The common belief that the simpler design of EVs and fewer mechanical parts would prove a detriment to car service providers is slowly changing course. There may not be an oil change but software- and hardware-related issues, along with an array of recalls, have shown EVs will be making repeated stops in the service department.
That’s why CDK Global reached out to dealership and service department leaders across the country and brands that sell EVs to find out where they stand today and what they think of the future. If nothing else, the EV Service: Today and Tomorrow study suggests that the current service model is unlikely to radically change for years to come.
When you look at EV sales and service, there are a lot of conflicting numbers out there. There are two important facts, though, that overshadow the entire conversation that need to be addressed head-on and then simply put aside. Essentially, half of all EVs sold today are Teslas. And half of all EVs, Tesla or not, are sold in California.
These giant figures are why you hear such different attitudes about EVs from traditional automakers and, of course, their franchised dealer networks. Overall, EV sales may be up by 50 percent in 2023 but to a dealer in the Midwest or Southeast, they may be staring at slow-moving inventory and sales in the single digits.
Just 2.5 percent of new car sales at franchise dealers nationwide are EVs. Not surprisingly, 2.4 percent of all repair orders at dealership service departments are for EVs. These numbers may rise as 2023 comes to a close, but it’ll still be far lower than any national number that’s being reported, which includes Tesla sales and, of course, California.
Yet, every respondent in CDK’s survey said they’ve already begun servicing EVs or will within the next two years, and 99 percent said they have at least a portion of their staff trained on EVs. Nearly nine out of 10 (88 percent) has charging stations on site and 64 percent of those respondents have more than one charging station in the service department. The next time you see a story that claims dealers aren’t prepared for EVs, please keep this in mind.
The single finding that I come back to in our study is that dealers are somewhat pessimistic about EVs in the service lane but not about how much money they’ll make. Only 42 percent of service leaders feel positive about the future of EVs. There’s no sugar coating that.
But when you ask this same group where they see revenue going in the next two years, four out of five see both total revenue (79 percent) and EV revenue (78 percent) increasing.
Much of this is likely due to warranty work, which has always been profitable for dealers, but the latest wave of EVs have proven to require a bit more than most anticipated. Indeed, 89 percent of the service leaders CDK surveyed expect EV warranty volume to increase in the next two years.
Two of the primary reasons people choose a dealer over an independent mechanic or chain for service is for the factory-trained technicians and OEM-supplied parts.
When you look at the EVs from traditional OEMs today, and in the next few years, there are few, if any, options for service outside of a dealership.
Service retention falls quickly when a new car ages out of its warranty, but for EVs that may not be the case. And in many areas across the country, there simply won’t be another option for many years. That could be why 77 percent of service leaders said they expect retention to remain the same or increase for EVs.
Now, will independent shops eventually be able to invest in the advanced equipment, additional lifts, safety gear, and training that dealers already have to fix EVs? Yes. But this is one area where traditional dealers have a leg up on the competition, and they need to ensure they prove their value during this transitional moment.
Service departments will focus more on tire maintenance with the demise of oil changes to keep customers coming in and many respondents agreed on their importance. And while there are fewer moving parts in an EV, there’s more technology that’ll require skilled labor to address. Not everything will be solved by an over-the-air update.
EVs will need service and maintenance, and the infrastructure for it is already in place at the dealership.
David Thomas is Director of Content Marketing at CDK Global, a leading provider of cloud-based software to dealerships and original equipment manufacturers across automotive and related industries.
Just over three years ago, when California’s Governor announced an executive order allowing only zero-emissions vehicles (ZEVs) to be sold in the state, most media (and probably the governor, regulators, and supporters of the rule) understood “ZEV” to mean battery electric vehicles (BEVs) only.
Although the final rule included plug-in hybrids and hydrogen vehicles, we theorized a standard hybrid, with an internal combustion engine (ICE) powered by E85 could have emissions similar to BEVs. When total lifecycle greenhouse gas (GHG) emissions were tallied, as well as carbon intensity (CI) scoring correctly reflecting CI reductions being achieved by farmers and ethanol producers, a standard hybrid flex-fuel vehicle (FFV) can be a ZEV long before any EV.
