In the three decades the U.S. Department of Energy has sponsored Advanced Vehicle Technology Competitions (AVTC) more than 27,000 students have participated. The vehicles have looked quite different over the years – from methanol-powered Chevrolet Corsicas in 1988 to hydrogen-powered Ford Explorers in the early 2000s, and performance hybrid-electric Camaros just a few years back. Every transformative stage of technology drives the need to attract new talent to the field, including engineers who fully understand the emerging fields of automotive engineering.
Argonne National Laboratory (ANL) has managed DOE’s AVTC program in partnership with the auto industry for more than 34 years. The program has evolved alongside the global auto industry, adding complexities and nuances to prepare the next generation of leaders to enter the workforce. DOE and ANL recently announced the latest AVTC, along with our partners General Motors and MathWorks, the EcoCAR Electric Vehicle (EV) Challenge starting in fall 2022.
The EcoCAR EV Challenge will build upon the program’s rich history to provide a hands-on educational experience that is empowering students to address the toughest mobility challenges facing our nation. The EV Challenge reflects the changing vehicle market. We need more EVs to overcome the climate crises we face. Transportation makes up the largest share of emissions in the U.S., and over half of those emissions come from passenger vehicles. EVs give us the means to eliminate those emissions. Last year, President Biden set a national goal of getting zero-emissions vehicles to make up half of new car and truck sales by 2030. These budding energy leaders are heeding the call. This challenge will help us build a diverse clean mobility workforce around this soon-to-skyrocket EV market.
The competition will challenge students to engineer a next-generation battery electric vehicle that deploys connected and automated vehicle (CAV) features to implement energy efficient and customer-pleasing features, while meeting the decarbonization needs of the automotive industry. General Motors will donate a 2023 Cadillac LYRIQ to each team, challenging them to design, build, refine, and demonstrate the potential of their advanced propulsion systems and CAV technologies over four competition years. Teams will be tasked with complex, real-world technical challenges including enhancing the propulsion system of their LYRIQ to optimize energy efficiency while maintaining consumer expectations for performance and driving experience. As students work on the LYRIQ, they are developing real-world knowledge and skills that will help accelerate the transformation of the auto industry.
More than $6 million from the competition sponsors will be provided to the 15 competing universities, including five Minority Serving Institutions, for students to pursue advanced mobility research and experiential learning. This investment supports the recruitment and retention of underrepresented minority students and faculty to help build an EV talent pipeline that reflects the diversity of America and makes room for more domestic manufacturing to strengthen our energy independence.
Teams will be challenged to identify and address specific equity and electrification issues in mobility through the application of innovative hardware and software solutions, conduct outreach to underserved communities and underrepresented youth to increase awareness about advanced mobility, and recruit underrepresented minorities into STEM fields.
At DOE, we are excited to see what these teams will accomplish in supporting the country’s transition to clean energy and electric vehicles. I encourage you to learn more about the 15 North American universities selected to join the EcoCAR EV Challenge by visiting ecocarevchallenge.org or discovering more about the rich history of AVTCs at avtcseries.org.
Michael Berube is the Deputy Assistant Secretary for Transportation for DOE’s Office of Energy Efficiency and Renewable Energy.
Ford’s popular full-size Transit Van continues to evolve, and this year there’s a new and more environmentally compatible option for commercial buyers. While the conventionally-powered Transit will no doubt represent the bulk of Ford’s van sales for a while yet, it’s new electric 2022 E-Transit will surely find a welcome home with those companies and businesses where its zero-emissions operating parameters are a good fit.
The 2021 Ford E-Transit’s powertrain consists of an underfloor battery delivering energy to an electric motor that drives the rear wheels, delivering 266 horsepower and 317 lb-ft torque. A 67 kWh lithium-ion battery pack is located beneath the van’s floor so it’s out of the way and does not intrude on the E-Transit’s flat load floor. Charging is via a port located in the front grille, making it convenient to pull forward head-in to a charging station. Driving range varies from 108 to 126 miles depending on van configuration.
