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.

BMW’s i3 gets its first mild facelift since its introduction in 2014 plus a new i3s sport model, featuring a higher performance electric drive, sport suspension with 10 mm lower height, and a 40 mm wider track. A restyled front fascia gives both the BMW i3 and i3s a wider appearance. The front apron on the i3s includes aggressive M-like scoops while the rear apron has individually styled contours with black surrounds around a wide, body-colored inlay. Both the i3 and i3s have standard full-LED headlights using LED bulb units for both low and high beams, as well as for daytime running lights. New turn signal indicators also feature LED technology.

The i3s uses a high output 184 horsepower electric motor that generates 199 lb-ft peak torque, 15 greater lb-ft than the standard i3 plus an additional 14 horsepower. BMW also updated the i3s drivetrain to optimize power delivery and the performance curve at higher rpms. At the limits of its motor speed range, power and torque of the enhanced drive system deliver an improvement of up to 40 percent over the standard i3. Driving dynamics and e-Driving abilities are significantly enhanced at higher engine speeds when higher performance and higher torque are more noticeable. In addition to Comfort, Eco Pro, and Eco Pro+ settings, i3s drivers can also choose SPORT mode for a more direct accelerator response and tighter steering

Both the i3 and i3s use the more powerful 33 kilowatt-hour lithium-ion battery introduced in the 2017 i3, which increased battery pack capacity by more than 50 percent and boosted driving range from 81 miles to 114 miles. without any changes in packaging. An optional REx range extending gasoline engine-generator is available for both the i3 and i3s to extend plug-in battery range to a maximum of about 180 total miles of driving.

The latest version of BMW’s iDrive 6 provides an intuitive interface for controlling infotainment, communications, and navigation in the i3 and i3s. When equipped with Navigation System Professional, the control display has a 10.25-inch screen with increased resolution. Automatic over-the-air updates of navigation data are provided via a mobile network connection. The voice recognition system has improved comprehension through cloud-based speech processing. All BMW Connected and BMW Connected+ services are available. On-Street Parking Information, available for the first time in i3 models, helps locate available parking spaces in many major U.S. cities. The system uses historical and real-time data to determine the likelihood of finding vacant parking and displays this information on a navigation map.

Public charging stations and their availability are also displayed on the navigation system’s map. With Navigation Professional, a boundary representing the maximum range the i3 could travel on its current charge status is displayed. Different ranges in each of the Driving Dynamic Control modes can also be shown.

The Technology and Driving Assistance Package for the i3 and i3s includes Active Driving Assistant, Active Cruise Control with Stop & Go, Daytime Pedestrian Protection, Frontal Collision Warning with City Collision Mitigation, and Speed Limit Info. Advanced Real-Time Traffic Information and ConnectedDrive Services are also included within the upgraded Navigation System package. Park Distance Control and Parking Assistance are options.

A BMW TurboCord electric vehicle charger provides charging via a standard 120-volt outlet and can also charge up to three times faster when used with a 240-volt outlet. It is the smallest and lightest UL-listed portable charger available and comes with a 20 ft charging cord.

 

At its launch, Chrysler’s Pacifica Hybrid immediately raised the bar for minivans by offering the highest fuel economy ever for this class of family-friendly vehicles, along with 33 miles of all-electric driving on battery power and an overall range of 570 miles. At the time its 3.6-liter Pentastar eHybrid made the 2017 Wards 10 Best Engines list. Now this plug-in hybrid powerplant has earned the distinction again as one of Ward’s 2018 10 Best Engines.

Apparently, Chrysler Pacifica Hybrid owners are also pretty impressed with this vehicle. In a group of 100 customers participating in a series of monthly ownership experience surveys, 90 percent said they would recommend the Pacifica Hybrid to others. Some 47 percent reported more all-electric driving range than expected with 22 percent saying they’re getting ‘much more’ range. Fully 97 percent of these owners shared they had decided on their Pacifica Hybrid purchase before visiting a dealership.

“Receiving this award, especially for the second time, validates our early conviction – as do reports from our customers," said Bob Lee, head of Engine Powertrain and Electrified Propulsion Systems Engineering at FCA  North America. "We knew this was a special project when we were asked to develop the most fuel-efficient minivan ever."

Altogether, the Chrysler Pacifica lineup has earned an impressive of 72 industry awards related to quality, styling performance, and safety. Plus, the model has earned the EPA's best possible environmental rating 0f 10, which quantifies a vehicle's greenhouse gas emissions and impact on climate change. And here's more perspective: Compared to the Chrysler Town & Country minivan it replaced, FCA says that over its lifetime a Pacifica Hybrid will result in lessening emissions equivalent to driving an average U.S. passenger vehicle more than 50,000 miles.

The Pacifica Hybrid is powered by an electric motor coupled to an eFlite electrically variable transmission. Power is supplied by a 16-kWh lithium-ion battery pack positioned beneath the minivan's second-row floor, which means interior volume is not impacted. Charging the battery pack requires about two hours with an optional 240-volt charger, although charging via a standard 120 volt outlet is also possible over a longer duration. The Pacifica Hybrid operates in efficient gasoline-electric hybrid vehicle mode once battery power is depleted. With its 33 mile all-electric capability, typical families running daily errands may find they rarely need the minivan's conventional hybrid power except on long drives.