The American Coalition for Ethanol (ACE) began testing our theory 10 months after the California executive order, using a hybrid vehicle the U.S. Department of Energy (DOE) identifies as midsized, to avoid naysayers dismissing the results as coming from a specialty vehicle or tiny clown car that would get good mileage on any fuel. We also wanted a vehicle similar in size to the best-selling BEV on the market, the Tesla Model 3 Long Range. We bought a 2019 Ford Fusion Hybrid in July 2021 for $30k to $50k less than the most popular new EVs of the day, and before converting it to the Hybrid Electric Flex-Fuel Vehicle we call “HEFF.”
We filled it with regular gasoline and drove 3,688 miles to establish a real-world regular gasoline use baseline, rather than having to compare our real-world results with fictional best case showroom sticker miles-per-gallon (mpg) and EPA’s emissions estimates based on that mileage. EPA pegged our car at 42 mpg on regular, with lifecycle GHG of 255 grams per mile (g/m). While that’s much better than the 25 mpg and 429 g/m of the non-hybrid Fusion, our pre-transition Fusion hybrid results were just over 34 mpg and around 310 g/m. We also adjusted the “regular gas” number we use for comparison using generally accepted mileage differentials for cold weather, and have periodically run tanks of regular gasoline to recalibrate for winter temps, vehicle age, and battery capacity changes during the demonstration project.
Those results are used to estimate regular gasoline consumption and also when we record flex-fuel purchases, cost, and odometer reading with each fill. We record current regular gas price along with the baseline mileage to make a cost comparison. Although our goal is to demonstrate the low CI capability of a hybrid FFV and durability of a standard engine using flex-fuel, we track fuel expenditures because we know critics will always ask about mileage and cost.
Once we calculate real mileage and CI, we compare the results to the Tesla mentioned above, and depending on where you plug in, EPA estimates the 2019 Tesla 3 Long Range emits 80 to 200 g/m lifecycle GHGs, with a national average of 111, assuming a range of 310 miles per charge. However, unscientific anecdotal Tesla Uber driver estimates told us the actual range is from 225 to 240 miles, and Car and Driver’s more scientific 40,000-mile test confirmed the drivers’ reports, saying the 2019 Tesla 3 Long Range got 80 miles less than the expected 310 miles per charge. Changing Tesla’s range to 230 miles increases its real CO2 number to 110 to 270 g/m in different markets, and boosts the U.S. average to 150 g/m.
Our baseline mpg-establishing journey ended in San Diego in August of 2021, where Pearson Fuels, the nation’s largest E85 distributor, arranged to transform the Fusion to HEFF with an eFlexFuel Plus conversion kit. The app that communicates with the flex-fuel converter provides actual ethanol content of the flex-fuel purchased, since flex-fuel can have 51 to 85 percent ethanol. Since the amount of carbon in gasoline and ethanol is different, we need the breakdown to calculate how many grams of carbon are being burned, and we divide that number by miles traveled to get our CI. We also use the ethanol and gasoline content to calculate BTU content of whatever fuel is in the tank to compare the mileage one should expect given that energy content with actual mileage to judge the effectiveness of the conversion kit.
Recording price, miles and ethanol content of every fuel purchase, and calculating E10 use and cost, after two years and three months and almost 30,000 miles on flex-fuel averaging 72 percent ethanol, produced average lifecycle GHGs of 205 g/m CO2 at 26.2 miles per gallon – not much higher than real Tesla average numbers, and lower than a Tesla 3 in many parts of the country. We calculated regular gas mpg at 32.7, which would’ve emitted 375 g/m CO2. And HEFF (Hybrid Electric Flex-Fuel) chugged 1,135 gallons of E72 versus a calculated 906 gallons regular, but the E72 cost $2,942, compared to $3,183 for gas.
We have been able to calculate some other interesting numbers based on our test results so far. Had we been able to use true E85 – 83 percent ethanol – throughout the test, our emissions number would drop to 181 g/m, and further to 113 g/m if the ethanol was CARB-approved low-CI corn fiber ethanol. Blending low-CI ethanol with renewable naphtha would provide a CI of 71 g/m in our converted Ford Fusion Hybrid – lower than the same size Tesla could achieve plugged in anywhere in the U.S. All the flex-fuel blends just mentioned are real; they have been or are being sold today.