E-Transit is available in Regular, Long, and Extended versions with low, medium, and high roof heights, plus a cab-chassis configuration for those wanting to adapt unique cargo boxes. The vans offer cargo volumes of 246 to 487 cubic feet and payload capacity of 3,240 to 3,800 pounds, depending on configuration. Driving range on battery power also varies between the models from 108 to 126 miles. While typical charging will be via a standard 240-volt Level 2 charging station in about 8 hours, the E-Transit is fast-charge capable and able to charge from 15 to 85 percent charge on a 50 kW charger in 65 minutes, and from 15 to 85 percent in just 34 minutes on a 115 kW DC fast charger.
The driver is placed well forward in the two passenger E-Transit cabin with a large windshield and expansive side glass for maximum visibility. Driver controls include a tilt and telescopic steering wheel, with a large rotary dial for drive mode selection just to the right of the steering column for easy access. Steering is electric-assist for easy maneuvering even when heavily loaded.
Ford kept the interior configuration of the E-Transit compatible with traditional engine-powered Transit vans so existing aftermarket cargo racks and accessories should bolt right in. That’s a real plus for current Transit owners desiring a transition to electric. Since the view out the back of a cargo van is limited, the E-Transit comes standard with Reverse Brake Assist, a rear vision obstruction sensing system that will stop the van before it hits objects behind the van while backing up. The system also provides help when backing around obstacles. Moving forward, E-Transit features both Intelligent Adaptive Cruise Control and pre-collision braking assist.
In addition to delivery duties, the E-Transit is well-suited for construction and other traditional van applications. To that end, there’s an available Pro Power Onboard 2.4 kW electrical system that can be utilized run power tools and other electric needs at the jobsite. Convenient outlets are located just inside the rear doors.
Ford is promising a network of over 2,100 EV-certified dealerships if service is ever needed, something that not all electric vehicle manufacturers can offer. The E-Transit cargo van is now in production and starts at $47,185.
For a lot of folks, Volkswagen’s all-new ID.4 introduced last year checked off all the boxes, except maybe one. It powered its rear wheels only with a single electric motor. Now a new ID.4 AWD model adds a second electric motor up front for better overall performance and all-wheel drive traction.
Power in the base rear-wheel drive ID.4 is delivered by a 201 horsepower permanent magnet motor featuring 229 lb-ft torque. The AWD version adds a second 107 horsepower asynchronous electric motor up front that not only provides all-wheel drive capability, but a boost to 295 horsepower total output and 339 lb-ft torque.
Energy is stored in an 82 kWh lithium-ion battery pack. In the single motor version this delivers a driving range of up to 260 miles at an EPA estimated 99 combined MPGe fuel efficiency, with the more powerful AWD version achieving up to 249 miles of range at 97 MPGe. Charging with a 240-volt Level 2 charger takes about 7 to 8 hours, with 30 miles of range provided in about an hour. Level 3 fast-charging can add around 60 miles of range in just 10 minutes. VW ID.4 buyers get three years of DC fast-charging through Electrify America public chargers for free.
The ID.4 rides on MacPherson struts and coil springs in the front and a multilink suspension in the rear, with anti-roll bars at both ends. It also sports VW’s electronic stability control system as standard equipment. ID.4 features a 108.9-inch wheelbase and a 62.5-inch track, making it quite maneuverable in tight city driving situations. It rides on either 19- or 20-inch aluminum alloy wheels with all-season tires to keep a good grip on the road. A low 0.28 coefficient of drag enhances the model’s overall efficiency. Because the ID.4 is designed as a utility vehicle, the standard version is designed to tow 2200 pounds with the AWD capable of handling 2700 pounds.
True to its German roots, the interior of the ID.4 emphasizes a purposeful design with clean styling and minimal frills, while offering all the functional equipment expected in a modern vehicle. The driver is treated to a commanding driving position behind a sporty three spoke steering wheel fitted with all the primary control buttons the driver might need. It has an overall interior volume of 99.9 cubic feet, roomy for the vehicle’s overall footprint. VW’s Car Talk allows the vehicle to communicate with the driver through voice commands so the driver’s eyes never need to leave the road. IQ.DRIVE, Volkswagen’s suite of advanced driver assist technologies, provides an array of desired features such as hands-on semi-autonomous driving, lane assist, and active cruise control.