Those seeking the functionality of a minivan that also delivers exceptional environmental performance will find the Pacifica Hybrid a pretty big deal. It is, in fact, a game-changer. At the time of its launch, all Monroneys (window stickers) on minivans identified the range of competitors in this class achieving 19-28 mpg. The emergence of the Pacifica Hybrid and its efficient Pentastar eHybrid engine prompted a change, with that statement now reading 19-52 MPGe, a nod to the Pacifica Hybrid's impressive efficiency.

While technically a plug-in series hybrid since it operates with its engine generating electricity rather than powering the drive wheels, GM officially prefers to describe the Volt as an extended range electric car. We get it and that does seem an apt way to describe this highly advanced electrified sedan. The Chevrolet Volt is distinguished for plenty of reasons, not the least of which is its 53-mile all-electric driving range before reverting to electric power from its 1.5-liter DOHC engine-generator, which delivers a total 420 mile driving range.

That 53-mile battery electric range is just one of the reasons the Volt is a standout. With the exception of Honda’s new Clarity Plug-In that achieves 47 miles on battery power before reverting to hybrid operation, no other plug-in hybrid competitors come close. Before the Clarity, the best PHEV competitors were able to offer 25 to 33 all-electric miles, with most achieving significantly less.

Green Car Journal editors spent a year and just over 20,000 miles behind the wheel of Chevy’s Volt, allowing plenty of time to experience life with this extended range electric under varying driving conditions. One thing continually stood out: Having this kind of battery electric range meant most of our daily drives were spent entirely in electric mode with zero emissions. When heading off to nearby cities beyond the Volt’s battery range or during our numerous road trips, it was comforting to know there was no limit to the distance we could drive with the car’s engine-generator at the ready.

The Volt drives confidently, and silently, with refined road matters and passenger comfort we came to appreciate on drives long and short. The changeover once batteries are depleted does bring a different feel since the engine-generator is more noticeable than engines in a typical plug-in hybrid, but not so much that we gave it a second thought during our drives.

Welcome features are replete in the Volt, from a built-in Wi-Fi hotspot, LCD instrument cluster, and 8-inch center touchscreen display to MyLink infotainment and advanced driver assist systems. Thoughtful touches like a heated steering wheel and heated front and rear seats help cinch the deal in cold weather driving.

It’s tough to find fault with the Volt since Chevrolet really did an exceptional job with this car. If we had one wish, it would be for a slightly more accommodating rear seat. The first-generation Volt was a four-seater since the car’s battery storage configuration meant a console was at the center of the rear seat, with batteries beneath. The rear seat in the second-generation Volt left the rear console behind in lieu of a center seat position, although it’s clearly better suited for a child than an adult. No matter…we’re happy with the change.

After 20,000 miles on the road, this was one long-term test car that was hard to give up. Our positive experience over our year of driving remains with us and, like every Volt owner we’ve run across, we can only heartily recommend this car.

The Honda Clarity family of vehicles has earned Green Car Journal’s 2018 Green Car of the Year Award^® amid a field of finalists that all featured electrification as part of their market strategy, including the Honda Accord, Hyundai Ioniq, Nissan LEAF, and Toyota Camry. The award was announced at a Green Car Journal press conference during AutoMobilityLA at the LA Auto Show.

Honda’s Clarity sedan is a future-thinking model that redefines how to deliver what drivers desire today, while also anticipating the shifting needs of a more environmentally positive driving future. It is offered in three electrified variations – one powered by plug-in hybrid power, another exclusively by battery power, and a third by a hydrogen fuel cell that creates electricity on board. This distinguishes Honda as the first-ever automaker to do this.

The Clarity Fuel Cell, Clarity Electric, and Clarity Plug-in Hybrid use the same advanced platform and many of the same powertrain components, enabling Honda to amortize manufacturing costs. This  also makes it straightforward to increase or decrease production of each variant to meet changing demand.

The winner was selected by a jury of environmental and efficiency leaders including Jean-Michel Cousteau, President of Ocean Futures Society; Matt Petersen, President and CEO of Los Angeles Cleantech Incubator and Board Member of Global Green USA; Dr. Alan Lloyd, President Emeritus of the International Council on Clean Transportation; Mindy Lubber, President of CERES; and Kateri Callahan, President of the Alliance to Save Energy, plus celebrity auto enthusiast Jay Leno and Green Car Journal editors.

The battery electric variant of Honda’s Clarity electric car trilogy is now on sale at select Honda dealers in California and Oregon. Green Car Journal had the opportunity to drive the Clarity fuel cell electric version of this model in Santa Barbara, California earlier this year…impressive! The Clarity battery electric vehicle is equally visually captivating and posh by any measure.

The battery electric Clarity does come with a modest 89 mile driving range between charges, though, which these days runs counter to the industry trend of aiming at significantly greater battery electric range. The reason? Decision makers at Honda felt the added expense and subsequent higher retail price of a long range Clarity electric would erode the brand’s reputation of affordability. Instead, Honda is focused on delivering a premium interior, very sophisticated five-passenger electric sedan to meet the needs of the market.

Steve Center, Vice President of Honda’s Environmental Business Development Office, explains that feedback from existing Honda Fit Electric owners showed little to no concern regarding “range anxiety” due to that model’s driving range, which is also just over 80 miles. Instead, drivers were more focused on a desire for a larger interior, which the Clarity Electric delivers. This assessment is important. While Clarity Electric production numbers have not been disclosed, Center says the lion's share will most likely go to previous Fit EV lessees.