And although the flex-fuel hybrid – even a converted flex-fuel hybrid – is capable of achieving such results, a fact recognized by Toyota and Volkswagen and being put into use in the 2024 model year in Brazil, fuel regulations being adopted in the U.S. simply refuse to acknowledge that reality. Ethanol has been responsible for nearly all the air quality improvements seen in the U.S. in the past 20 years, and its ability to reduce carbon intensity is a proven fact. But people who claim to be interested in reducing carbon pollution are enacting regulations that increase the use of electricity that is still 60 percent fossil fuel generated, over plant-based fuels like ethanol, based on what they hope and believe will be done to make electricity cleaner over the next few decades. They use buzz-phrases like “extending the life of petroleum fuels” and “false climate solution” to avoid dealing with real numbers. Projections of cleaner electricity are assumed to be facts, and scientific facts of cleaner ethanol production are ignored.
The inclusion of plug-in hybrids and hydrogen vehicles in CARB’s final Advanced Clean Cars II rule provides a sliver of hope that regulators will eventually be as concerned about actually reducing CO2 emissions as they are enforcing the electric car solution they prefer and believe in. If environmentalists and regulators are truly interested in reducing carbon emissions, solutions are available today. HEFF is proof. But if you can’t trust HEFF, ask Brazil. Or Toyota. Or Volkswagen.
Ron Lamberty is the chief marketing officer of the American Coalition for Ethanol.
Plug-in hybrids are expected to play an increasingly important role in the mission to decarbonize transportation. While many think that interest in PHEVs is a recent phenomenon, that’s not the case since the concept has been intermittently explored throughout automotive history. Real momentum gathered soon after mass-market gas-electric hybrids hit our shores over two decades ago, with some envisioning a huge benefit in evolving hybrids to enable driving exclusively on battery power. Here, we share an article focused on this vision from the Green Car Journal archives, just as it ran 18 years ago.
Excerpted from Fall 2005 Issue: It’s hard to imagine a more gripping state of affairs at the start of the 21st century. A cloud of smog hangs over our cities while the threat of global warming looms ever larger. Oil prices are rising to record highs and while there’s no imminent danger of running out of petroleum, no one knows how long supplies will last. For a final dramatic touch, most of that oil sits beneath the powder-keg that is the Middle East.
A hydrogen hero is on the way, but many worry that we don’t have time to wait, unsure of what happens if oil supplies drop off and we’re caught without a safety net. A growing chorus is clamoring for a near-term solution, something that can be implemented now to significantly reduce oil consumption. The stage has been set for plug-in hybrids.
The plug-in hybrid is an evolution of the ‘conventional’ hybrid vehicle. Plug-in hybrids function the same way, assisting the engine with battery power or electric energy captured during deceleration, but take the idea a step further. Increased battery capacity allows plug-ins to rely more on electricity and less on gasoline, extending electric-only driving range and delivering even better fuel economy. The extra electric power is drawn from the electrical grid by plugging into power outlets while a vehicle isn’t being driven.
The virtue of the plug-in hybrid comes to light with some statistics. A majority of Americans live within 20 miles of their jobs and most trips are less than 20 miles long. With an electric-only range of up to 60 miles, daily drives to work in a plug-in hybrid might not require any gasoline at all as long as the battery is recharged each night. For longer trips, the vehicle reverts back to conventional hybrid operation. If plug-in hybrids are ever designed and built from the ground up, rather than being converted from existing models like we’re seeing today, an even smaller engine could improve fuel economy at every stage.
Though the Toyota Prius is not a plug-in hybrid, it serves as a good platform for a conversion. The California Cars Initiative, a non-profit organization, first built one to show it could be done. The conversion turned out to be so promising that some companies are looking to make a for-profit business out of it.
Engineering firms EnergyCS and Clean-Tech have joined forces to form EDrive Systems, which is developing a conversion kit for the second-generation Toyota Prius. The kit removes the stock Panasonic nickel-metal-hydride (NiMH) battery and replaces it with a Saphion lithium-ion battery from Valence. The new battery adds 170 pounds to the Prius, but also makes about 9 kWh instead of the original's 1.3 kWh. That means there's much more electrical power available to drive the car.