Both single and dual motor ID.4 models are available in Pro and Pro S trim, with prices starting at $39,995 to $43,675.
The all-new five-door, five-passenger BMW i4 is right-sized for fans of the marque, similar in overall length and wheelbase to its 3 Series stablemates. Both i4 variants utilize BMW’s fifth-generation eDrive technology, which combines an 83.9 kWh lithium-ion battery pack with either a single electrically-excited synchronous motor on the rear axle (in eDrive 40) or motors front and rear (in M50). BMW expects up to 300 miles of driving range in the single motor i4 and an estimated 245 miles in the M50.
Taking its Ultimate Driving Machine strategy a step further, the all-wheel-drive i4 M50 – the first fully electric performance model from BMW’s M Group – ups the 335 horsepower of the standard i4 eDrive40 to a combined 536 horsepower. In addition, special attention is paid to chassis tuning and powertrain responsiveness in the M50 so it delivers the level of driving engagement expected from a BMW with the M badge.
The i4’s combined charging unit accepts either home-based AC power, at a rate of up to 11 kW, or up to 200 kW of DC power at a fast-charging station. BMW has partnered with EVgo to provide i4 owners access to EVgo and partner charging network stations. The partnership includes $100 in EVgo charging credit for buyers and lessees of qualifying BMW electric vehicles.
Helping to boost the i4 models’ efficiency are their adaptive energy recuperation systems, which use data from the navigation and driver-assistance systems to vary the intensity of brake energy recuperation. The driver may also select high, medium, or low brake energy recuperation via the iDrive menu. Putting the gear selector in drive mode B provides enough regen for one-pedal driving with little or no use of the brakes, depending on driving habits and current driving conditions.
The i4’s handling dynamics benefit from the battery pack’s location in the floor, which lowers its center of gravity below that of a 3 Series sedan. Both models are equipped with a rear air suspension using a self-leveling and lift-related shock system that controls damping force based on spring travel. An adaptive M suspension, optional on the eDrive 40 and standard on the M40, enables the driver to adjust shock settings electronically at each wheel.
Inside the i4, the BMW Curved Display puts the 12.3-inch driver information display and 14.9-inch control display behind a single piece of glass. Features in BMW’s new iDrive 8 system can be operated via the Curved Display or by voice commands. Among them is the new Cloud-based BMW Maps navigation system, which combines real-time information with forecasting models to improve navigation accuracy. Both Apple Car Play and Android Auto are programmed into the i4.
There are more than 40 driver assistance systems available for the i4 as either standard or optional equipment, including some Level 2 automated driving functions such as speed limit assist and route guidance when the optional active cruise control is engaged. Collision warning, pedestrian warning, and lane departure warning are all standard. Cross-traffic warnings, blind-spot detection, and rear-collision prevention are part of the optional driving assistant system. Optional parking assistant will control the i4 when entering or exiting parallel or perpendicular parking spaces, while its back-up assistant offers automatic reversing for up to 50 yards. A Driving Assistance Professional system utilizes three front cameras, one front-facing radar sensor ,and four side-facing radar sensors “to build a detailed picture of the car’s surroundings,” says BMW. That data is used for such functions as active navigation, steering and lane control assistant, lane-keeping assistant, emergency stop assistant, and evasion assistant.
The BMW i4 eDrive40 can be preordered now starting at $56,395 with the performance-oriented i4 M50 coming in at $66,895. Availability here in the States is spring 2022, according to BMW.
The Q5 is offered in three models, two of which combine electrification with Audi’s 2.0-liter TFSI four-cylinder turbocharged engine. The Q5 55 TFSI e plug-in hybrid positions an electric motor between the engine and seven-speed S tronic dual-clutch automatic transmission to produce a total of 362 horsepower and 369 lb-ft torque, and earn an EPA rating of 50 MPGe. Those output numbers rival the 3.0-liter, 349-horsepower TFSI V-6 in the range-topping SQ5. The Q5 45 is powered by a new, mild-hybrid variant of the TFSI engine that produces 261 horsepower and 273 lb-ft torque.