Honda financing offers a competitive lease rate of $269.00 per month plus sales tax (adjusted for an available federal tax credit), with $1730 due at signing. A generous 20,000 miles per year is allowed in the lease and 24/7 roadside assistance is included.

The Clarity Electric features a 161 horsepower (120 kW) electric motor producing 221 lb-ft torque, powered by a 25.5-kWh lithium-ion battery pack. Charging takes just over three hours at a 240 volt home or public charger. According to Honda, an 80 percent charge can be achieved in just 30 minutes when using DC fast charging with the SAE Combined Charging System. The Clarity Electric is rated at 114 combined MPGe fuel efficiency.

Automakers have been in a frenzy of late to claim a leadership position with electrification. Volvo has now taken a significant step in that direction by announcing its intention to include an electric motor in all of its models launched after 2019.

That doesn’t signify an exclusive leap toward battery electric cars, even though Volvo does plan to launch five all-electric vehicles between 2019 and 2021. Electrification can take many forms including hybrid, plug-in hybrid, and electric-assist systems, plus of course cars that run exclusively on batteries. There will be a mix in the Volvo lineup depending on a model’s propulsion needs and market demands.

This move is not a surprise. Volvo announced three years ago that it was replacing the five- and six-cylinder engines that had been powering its models with a new and more efficient Drive-E four-cylinder. This engine architecture was designed from the beginning to include a start-stop motor and regenerative braking, plus ready integration with hybrid and plug-in hybrid technology.

The first use of Drive-E engines in the U.S. was in select 2015 Volvo models. Since Volvo’s plan all along was to transition its models to Drive-E power and this engine was designed for electrification, using electrically-augmented Drive-E engines – or in some cases battery electric drivetrains – in all new models after 2019 represents the next stage of this transition.

General Motors has been at work electrifying cars for decades, from the EV1, Spark EV, and an array of ‘mild’ hybrids to the acclaimed Volt extended-range electric that’s seen on highways across America. Volt owners interviewed universally respond with positive accolades, which means GM has done this car right. Now, the automaker’s 5-door, crossover-like Bolt EV hatchback aims to deliver a similarly satisfying ownership experience while providing even greater battery electric driving range.

The measurably fun-to-drive, imagination expanding Bolt EV features an EPA estimated 238 miles between charge cycles. That’s a groundbreaking figure in the realm of affordable electric cars for the masses, at an MSRP starting at $37,495 (before federal and state incentives). And that’s cool, but not what this gearhead finds most compelling when considering the purchase of a very viable, full-drive-time electric.

In short, the all-new Chevy Bolt EV is the first stand-alone electric plug-in that I could justify purchasing as my sole mode of transportation. The price is right and proven component and battery module reliability is a given, backed by an 8-year/100,000-mile warranty. Importantly, I discovered the Chevy Bolt to drive, ride, and handle well during our travels on country roads and city streets in the San Francisco Bay Area’s urban expanse.

Dropping into the driver’s seat of the Bolt EV not only leaves an impression of a comfortable and spacious cabin, but also proof of how effectively GM has ‘normalized’ the EV experience. Truthfully, one forgets it’s an electric vehicle being driven within minutes of taking the wheel. And that’s precisely what GM engineers had in mind when designing the Bolt EV – it’s that good.

Driving the Bolt EV is enlightening. The car’s low center of gravity delivers minimal side roll, excellent hill-climbing, on-tap torque, and quick sprint speeds. Satisfying power is delivered by a 200 horsepower electric motor powered by a 60 kWh lithium-ion battery pack. Chevy specs peg 0 to 60 mph acceleration at 6.8 seconds, and that seems about right. Steering response is better than anticipated and the regenerative braking system offers a familiar hydraulic-like feel.

Transitioning from driving the environs of Half Moon Bay to the more urban streets of San Francisco, the Bolt EV’s in-city maneuverability and ease of parking proved to be exceptional. Little to no electric motor noise was noted while wind and tire-to-pavement noise transmitted to the cabin was minimal, all thanks to advanced glass and considerable noise damping provisions. Keep in mind that these sounds are normally masked by the background sound of internal combustion in conventionally-powered cars, and thus magnified in vehicles with silent electric propulsion. Delivering a quiet driving experience in a battery electric vehicle is no small accomplishment, and the Bolt EV does this well.

The Bolt EV’s compact gel foam front seats are unusually comfortable for a subcompact car, providing ease of adjustment and good driver-to-control positioning. Rear seats accommodate taller passengers without compromises in comfort or position due to the car’s relatively high bodyline.

It took just a few minutes for the learning curve in operating the Bolt EV’s center stack and segmented digital instrument cluster. Features are near-intuitive to operate and driver-to-car personal electronics connectivity is straightforward. In dash navigation, Android Auto, Apple CarPlay, and your preferred personal entertainment device will all pair and display effortlessly through Bolt’s easy-to-view and manipulate 10.2 inch, center stack color touchscreen monitor.

Pushing the Bolt EV to levels that would be considered near-redline in a conventionally-powered car was no problem. After 2 1/2 hours of speeds up to 75 mph over variable terrain and road conditions, our test car still showed 130 miles remaining on the range-minder. That’s just a bit of a mind blower! In fact, real-world driving indicates understated range and we have no doubt the Bolt EV could do better than its rated 238 mile battery electric driving range, given a more reasonable pressure on the accelerator pedal.