Some careful software tweaks are made to handle the extra power of the hardware. The EDrive system takes advantage of a built-in ‘EV mode’ that forces the Prius to run purely on electric power until speeds reach 33 mph. This ensures that no precious fuel is sapped until the computer deems it absolutely necessary. According to EDrive, in a stock Prius, the batteries would only provide about one mile in this mode; the company’s converted plug-in Prius extends that range to as much as 35 miles.
To further hold off engine intervention, the computer is told the battery is full until the actual state of charge dips below 20 percent. This bit of misinformation forces Toyota’s Hybrid Synergy Drive to inject as much electric power as possible into the drive system. After the battery is about 80 percent depleted, the EDrive Prius carries on like a normal hybrid and maintains the charge of the battery as needed. Once the EDrive Prius is parked, it’s plugged into an external 110-volt charger that can replenish a fully depleted battery in about seven to nine hours.
An additional dash-mounted readout precisely meters fuel consumption and displays how far the throttle pedal can be depressed before prompting the engine to start up. It’s a useful tool because driving style matters. Aggressive driving and 75 mph cruising will yield 70-80 mpg, say the EDrive folks, while relatively mellow driving earns well over 100 mpg. Low speed city driving and cruising at 55 mph can reportedly push fuel economy closer to 200 mpg. And when the battery is depleted after 50-60 miles of driving, fuel economy reverts back to the roughly 45-50 mpg of the stock Prius.
EDrive Systems hopes to sell its conversion kit for $10,000 to $12,000 in early 2006. At this cost, EDrive’s market is limited to those with the bucks to support making such a statement, but it’s a start.
The Prius is not the only vehicle lending itself to plug-in conversion. DaimlerChrysler is working with the Electric Power Research Institute (EPRI) to build 40 plug-in hybrid versions of its Sprinter commercial van for use in demonstration fleets. Electric boost comes from a 70 kW motor positioned between the transmission and clutch, which is fed by a 14 kWh NiMH battery stowed beneath the cargo floor.
Drivers of the plug-in Sprinter hybrid can push a button to put the vehicle in electric-only mode, which is good for a range of about 19 miles. When not selected, the hybrid’s electronic controller alternates power between the vehicle’s diesel engine and electric motor to optimize fuel economy, or combines the two when power demands are high. This plug-in variant is designed for recharging on Europe’s 230 volt network, a task that takes about six hours for a fully depleted battery.
The stock Sprinter, with its small, 4- cylinder diesel engine, is already quite the efficient hauler with fuel economy as high as 30 mpg. Converted to a plug-in hybrid, DaimlerChrysler says fuel economy improves anywhere from 10 to 50 percent, depending on use. That means up to 45 mpg from a commercial delivery vehicle – simply unheard of in its class. So far, DaimlerChrysler is the only automobile manufacturer producing its own plug-in hybrids.
One of the most notable forces behind the rising profile of the plug-in is Felix Kramer and his Palo Alto-based California Cars Initiative. The group is mobilizing support from fleets, government agencies, and private buyers in an attempt to break the vicious cycle that plagues many new technologies: Motorists won’t buy plug-ins on a large scale unless the price is right, and the price won’t come down until automakers are convinced there will be buyers.
Not content to wait around for the manufacturers, Kramer is looking at other ways to put plug-in hybrids on the road. The plan is to utilize venture capital, set up a Qualified Vehicle Modifier company that could work with automakers in a fully certified capacity, and convert existing hybrid models without voiding original vehicle warranties. In Kramer’s mind, conversion possibilities include Ford’s Escape Hybrid and models using Toyota’s Hybrid Synergy Drive such as the Prius, Highlander Hybrid, Lexus RX400h, and other upcoming models.
The potential of the plug-in hybrid in reducing emissions and oil dependency has put environmentalists and conservative think-tanks in an unusual position: They’re on the same side. Set America Free, the Center for Security Policy, and others have joined electric vehicle die-hards in calling for mass production of plug-in hybrids. Support from former Secretary of State George Shultz and former CIA director James Woolsey lends considerable credibility to the cause.