Audi is marketing the Q5 TFSI e as part of a ‘Plug-in Trifecta’ for 2021, with its A7 and A8 sedans also available with TFSI PHEV powertrains. These additions move Audi closer to its goal to electrify 30 percent of its U.S. model lineup by 2025.
The Q5 TFSI e can be operated in all-electric, hybrid, and battery-hold modes. A 14.1 kWh battery pack, located under the rear cargo area, enables the Q5 to travel up to 19 miles on electric power alone, according to EPA estimates. Audi says the battery can fully charge in 2.4 hours when plugged into a 240-volt charger. The maker also engineered the battery to act as a source of heat for the Q5’s cabin via a heat pump integrated into the pack.
A standard feature aboard the PHEV Audis is Predictive Efficiency Assist, which is designed to increase the energy regenerated under braking when the vehicle is rolling downhill or approaching a slower-moving vehicle. When the Q5 is equipped with optional satellite navigation, additional input is factored into the energy regeneration, including road curves, speed limits, a the road’s vertical profile. The system prompts the driver, via feedback from the accelerator pedal and a signal in the head-up display, to let up on the accelerator to take advantage of as much kinetic energy as possible.
External cues that set off the TFSI e from other Q5 models are subtle. The plug-in hybrid is equipped with S Line exterior trim, including a honeycomb version of the automaker’s Singleframe’ grille and more aggressive front and rear diffusers. It rolls on standard 19.5-inch double-spoke-star wheels or optional 20-inch, 10-spoke wheels. An optional Sport Plus package combines the 20-inch wheels with adaptive air suspension.
The Audi Q5 TFSI e plug-in hybrid comes at a base price of $52,900, just over $9,000 more than the conventionally-powered Q5.
These days, Henrik Fisker bringing to bear insights and lessons learned from his first effort at Fisker Automotive to his new company, Fisker Inc, with what looks like another groundbreaking vehicle – the Fisker Ocean. Most recently, the company has made moves to bolster the funding of its new electric vehicle launch with a $2.9 billion reverse merger with Spartan Energy Acquisition Corp. a move that’s taking Fisker public. Plus, there’s reportedly a deal in the works with VW to use that automaker’s MEB platform for Fisker’s new electric vehicle.
Fisker’s all-electric, five seat SUV is slated to begin manufacturing late in 2022 and feature several versions with two- or four-wheel-drive. The quickest variant will feature a 302 horsepower electric motor that will accelerate the Ocean from 0 to 60 mph in under 3 seconds, with power from an 80 kWh battery said to provide a range of 300 miles. A Combined Charging System (CCS) Type 2 Combo plug offers a 150 kW charging capability that Fisker says will allow the battery to be fast-charged to provide 200 miles of range in 30 minutes.
A state-of-the-art heads-up display integrated into the windshield is complemented by a 16-inch center touchscreen and a 9.8-inch cluster screen. Karaoke mode displays lyrics for your favorite song in the windshield so you can keep eyes on the road. A full-length solar roof provides electric energy. One-touch ‘California Mode’ simultaneously opens all side windows, rear hatch glass, and the solar roof to create an instant open-air feeling. This feature allows the rear hatch glass to roll down to handle carrying long items.
Over time Fisker has brought in some significant talent to help get the job done. One of these moves is bringing in Burkhard Huhnke, former vice president of e-mobility for Volkswagen America, as chief technology officer to lead Fisker’s R&D activities in Los Angeles and Silicon Valley. Another member of Fisker’s executive team is senior vice president of Engineering Martin Welch, formerly with McLaren cars and Aston Martin.
Fisker says the Ocean will start at $37,449 and will be leased for $379 per month, allowing an impressive 30,000 miles per year with maintenance and service included. The company is currently accepting $250 deposits.
Hyundai’s long-awaited Ioniq is here and fans of the Prius should take note. Long the leader in fuel efficiency, Toyota’s ubiquitous Prius has now been unseated as fuel economy’s top dog by a better looking, more fun-to-drive hatchback from its Korean competitor. Who saw that coming?