With its impressive driving range, driver and passenger convenience features, comfort, quality of construction, and available electronic active safety features. Chevy’s 2017 Bolt EV requires no sacrifices to drive electric. It effectively “normalizes” the electric car while firing a warning shot across the bow of the auto industry. The future of personal transportation seems ever more likely to be an electric one and the tech-rich Bolt EV delivers this message in the strongest way possible, at a price affordable to the masses.

Space is precious. We buy homes by the square foot, the more square feet in a home, the more expensive the home. Space is so important in a car that if a car manufacturer can find one extra inch of interior room in a car, they will send out a press release. Some companies have put smaller fuel tanks in their cars to give the consumer more interior, or cargo, room. Putting a hydrogen fuel cell in a car takes up a lot of room. Putting a hydrogen fuel cell tank in a big-rig truck makes all the sense in the world.

A quick call to the Port of Los Angeles, California told me that there were somewhere around 20,000 drayage trucks at the port. We did the math and figured out that one drayage truck’s CO2 emissions is equal to 22 units of passenger vehicles. Think about this. If you can change one drayage truck’s emissions it is equal to twenty-two cars worth of emissions! If you change them all, it is like putting 440,000 zero emission vehicles (ZEVs) on the road. On average, a drayage truck’s CO2 emission is 60 tons per year. Any argument you use, the math proves that this is a good idea for reducing emissions.

To this end, the California Air Resources Board (CARB) and the Port of Los Angeles will work with Toyota on a feasibility “Project Portal,” a heavy-duty truck project that will begin this summer in the Port of Los Angeles and Long Beach, California. Currently, diesel powered trucks move an average of 19,000 cargo containers in and out of the ports each day. This is precious cargo, retail merchandise that fuels the GDP of America. We will not get rid of trucks, but we can get rid of their emissions. It’s a brilliant application for many reasons.

“As they did with the Prius and the Mirai, Toyota is taking a leap into the future of technology. By bringing this heavy duty, zero emission hydrogen fuel-cell proof of concept truck to the Port, Toyota has planted a flag that we hope many others will follow,” says CARB chairman Mary D. Nichols. “CARB will be following the progress of this feasibility study with interest, as we look to develop the best mix of regulations and incentives to rapidly expand the market for the cleanest, most efficient big trucks to meet the need for dramatic change in the freight sector.”

Diesel-fueled drayage trucks are the behind-the-scenes way you get the products you buy from ocean carriers to retail stores. Those same trucks are the number one source of greenhouse gas emissions and one of the highest sources of criteria pollutants (like NOx, SOx and DPM) according to Christopher Cannon, director of environmental management for the Port of Los Angeles, “If we can find ways to continue to reduce emissions from those vehicles as well as lower those vehicles’ carbon footprint, we think we will really accomplish something.”

It’s a long-term well-to-wheels concept. CARB has already legislated that hydrogen has to be partially produced from renewable sources, making the hydrogen fuel used even cleaner.

Hydrogen is already produced for use in the refinement of oil into gasoline. The beauty of using hydrogen at the port, besides meeting CARB requirements, is that there is plenty of hydrogen in Southern California. Purposefully placing hydrogen filling stations where the fuel cell vehicles reside means there would be less rush to create a hydrogen highway

Toyota used two fuel cell stacks to convert a fully-functioning Kenworth heavy duty truck to run on hydrogen to produce 670 horsepower and 1,325 lb-ft torque. The 12kWh battery is the same battery Toyota uses in its hydrogen fuel cell Mirai sedan. These zero emission vehicles will conduct port drayage operations while emitting nothing but water vapor. Refilling the fuel cell truck with hydrogen takes 20 minutes, and its estimated driving range is more than 200 miles per fill under normal drayage operation.

“Toyota believes that hydrogen fuel cell technology has tremendous potential to become the powertrain of the future,” says Toyota Motor North America executive vice president Bob Carter. “From creating one of the world’s first mass-market fuel cell vehicles to introducing fuel cell buses in Japan, Toyota is a leader in expanding the use of versatile and scalable zero-emission technology. With Project Portal, we’re proud to help explore the societal benefits of a true zero-emission heavy-duty truck platform.”

Project Portal is just one part of Toyota’s ongoing commitments to fuel cell technology and the potential of a hydrogen society. It follows the company’s continued work to expand California’s hydrogen refueling infrastructure, including the recently announced partnership with Shell to increase the number of hydrogen refueling stations in the state.

“Hydrogen fuel cell vehicles play a role in California’s efforts to achieve greenhouse gas emission reduction goals, improve air quality, and reduce our reliance on fossil fuels,” says Janea A. Scott, commissioner of the California Energy Commission. “That’s why the California Energy Commission is investing in the refueling infrastructure needed to support adoption of these vehicles. The Commission applauds Toyota for putting this cutting-edge technology to use in a heavy-duty freight proof of concept. This demo will show how fuel cells can help support the heavy-duty sector’s efforts to increase efficiency, a transition to zero-emission technologies, and increase competitiveness.”

Toyota’s 2017 Prius Prime aims to fill the needs of drivers who love the efficiency of the ubiquitous Prius but want the added benefit of a plug. As is the case with most hybrids, all-electric drive in the conventional Prius hybrid is limited to very short stretches with light pressure on the accelerator, otherwise it’s running on gasoline-electric hybrid power. The Prius Prime changes this with truly usable battery electric range before resorting back to hybrid propulsion.