Despite this clamoring, the U.S. government has yet to respond in a big way. An amendment to the massive energy bill recently approved by President Bush allocates a relatively tiny $40 million for hybrid vehicle development, some of which could go toward plug-in hybrids...but there’s no guarantee.
This leaves local government to take charge. The City of Austin, Texas, with help from its municipal utility Austin Energy, has become the first city to develop an incentive plan for plug-in hybrids. ‘Plug-In Austin’ is looking to raise $50-$100 million to provide rebates on plug-in hybrid purchases for public and private use, as well as for running an educational campaign to generate consumer interest. Austin is one of 10 cities that will begin testing DaimlerChrysler’s Sprinter plug-in hybrid next year.
The ‘Plug-In Austin’ campaign is designed to expand to other communities around the country. Representatives from Austin Energy are approaching the nation’s 50 largest cities in an effort to encourage them to replicate Austin’s program. Already, Seattle City Light in Washington state has shown interest in offering customers incentives to buy plug-in hybrid vehicles in the Puget Sound region. Across the country and across the political spectrum, the plug-in hybrid is winning fans.
Professor Andy Frank at the University of California, Davis is an ardent proponent of plug-in hybrids and, having built plug-in prototypes since 1972, is also one of the most experienced. Rather than an intermediary step to hydrogen, Professor Frank believes the plug-in hybrid could be an end in itself. A plug-in hybrid with a 60 mile electric range, like the ones Frank and his students build, reportedly uses only 10 percent gasoline and 90 percent electricity on an annual basis. “That 10 percent of gasoline could be replaced by biofuels,” says Frank, taking an interesting direction that could find gasoline use eliminated altogether.
The possibilities don’t end there. “We have the capability, for the first time, of integrating the electric grid with transportation,” explains Frank. The electrical grid right now has enough excess capacity to support half the nation’s vehicle fleet if they were converted to plug-in hybrids, says Frank. The energy is domestically produced, the infrastructure already exists, and, though much of our electricity today comes from coal-burning powerplants, renewable and non-polluting sources such as wind and solar power could play a larger role. “People don’t think of plug-ins as alternative fuel cars, but they are,” says Frank. “You could be running your car on solar or wind power.”
At less than a dollar per gallon during off-peak hours, when most plug-ins would be recharged, plug-in hybrid drivers would be paying a lot less in fuel costs. As for the extra up-front cost, Frank points to a UC Davis study that shows how automakers could build plug-in hybrids by adding only $7,000 to the price of a $20,000 car. So why isn’t this already happening? Some in the auto industry maintain that battery technology isn’t ready yet, a claim that Frank and others dismiss. More significantly, Frank asserts there’s a general reluctance to invest, with struggling giants in the industry unwilling to take risks unless convinced there’s a good chance that a sizeable return will result.
“What I’m trying to demonstrate is that if a bunch of students can do it, the car companies should be able to do even better.” Andy Frank, the California Cars Initiative, the City of Austin, and many others feel it’s up to them to take the lead in getting the word out and generating demand. With the success they’ve met, and the wide-ranging benefits that plug-ins put within reach, there’s every reason to believe that at least some in the auto industry are paying very close attention.
First teased back in 2021 with a bold, forward-looking design that’s still signature Kia, the automaker’s electric EV9 emerged in recent months to great expectations. Not the least of these expectations is from Kia itself, which aims for the Kia EV9 to take the family SUV market by storm, much like its spiritual Telluride sibling did when it was released four years ago.
Kia’s signature EV model line was launched in 2021 with the EV6, an all-electric compact crossover. The EV9 is the automaker’s second volley in the EV wars, sharing Kia’s E-GMP platform also used by the EV6, Hyundai Ioniq 5 and 6, and the Genesis GV60. Kia hasn’t released much info regarding trim levels, but we do know the EV9 will be offered in Kia’s GT trim sporting unique 21-inch wheels, roof rack, and dark chrome exterior accents. Entry pricing is speculated to begin around $55,000.