Well, Hyundai did since it definitely had the Prius in its sights all through the Ioniq’s development process. How successful has Hyundai been? Consider the mpg figures: The Ioniq Hybrid Blue model has an EPA-estimated 58 MPG combined rating, the highest of any non-plug-in vehicle sold in the country. The Prius Eco delivers 56 combined mpg.
The Ioniq was designed from the beginning to fit the needs of mainstream buyers with very diverse needs. Want a hybrid? Buy the model above starting at $22,200. Battery electric? That’s available as well, at a base of $29,500. And those who prefer the benefits of both electric and hybrid drive can opt for the Ioniq Plug-In Hybrid that’s coming up next, at an as-yet unannounced – but surely competitive – price.
But look, it really isn’t just about fuel economy. High mpg numbers will interest a certain segment of buyers. But there needs to be much more to attract a wide swath of consumers looking for everything from style, comfort, and connectivity to safety, value, and of course efficiency. Delivering all this becomes crucial, especially in an era where gas prices are low enough to make fuel efficiency less important on the car buyer’s checklist than, say, the availability of safety-enhancing driver assist systems or advanced connectivity features.
A recent drive in hybrid and electric Ioniq variants convinced us this new model meets those needs. Both offered a fun-to-drive nature with solid driving dynamics, a comfortable interior, and all the requisite connectivity. Drivers will appreciate the Ioniq’s Apple CarPlay, Android Auto, and Blue Link capabilities for integrating with their smartphones, plus handy wireless smartphone charging. A high-resolution 7-inch TFT display presents key driver information. The Ioniq’s advanced safety systems include ones helpful every day like lane departure warning, blind spot detection, and rear cross-traffic alert, plus ones you hope are never needed but are there if you do like automatic emergency braking with pedestrian detection.
Hyundai’s new do-it-all hatch offers a welcome connection with the driving experience and satisfying performance, characteristics not always adequately delivered by very high mpg vehicles. It’s not a niche car aimed at early adopters or those who want to make an environmental statement. Rather, it’s a stylish, fun to drive, and connected car for the masses that delivers environmental performance as a matter of course. Hyundai’s decision to offer hybrid, plug-in hybrid, and battery electric choices is strategic and will certainly encourage purchase consideration among a wide swath of buyers. The Ioniq will find a ready market because it is the real deal.
Chevrolet's second generation 2016 Volt features sportier styling, better performance, and a lighter and more powerful two-motor drive system than the generation that came before it. The five-passenger, extended range electric now drives up to 53 miles on batteries alone, with its 1.5-liter, four-cylinder engine-generator creating electricity to deliver an overall 420 mile range. If range anxiety is one of your concerns with electric cars, that needn’t be even a distant thought here.
These are just a few of the many reasons why the 2016 Volt won Green Car Journal’s 2016 Green Car of the Year®, and not coincidentally why we’ve been living with the Volt during a year-long extended test to analyze what it’s like to experience this vehicle on a daily basis. After 8500 miles behind the wheel in urban, rural, and open-road driving, we have to say this is about as ideal an electric vehicle as one could want. Really...it's that good. Anyone who says otherwise has not spent enough time in the second-generation Volt.
During early drives, it was obvious that the all-new Volt would fulfill a diversity of missions without breaking a sweat. Typical commutes and drives around town? No problem, zero emissions all the way. A journey of a thousand miles for work or vacation? Also no issues with the Volt’s overall driving range and the benefit of an EPA estimated 106 MPGe when driving on batteries, and 42 combined mpg while operating on electricity from the Volt’s engine-generator.
While our Volt is typically used for daily zero-emission commuting duty, we’ve now pressed it into service on many extended road trips over the 8,500 miles it’s been in our long-term test fleet. Green Car Journal editors have found it an ideal vehicle for all possible uses.
The 2016 Volt is a pleasure to drive and exhibits satisfying levels of acceleration in both battery and extended-range modes. It’s loaded with advanced electronics and features most desired by drivers today. Among our favorite features is this electric’s adaptive cruise control that keeps pace with the car ahead, a feature used often on shorter hops on the interstate and always during extended journeys. Regen-on-Demand, first used in the Cadillac ELR, is a welcome addition that adds to driving fun and efficiency. Squeezing a steering-wheel paddle instantly engages aggressive regenerative braking that slows the car and generates electricity for the battery, while releasing the paddle immediately returns a normal driving state. Normal regenerative braking always works in the background.