Prime is a significant advance for Toyota as the company seeks to establish the highest conceivable standard for a plug-in hybrid, all packaged in edgy sci-fi styling. Think Blade Runner and you’re not far off, but in a clean Zen environment. Three distinct models of the Prius Prime are offered to fit varying tastes, including the Prime Plus at $27,100, the Prime Premium at $28,800, and the Prime Advanced at $33,100.

All Prime models share their silhouette with the Prius Hatchback but with unique front and rear end treatments. Prime is also 6.5 inches longer and just a bit lower and wider than the standard Prius model. To achieve increased front and rear head room, engineers lowered placement of the gasoline engine, electric motor, and seats. An additional benefit Toyota designers targeted was slippery aerodynamics, which they achieved with a coefficient of drag of just 0.25 – lower than most sports cars. Less wind resistance is an important element in achieving Prime’s exceptional fuel efficiency of 54 combined mpg as a hybrid and 133 MPGe when running on battery power. With an estimated driving range of 640 miles, Prime will outrun most anything for distance. EPA estimates an all-electric range of up to 25 miles.

We spent time behind the wheel of a fully-equipped Prime Advanced model on twisty mountain roads and highways to get a feel for Toyota’s new plug-in hybrid. Our test drive included stretches of high speed curves with little traffic, where we found the Prime Advanced doing quite well with good mid-range power while passing on two-lane roads. We’ve driven a friend’s first-generation 2016 Prius Plug-in Hybrid regularly over the past year and found it very efficient, but mundane and cumbersome on our own mountain road. A few fast turns into our drive instilled much more confidence in Toyota’s latest plug-in hybrid as we continued increasing our speed in turns.

The Prime’s major improvement in handling stems from a much more grounded feeling in turns, a nod to the Prime’s use of independent McPherson strut front suspension and double-wishbone rear suspension, with stabilizer bars front and rear. This is what some of the better-handling sports car utilize for their superior driving characteristics. Another significant change to enhance handling was moving the car’s 287 pound lithium-ion battery to the rear, with the weight transfer making a big difference in balanced handling. The only thing that holds you back from driving faster is the squeal of tires that are primarily designed for fuel economy.

Prime uses all-season P195/65/R15 tires mounted on 6.5J X 15 inch 5-spoke aluminum wheels. There are no optional wheel or tire choices and no spare. For tire repairs there is a repair kit and three years of 24-hour roadside assistance at no charge. Prime’s basic warranty is 36 month/36,000 miles with an additional 60 months covering the powertrain, with no mileage limitations. Hybrid-related components including the HV battery and modules are covered for 8 years/100,000 miles.

Toyota’s Hybrid Synergy Drive powers all Prius Prime models using a dual motor drive. This dual motor capability did not come with the addition of a second drive motor, but rather repurposing the drivetrain’s motor-generator (MG1) for additional use. In this configuration, a one-way clutch engages both MG1 and the car’s primary electric drive motor (MG2) for motive force, the first time MG1 has been used in this way. During deceleration, regenerative braking recaptures electrical energy through MG1 and stores this energy in the battery for later use. Energy is supplied to the motors via an 8.8 kWh lithium-ion battery pack. The gasoline engine used in this hybrid powertrain is a 1.8 liter, 95 horsepower Atkinson-cycle four- cylinder. Combined, the engine and motors deliver 121 net system horsepower.

For some, the best new feature will be changes in charging requirements. While the Prime’s 8.8kWh battery delivers over double the energy of the previous Prius Plug-In’s battery pack, no special wall charger is needed. Just plug it into a standard 120-volt household outlet and in less than 5 1/2 hours you’ll have a full charge. Toyota recommends a dedicated 15A GF1 outlet for this. Faster charging in under two hours is achieved using a public charger or a 240-volt home charger, if desired.  Prius Prime apps can manage charging, locate charge stations, set climate control, and handle numerous other functions that take advantage of the Prius Prime’s connected capabilities.

Different operating modes can be selected. EV Auto Mode will automatically rely on electric capability in urban driving and during short trips. Under certain driving conditions such as negotiating steep hills, Prime’s gas engine will kick in to provide additional power. Selecting Hybrid Mode uses the gas engine for primary drive force with supplemental power from the electric motor. Power is transmitted via a planetary-type continuously variable transmission.

The most distinctive styling elements of Prime are its quad LED headlights that give this car its futurist look. These automatically adjust brightness to its environment and oncoming cars. Without a doubt, a Prime will always be readily identifiable at night given its full-width LED rear light panel that follows the shape of the double-wave rear window and spoiler. In fact, the first time you see a Prime on the road at night an immediate impression might be that of a new Lamborghini…the taillights have that kind of styling impact.

Contributing to the Prius Prime’s overall light weight of 3,375 pounds is a rear hatch made from carbon fiber. This superior strength material is usually only found on exotic or race cars due to its expense. In this application it is used for lightweighting purposes and to make opening and closing the hatch effortless. Rear visibility is enhanced by a full-width glass panel and standard backup camera.

All Prime models feature a four-seat layout with a center console front and rear, with 60/40 folding rear seats. The front console has a handy wireless charging pad for Q-i compatible devices. Auxiliary 12-volt power outlets are provided up front and in the rear, with a USB 2.0 port for iPod connectivity and control standard. The shiny white plastic used for the console has a Star Wars trooper look to it and may be too bright for some tastes. A 4.2-inch gauge panel mounted above the dash is considerably easier to read in daylight than that of the previous model. A heads-up display is available.