As of now, Kia has announced two powertrain choices for the upcoming EV9. First will be a base RWD option sporting 215 horsepower and 258 lb-ft torque utilizing a 77.6 kWh battery. The second is an AWD variant capable of producing 379 horsepower and 516 lb-ft torque with a long range 99.8 kWh battery. Kia is targeting 300 miles with its long range battery setup, while estimates for the base 77.6 kWh battery variant are currently unknown. Kia boasts a towing capacity of up to 5000 pounds, matching the Telluride. Charging the battery from 10 to 80 percent is handled in just 25 minutes thanks to Kia’s fourth-generation battery technology and use of an 800-volt fast charger.
The Kia EV9 has a surprisingly well-blended combination of varying styles, most prominent being its sci-fi essence. At the front, Kia’s ‘Tiger Face’ front fascia design metric is ruggedly futuristic with a large, black grille that emphasizes an appealing design flow, accentuated by slim, vertically oriented headlights that angle diagonally toward the grille. A high, sloping hood reminds us we are in the presence of a large and capable SUV. Hidden windshield wipers mean the continuity of the hood is uninterrupted, adding a subtle sleekness to this SUV.
Along the sides, the EV9’s most striking feature is its wheels. Kia’s use of simple geometric shapes as a base for the wheel design underscores how futuristic the model is meant to be perceived. That, along with its chunky, trapezoidal wheel arches, sharp fender lines, and smoothly uninterrupted body lines, provide an appealing amalgamation of styles. Around back, we see a very minimalist hatch with a subtle spoiler extending out from the roofline. The taillights were designed along the lines of Kia’s ‘Star-map Signature Lighting’ system, with the intent to emphasize the flow of body lines as they wrap into the rear of the EV9. Another styling benefit of this lighting system is its ability to frame the rear window, which represents yet another futuristic design cue.
Inside is a different story. Here’s Kia’s intent is to offer a cabin designed to be as comfortable and calming as possible without the complexity and futurism of its exterior. Most functions are controlled through the infotainment screen, which extends into the driver’s sightline to also act as a digital gauge cluster. Beneath the screen, Kia added dash-integrated haptic buttons that control key functions of the infotainment system. Buttons and switches are kept to a minimum to reinforce the model’s calm and comfortable interior theme.
The EV9 makes good use of negative space, with decorative cloth inserts placed in the doors and the passenger side dash fascia. A floating center console stretches into the second row and features a reasonable amount of storage space. Optional 8-way reclining seats are offered for the first and second rows featuring heating and cooling capabilities. The EV9 follows Kia’s 10 essential materials interior production method using synthetic leather and recycled material throughout the cabin. Using a flat floor, cargo room is ample within the EV9, with 20 cubic feet of cargo room when all three rows are in use, as well as nearly 82 cubic feet with the second and third rows folded down.
The EV9 features a lot of tech with 20 collision avoidance and active driver technologies, three of which are all-new for Kia. These include standard Highway Driving Assist 2 that combines adaptive cruise control, stop-and-go assist, and lane-centering assistance. Standard Lane Following Assist helps the driver stay centered in their lane by delivering slight steering inputs, and optional Advanced Highway Driving Assist uses LiDAR technology to scan the road for potential hazards. Also standard is Remote Parking Assist 2, allowing drivers to remotely park their vehicles using Kia’s smartphone app, Kia Connect. The EV9 also employs over-the-air software updates.
With the speedy advance of electric vehicles, it’s no surprise that legacy automakers are starting to make strides in tech and production, and the Kia EV9 is poised to make a big impact. The EV9 is pointed squarely at Kia’s plans for the future of the brand and should begin arriving at dealers by the end of 2023.
Hyundai's first generation Kona arrived in the U.S. market in 2018, expanding the Hyundai lineup with a new subcompact crossover SUV. An electrified version, the Kona Electric, added a new choice the next year. Now the popular Kona is entering its second generation for the 2024 model year with a complete redesign and scaled up dimensions to help drivers make the most of the model’s sport-utility potential. Five trim levels are offered including SE, SEL, Limited, N Line, and the Kona Electric. While prices have not yet been disclosed, we expect the Kona’s point of entry to be in the $25,000 range with the electric pushing $36,000 or so.
