whine, high frequency noise from motor controllers, and such mundane things as the sound of tires contacting pavement and wind rushing past the windshield. Really. The familiar sound of internal combustion that normally masks the everyday sounds of motoring was notably absent. Over the years electrics have been engineered with better and quieter controllers, additional soundproofing, and other engineering measures to create the quiet EVs we have today. Experience the Zen.
4. EVs are extraordinarily efficient so you’ll be saving money every mile you drive, compared to driving on gas. The exact amount varies since gasoline and electricity costs differ by state, region, and city. A recent analysis by the Department of Energy indicated the national average for a gallon of gas was $2.74 compared to $1.21 for an ‘eGallon.’ DOE’s calculations factor the cost of fueling with gas compared to a similar vehicle that runs on electricity. The difference is even more dramatic in California, where I recently fueled up with standard grade gas at $4.59 per gallon. I was glad to get behind the wheel of an electric at the earliest possible opportunity.
5. Driving electric is like being in an immersive game. You have an extraordinary level of influence over your car’s efficiency with instrumentation providing continuous feedback on your driving and how this is affecting range. That’s not as critical in an EV with a 250-mile range capability as it is in one that can go only 90 miles on a charge, but that doesn’t matter. You’ll find yourself intrigued by your car’s instant feedback on energy usage, battery status, and distance-to-empty. There will be times when you will consciously (or unconsciously) adjust acceleration, speed, and downhill coasting to eke out more miles on that constantly recalculating distance readout, since more efficient use of on-board energy adds miles in real-time. Backing off the accelerator early and coasting up to a red light to maximize regenerative braking that feeds energy to the batteries is also human nature for an EV driver. Game on!