The most obvious interior feature is Prime’s optional 11.6-inch tablet-like HD multimedia screen that’s mounted vertically in Premium and Advanced models. A standard Entune multimedia system provides audio, navigation, and an App Suite. Suffice to say if it’s on the market, Prime has bundled it...unless you want to play CDs. Apparently there is no place for CDs in the future. Audiophiles will be particularly pleased with the Prime Advanced model since it includes JBL audio with 10 speakers and delivers an exceptional concert hall experience.

For those who find parking a challenge there’s the Advanced model’s included Intelligent Clearance Sonar (ICS) with Intelligent Parking Assist (IPA). Once selected, the system’s sonar sizes up an available parking space and reverses the car into the space. Perpendicular spaces are also negotiated, plus it will also steer you out of a parallel spot.

The Prime's Safety Sense P list of standard safety features is as impressive as it is extensive. Prime bundles a Pre-Collision System with Pedestrian Detection and Automatic Braking, Lane Departure Alert and Steering Assist, Full-Speed Dynamic Radar Cruise Control with full stop technology, and Auto High Beams. The Advanced model adds Blind Spot Monitor and Rear Cross Traffic Alert. Also, there are eight airbags for additional driver and passenger safety.

Toyota is out to raise the standard by which plug-in hybrids are measured. They have done so with the Prius Prime by adding leading edge technology systems coupled to a powertrain that is a marvel of efficiency. Factoring in a price reduction in the thousands from the earlier generation Prius plug-in and an expanded 25 mile battery-only driving range, this Toyota model certainly holds appeal for Toyota Prius fans and new converts to a plug-in hybrid society.

There was never a doubt that Honda could achieve its goal in developing a production fuel cell vehicle powered by hydrogen. This automaker already proved it could build and sell another gaseous fuel model – the Civic Natural Gas – that ran as seamlessly as a more conventional gasoline-powered Civic. Hydrogen is just another fuel in gaseous form, right?

Ah, but hydrogen. This zero-emission fuel is more of a challenge since hydrogen wouldn’t be used in an internal combustion Honda engine, but rather in a fuel cell powerplant to electrochemically create electricity, without combustion or emissions. This electricity would provide energy to power electric motors, no differently than in a battery electric vehicle. Make no mistake that this is a very advanced powertrain technology…a future technology, aimed at today.

There have been many developmental milestones along the way. The Honda FCX developmental vehicle we drove at Sears Point Raceway in 2003 offered proof that Honda was up to the challenge. Testing the FCX Clarity Concept at Laguna Seca Raceway in 2006 showed how quickly Honda’s fuel cell vehicle development could progress in a short time.

The all-new 2017 Clarity Fuel Cell is the finished product, currently available in California at a $369 per month lease that includes up to $15,000 of hydrogen fuel. It features an aerodynamic and stylish design nuanced with futuristic touches like angled rear wheel side skirts and eye-catching LED exterior lighting, combined with a pleasing cabin and significant on-board tech.

Clarity Fuel Cell's new fuel cell powertrain is substantially evolved from earlier iterations and offers an impressive 366 mile driving range. Importantly, Clarity Fuel Cell delivers satisfying driving dynamics that made us smile during our recent seat time on twisty roads and highways on California’s Central Coast.

Apparently, the future has arrived.

It’s looking like Tesla doesn’t have a lock on the fast-charging that encourages longer-distance electric vehicle journeys. While clearly in catch-up mode, a number of automakers are partnering with charging providers to install fast-charge stations at key points along major transportation routes. The latest is a partnership between Nissan and EVgo that will enable rapid charging at strategically located stops between Boston and Washington DC.

The 'I95 Fast-Charge ARC' (Advanced Recharging Corridor) will include nine charging sites along 500 miles of Interstate 95 with a total of 50 DC fast-chargers, each offering two fast-charge plugs each. Since technology marches on, the stations will have a capability of charging four or more EVs simultaneously at a power output of 50kW, with pre-wiring to enable easy upgrades for charging at up to 150kW once the technology is available consumer stations.

The Boston-DC project follows a similar project in California. With construction already underway, completion is expected in time for the launch of the all-new Nissan LEAF.

A movement to reduce air pollution and encourage alternative fuel transportation to National Parks has been launched by the National Park Foundation, National Park Service, Department of Energy, and BMW of North America. The first of up to 100 electric vehicle charging stations in national parks and nearby communities has just been launched at Thomas Edison National Historical Park in West Orange, New Jersey.

An integrated team from the public-private partnership is identifying park locations for more charging stations, taking into consideration distance from nearby charging locations, natural and cultural landscape considerations, and proximity and strength of EV markets. Already, dozens of parks are exploring site options. This partnership supports the National Park Foundation’s Centennial Campaign for America’s National Parks.

Green Car Journal’s recent drive of Honda’s new Clarity Fuel Cell in Los Angeles delivered what we expect from Honda. Simply, our experience with this sleek and high-tech hydrogen sedan during the Green Car Tour ride-and-drive at GreenBuild 2017 underscored how seamless Honda has made driving a hydrogen powered electric vehicle. Now, others are enjoying the experience as well since the first retail deliveries of Honda’s third-generation Clarity Fuel Cell model have taken place in Southern California. This marks yet another milestone for this automaker as it sets its sights on growing a hydrogen vehicle market.