Along with its new looks, Kona brings a surprising amount of tech and pep for the price including two ways to go electric. Kona's base electric powertrain features a 133 horsepower electric motor producing 188 lb-ft torque and a 48.6 kWh battery. A more powerful option uses a 64.8 kWh battery and a 201 horsepower motor delivering 188 lb-ft torque. Hyundai estimates the new Kona Electric’s range at 197 miles with the standard battery and 260 miles with the upgraded battery package, the latter offering just a few miles more range than the 2023 Kona Electric. Both Electric trims feature Hyundai’s new ‘i-Pedal’ driving mode that enables acceleration, deceleration, and regenerative braking from just the accelerator pedal under many driving conditions.
Charging is handled via a chargeport located in the Kona’s front fascia, making it easy to park and charge from a public charger on either side of the vehicle. An illuminated chargeport door lamp makes night charging more convenient. Hyundai built in 400 volt fast charging capability in its new Kona, which means drivers should be able to charge their battery pack from 10 to 80 percent in just over 40 minutes when a quick charge is needed, and if a 400 volt public fast charger is available.
Hyundai integrated handy bi-directional charging capability in the Kona that enables Vehicle-to-Load (V2L) functionality. That means Kona not only can charge its batteries from the front chargeport, but it can also charge equipment or power devices plugged into a chargeport adaptor. This can come in handy for those who take along electric bikes or scooters on their travels, or camp with equipment that needs to be plugged in or could use a charge. During power outages, the system can even help power home appliances or other necessities to the extent of its power capabilities.
For those less inclined to go electric, the 2024 Kona also comes with two available gas engine options to complement its electric power choices. The base powerplant is a 2.0-liter four-cylinder that produces 147 horsepower and 132 lb-ft torque, paired with a continuously variable transmission. The more powerful powertrain option is Kona’s 1.6-liter turbocharged four-cylinder that makes 190 horsepower and 195 lb-ft torque and is paired with an 8-speed automatic transmission. The turbo engine is standard with the sporty N Line and Limited trims.
A step up from the previous generation, Kona’s styling is more aerodynamic with sleek with clean lines that hint its designers had the future in mind. This appealing design reveals a conservatively rugged nature with elements of edgy styling that make it stand out amid the usual flock of cars. Kona’s visual appeal is headlined by an LED ‘seamless horizon lamp’ running light spanning the width of the front fascia, a design feature complemented by an equally striking fender-to-fender taillight design at the rear. Interestingly, Hyundai reversed the usual protocol for designing a new vehicle, which takes into account combustion power first and electric as a secondary consideration. Instead, Kona has been developed from the start as an electric vehicle with its need for an electric motor, battery packaging, and other components and electronics unique to EVs.
Inside, the new Kona presents an updated and more futuristic experience. A driver-oriented cabin sports dual integrated 12.3 inch panoramic display screens. The gear selector has been relocated from the center console to a stalk behind the steering wheel to provide more storage space in the center console. Front seat backs are 30 percent thinner than the previous model to give rear seat passengers more knee and leg room. A ‘curveless bench seat’ design further improves space and comfort for rear seat passengers. The rear cargo area provides 25.5 cubic feet of space for everyday needs, and if you fold down the seat backs that capacity increases to 63.7 cubic feet of cargo area. A small front trunk (frunk) adds about another cubic foot of storage.
Hyundai’s SmartSense ADAS is available in the new Kona, which includes remote parking assist, forward-collision avoidance, lane-keep assist capability, navigation-based smart cruise control with stop-and-go, and other features. Particularly handy is blind spot view monitoring, which presents live video within the instrument cluster showing the blind spot encountered during a lane change.
Kona also includes other desired advanced connectivity features with the ability to process over-the-air (OTA) software updates, a breakthrough technology popularized by Tesla that’s now being embraced by a growing number of automakers. This allows wireless communication to deliver software and firmware updates for the Kona’s various on board systems to enhance its features. OTA technology can also update the vehicle’s multimedia software and navigation maps.
The new 2024 Kona Electric is sure to please with its fresh style, agreeable pricing, and multitude of user-friendly tech. We can expect the Kona Electric to arrive at dealers later in the fall following the debut of its gas-powered sibling sometime this summer.