Chevrolet did all this with the 2016 Volt, and more, at an entry point of $33,170 that goes considerably lower with federal and state incentives. We’ll be taking this one out from the test fleet every opportunity we get.
The BMW i8, the second milestone model to emerge as part of BMW’s innovative ‘i’ sub-brand, earned the distinction as Green Car Journal’s 2015 Luxury Green Car of the Year™ at the recent Washington Auto Show in the nation’s capital. There are compelling reasons for this.
BMW’s flagship i8 not only breaks new ground in defining how a high performance vehicle can achieve environmental goals, but it does so in ways that do not impose limitations on the driving experience. Importantly, this car fits BMW's ‘Ultimate Driving Machine’ image while providing levels of environmental performance increasingly appealing to those buying aspirational vehicles.
BMW i8 LIFEDRIVE ARCHITECTURE
Beneath its stunning, gull-winged body is BMW’s innovative LifeDrive modular architecture. The Life module is essentially the i8's 2+2 passenger compartment constructed primarily of strong and lightweight carbon fiber-reinforced plastic (CFRP), created with carbon fiber manufactured at a dedicated SGL Automotive Carbon Fibers LLC facility in the State of Washington. The result of a joint venture between SGL Group and BMW Group, this manufacturing plant strengthens the i8’s environmental credentials further by producing carbon fiber using renewable hydroelectric energy.
The i8’s aluminum Drive module contains the gasoline engine, lithium-ion battery pack, electric motor, and associated electronic components. It uses a 228 horsepower, 1.5-liter turbocharged three-cylinder engine to power the rear wheels through a six-speed direct shift transmission. Front wheels are driven by a 129 horsepower electric motor and two-stage automatic gearbox. Energy is supplied by a 7.1-kilowatt-hour lithium-ion battery pack located within a tunnel between the two front seats. It can be fully charged in just an hour and a half.
Power can be provided solely by the electric motor for about 22 miles of zero-emission driving at speeds up to 75 mph. Together, the rear-mounted engine and front electric motor deliver all-wheel drive performance with a combined maximum power of 357 horsepower and 420 lb-ft of torque. Drivers are afforded the latest in advanced on-board electronics and safety systems expected in this class of vehicle.
Driving the i8 at speed provides a clear understanding of just what BMW has accomplished with its lightweight, high-tech luxury sports coupe. Green Car Journal editors found the i8’s handling superb and performance exhilarating. BMW’s Driving Dynamics Control allows choices of eDRIVE, ECO PRO, SPORT, and COMFORT drive settings. In Sport mode, the i8 can accelerate from zero to 60 mph in 4.4 seconds and deliver a top speed of 155 mph. Driving range is 310 miles under normal driving conditions. Engine overrun and regenerative braking are used to charge the battery pack and a start-stop feature helps conserve energy.
The BMW i8 blends thrilling performance, innovative design, and environmental achievement in an exceptional luxury sports coupe, while offering a combined EPA city/highway battery electric efficiency rating of 76 MPGe (miles-per-gallon equivalent). Its DNA is 'green' by nature and design, making it a natural selection for 2015 Luxury Green Car of the Year™.
VW’s e-Golf is coming to U.S. highways at the end of this year and will be available in select states. Powered by a 115 horsepower permanent magnet AC electric motor developing 199 lb-ft torque, the e-Golf is said to accelerate from 0-62 mpg (0-100 km/h) in about 10.4 seconds and offer an electronically limited 87 mph top speed. Driving range should vary between 70 to 90 miles depending on driving habits and environmental conditions.
The e-Golf’s lithium-ion battery is integrated in the center tunnel and within a space-saving frame in the vehicle floor beneath the front and rear seats. The battery accounts for 700 pounds of the e-Golf’s 3090 pound curb weight. Charging with a 120 volt outlet is accomplished in about 20 hours, although a 220 volt garage or public charger will bring the batteries to a full state of charge in less than four hours. Rapid charging at a fast-charge station could bring the e-Golf to 80-percent of charge in 30 minutes.