According to Steve Center, vice-president of American Honda’s Environmental Development Office, this is just the beginning as Honda continues to roll out the new Clarity series of electrified vehicles. Based on an earlier discussion at the LA Auto Show with Honda public relations lead Sage Marie, plus reading between the lines of previous announcements, it’s expected that the present ‘world’ Clarity FCEV will serve as the manufacturing platform for Honda’s electrified lineup including, but not limited to, a plug-in gasoline/electric hybrid, an extended range stand-alone battery EV, and eventually an electrified crossover or SUV offering. While looking at the futuristic body line of this production five-passenger fuel cell electric vehicle, we are in fact also looking at Honda’s near-future autonomous driving design directive.Dictated by low-drag aerodynamics and inspired by the ‘folded wings of a bird,’ the Clarity brings an eye pleasing and futuristic four-door, five-passenger sedan to the world of hydrogen fueled electric cars and SUVs. Clarity begins with specifically compounded low friction tires, aerodynamic wheels, and slip-stream designed roof and side panels engaged to reduce fuel consumption and maximize the power generated through Clarity’s efficient hydrogen fuel cell generator. With a range of 366 miles between fill ups, the Clarity features greater electric-drive range than Tesla’s Model S.

Thanks to Honda’s downsized yet super-efficient hydrogen fuel cell, Clarity also comes to market with greater interior passenger volume and trunk space than Toyota’s hydrogen Mirai. Here, one discovers a minimalist yet rather spacious world of well-balanced, driver-centered features inspired by the executive office work place. A large touchscreen monitor, informative eye-forward gauge cluster, graph bar, and heads-up display intuitively inform the driver. Pleasing leather, hard and soft plastic molded surfaces, a hint of wood, and brushed metals surround driver and passengers. This may in fact be one of the finest-finished interiors in Honda’s stable.

On the business side, the initial Clarity offering is presently exclusive to Southern California at 12 select Honda dealerships where nearby hydrogen fueling stations are readily available. Among the first lessees are Jon Spallino, private securities investor and the world's first individual fuel cell vehicle customer. Jon began with the 2005 Honda FCX fuel cell vehicle and the new Clarity Fuel Cell is his third hydrogen-powered Honda. Also taking initial delivery were Jack Cusick, assistant principal of Newport Harbor High School; Jackie Keller, founder of NutriFit healthy meal services; Jim Salomon, president at Questar Construction; Karen Thorp, deputy district attorney for the County of Los Angeles; and Terry Tamminen, CEO of the Leonardo DiCaprio Foundation.

Clarity may be leased in select markets for $369 per month with $2868 due at signing. Honda provides some enticing incentives including a generous mileage allowance of 20,000 miles per year and a fuel allowance of up to $15,000 in hydrogen fuel. Also provided are an Avis luxury rental car allowance for vacations and other extended trips plus 24/7 roadside assistance.

With its very limited edition 918 Spyder and more mainstream Panamera S E-Hybrid – not to mention the coming electric Mission E – Porsche has shown that it takes electrification seriously. The premium automaker’s next step in its electrification strategy is represented by the 2016 Cayenne S E-Hybrid, a move that has brought plug-in hybrid power to its popular SUV model.

The Cayenne S E-Hybrid uses essentially the same components as its Panamera sibling to achieve plug-in capability. There have been some changes, like upgrading this S E-Hybrid model’s lithium-ion battery pack from 9.4 to 10.8 kilowatt-hours. This battery replaces the spare tire found in conventionally powered Cayenne models and allows the Cayenne S E-Hybrid to travel about 14 miles on battery power. Electric-only driving is possible at speeds up to 78 mph before the engine starts and the vehicle operates likes a regular hybrid. E-Power is the default mode so the Cayenne S E-Hybrid always starts on electric power, given sufficient battery charge.

An E-Charge mode modifies charging strategy so the electric motor becomes a generator, enabling the battery to recharge up to 80 percent while driving. This provides adequate battery power for electric-only driving once desired destinations are reached, such as urban areas where zero-emission driving may be preferred. Unlike most regenerative braking systems that are either on or off, the Cayenne S E-Hybrid’s regen system provides some modulation in the brake pedal while slowing down.

The Cayenne plug-in uses a supercharged 3.0-liter V-6 mated to an eight-speed Tiptronic automatic transmission, same as the Panamera. A single 95 horsepower permanent-magnet motor located between the engine and transmission provides hybrid capability. Power is delivered to all four wheels via a limited-slip center differential. The supercharged V-6 and electric motor deliver a combined 416 horsepower.

As expected from a Porsche, the Cayenne S E-Hybrid provides excellent performance, especially considering it is a 5,000-plus pound SUV that can carry 5 people and tow up to 7,716 pounds. It can accelerate from 0 to 60 mph in 5.6 seconds, 0 to 100 mph in 14.4 seconds, and has a top speed of 151 mph. Efficiency is a combined 22 mpg in hybrid mode and 47 miles-per-gallon equivalent (MPGe) during electric driving

All this goodness does not come cheap at a base MSRP of $78,700, but that is in line with what one would expect to shell out for a Porsche. The combination of performance, prestige, and greater efficiency combine to make this an attractive offering for Porsche fans.

Chevrolet’s milestone Bolt EV will be coming to showrooms in late 2016 as a 2017 model, representing the first truly affordable battery electric vehicle with a sought-after 200 mile driving range. This is a big win for Chevrolet since the Bolt beats the 200 mile Tesla Model 3 to market, likely by a long shot. Unlike the Chevy Spark EV, an adaptation of a gasoline-powered model that’s been available in select markets since 2013, the Bolt EV was designed from the ground-up as an electric vehicle. Thus, there are no compromises along the way.

The heart of the Bolt EV is a nickel-rich lithium-ion battery pack developed with LG Electronics. The 200 mile range provided by this pack is about twice that of competitive EVs now on the market. New battery chemistry delivers desired levels of power, in this case 160 kW, and energy of 60 kWh. The chemistry also provides improved thermal performance that requires a smaller active thermal conditioning system to keep the battery operating at its optimum temperature, delivering longer battery life and maintaining peak performance under varying climates and driver demands.

The battery pack consists of 288 lithium-ion cells in a configuration that spans the entire floor to maximize interior space. The five-door Bolt EV seats five passengers and has 16.9 cubic feet of cargo space behind the rear seat. Thin-frame seats enhance rear-seat roominess.

A standard 7.2 kilowatt onboard charger allows overnight charging from a 240 volt wall charger. A typical commute of 50 miles requires a charge of less than two hours. The Bolt also features an optional SAE Combo DC fast charging connector so the battery can be charged to deliver up to 90 miles of range in just 30 minutes at a public fast charger, if one is available.

Electricity is supplied to a 200 horsepower drive motor featuring 266 lb-ft torque that delivers 0-60 mph acceleration under 7 seconds and a top speed of 91 mph. Power delivery is controlled by Chevrolet’s first Electronic Precision Shift system. This shift and park-by-wire system sends electronic signals to the Bolt EV’s drive unit to manage precise feel and delivery of power and torque based on drive mode selection and accelerator inputs. A by-wire shifter requires less packaging space than a traditional mechanical shifter resulting in more interior space and improved interior layout.

Regenerative braking has become more than a means to boost range by recapturing energy. Now it can also can provide an improved EV driving experience. The Bolt EV has a new regenerative braking system that can provide one pedal driving through a combination of increased regenerative deceleration and software controls. When operating in Low mode or by holding the Regen-on-Demand paddle located on the back of the steering wheel, a driver can bring the vehicle to a complete stop under most circumstances by simply lifting their foot off the accelerator. However, the system does not eliminate the need to use the brake pedal altogether. Operating in Drive mode without pulling the paddle while decelerating requires using the brake pedal to stop.

he Bolt EV will offer connectivity and infotainment technologies that seamlessly integrate smartphones and other electronic devices. Low energy Bluetooth, designed specifically for the Bolt EV to minimize energy usage, seamlessly connects a smartphone to the car as an owner approaches the vehicle. Many of the Bolt’s technologies are supported by OnStar 4G LTE, which turns the Bolt EV into a Wi-Fi hotspot that provides easier access to apps and services via a high-speed wireless connection.

Additional connectivity and infotainment features include a 10.2-inch MyLink color touchscreen display, rear camera mirror, and Surround Vision that provides a bird’s-eye view around the Bolt for improved safety during low-speed driving and while parking. An all-new MyChevrolet Mobile App combines important owner and vehicle information and functions including battery charge status, OnStar Map service, remote start, cabin pre-conditioning, owner’s manual information, and dealer service scheduling. EV-specific navigation capability provides routes that maximize range and while identifying nearby charging locations. In the future an accurate driving range projection will be based on the time of day, topography, weather, and an owner’s driving habits.

The Bolt will be built at GM’s Orion, Michigan assembly facility while its battery pack, motor, and drive components will come from Korea. Its price is expected to be $37,500, a figure that dips below $30,000 after full federal tax credits.

 

Featuring design cues from the iconic VW Microbus, the BUDD-e is VW's first concept vehicle using the all-new Modular Electric Toolkit (MEB) designed specifically for plug-in vehicles. The MEB architecture represents a fundamental change in future electric-powered Volkswagens, from body and interior design to packaging and drive characteristics. An all-electric range of about 230 miles means a vehicle like the BUDD-e could serve a family's primary transportation needs. Options to keep batteries topped off include cordless inductive charging and the ability to be charged to 80 percent in about 30 minutes with an available rapid charger.

BUDD-e is probably more ‘connected’ than any car before it and thus gives a comprehensive look at the future of connectivity with the Internet of Things (IoT). Not only does the car’s completely new infotainment system make traveling more interactive and media more tangible, it also creates a seamless link between the car and the outside world. As an example of connectivity to a Smart Home, a driver or passengers could control air conditioning, turn lights on or off, determine if their kids are at home, or even put the whole house into energy-saving sleep mode. Plus, in the future the BUDD-e will automatically turn on lights in and around the house as soon as the car approaches.

Toyota has added ‘Prime’ to the branding of its second generation plug-in hybrid electric vehicle (PHEV) to emphasize it’s the most technologically advanced, best-equipped Prius ever. Prime is the first Toyota hybrid to feature a dual-mode generator drive system that enables the Hybrid Synergy Drive’s electric motor and generator to both provide power for maximum acceleration. A new 8.8 kWh lithium-ion battery pack delivers up to 22 miles of all-electric driving, double that of the first-generation plug-in Prius. Toyota estimates 120 MPGe or greater or the model, which is expected to be the highest MPGe rating of any PHEV.

Prime features an array of connected and advanced electronics systems including an available 11.6-inch HD multimedia screen. Prius Prime will start appearing in U.S. showrooms in late fall and will be available in all 50 states.