Hyundai’s IONIQ 5 is meant to be noticed. Sharp and angular bodylines define the model, along with a V-shaped front bumper, distinctive daytime running lights, and a clamshell hood to minimize panel gaps and enhance aerodynamics. Attention to efficiency is exhibited in many ways, one of these a low drag coefficient enhanced with flush door handles and 20 inch, aero-optimized rims. The new electric crossover rides on an extended 118.1-inch wheelbase that’s nearly four inches longer than that of the Hyundai Palisade SUV, offering short overhangs that allow for more expansive interior space.
Inside is a cabin focused on comfort and functionality, featuring what Hyundai defines as a ‘living space’ theme. Since it uses a dedicated EV platform with batteries located beneath the floorboard, IONIQ 5’s floor is flat without the requisite transmission tunnel of combustion engine vehicles, thus lending additional interior design freedom.
Drivers are treated to a configurable dual cockpit with a 12-inch digital instrument cluster and 12-inch touchscreen. A new-for-Hyundai augmented reality head-up display delivers needed information in a way that essentially makes the windshield a handy display screen. Of course, the latest driver assist systems are provided, with Hyundai SmartSense offering the make’s first use of its Driving Assist plus driver attention warning, blind spot collision avoidance assist, intelligent speed limit assist, and forward collision avoidance assist.
Interesting touches abound, like a moveable center console that can be positioned normally or slid rearward up to 5 1/2 inches to decrease any impediment between front seating positions. Both front seats take reclining to a whole new level and even provide first-class style footrests. Those in the rear are also treated to more comfortable accommodations. Front seat thickness has been reduced by 30 percent to provide more room for rear seat passengers, and those passengers can also recline their seats or slide them rearward for increased legroom. Sustainability is addressed with the use of eco-friendly and sustainable materials sourced from recycled thermoplastics, plant-based yarns, and bio paint.
There are plenty of powertrain configurations to fit all needs including 48 kWh and 72.6 kWh battery options, plus a choice of a single rear motor or motors front and rear. At the top of the food chain, the AWD variant with the larger battery provides 301 horsepower and 446 lb-ft torque, netting 0-60 mile acceleration in about 5 seconds. The best range is achieved by the 2WD single-motor version, which is estimated at just over 290 miles, though that’s not based on the EPA testing regimen used in the U.S. Top speed is 115 mph in all configurations. IONIQ 5’s multi charging system is capable of 400- and 800-volt charging, with a 350 kW fast charger bringing the battery from 10 to 80 percent charge in just 18 minutes.
As an added bonus, the IONIQ 5’s V2L function enables it to function as a mobile charging unit to power up camping equipment, electric scooters, or electric bikes. You can take it all with you for those power-up opportunities, too, since IONIQ 5 is rated to tow up to 2,000 pounds.
The 2022 Kona Electric from South Korean automaker Hyundai stands out in the ever growing electric car market on many fronts. Trim and nimble, this compact SUV has plenty of punch to deliver a spirited driving experience, yet has great electric range at a price point that makes it a real value. Base price for the Kona Electric starts at a reasonable $34,000. EPA-estimated range comes in at 258 miles, with the Kona Electric’s. EPA fuel economy rating up there with the best in the industry at 132 MPGe in the city, 108 on the highway, and 120 combined.
Power is stored in a 64 kWh lithium-ion polymer battery pack that energizes the model’s 201 horsepower electric motor. Hyundai says expect a full charging time in just over 9 hours with a Level II home or public charger. Charging time shortens considerably to 64 minutes for a 10-to-80 percent charge at an available public 50 kW Level III quick charger and just 47 minutes if charging at a 100 kW Level III charging station.
Exterior styling is markedly cleaner on the 2022 Kona Electric compared to the previous year’s model. It looks sleek and purposeful with a more aggressive stance and on road presence, featuring a stretched hood, revised front and rear fascia, and air inlets in the bumper corners. The charging port is cleanly built into the front fascia/bumper for easy connections when pulling straight into a charging spot, a welcome feature for those accustomed to charge ports mounted on the side of an electric vehicle. Night driving is made safer with the addition of high intensity halogen projector beam headlights and LED daylight running lights make the Kona easier to spot by other drivers. The taillights are also bright energy saving LEDs.
Kona Electric is very welcoming on the inside. The driver is treated to an 8-way adjustable seat with power lumbar support with the passenger provided a 6-way adjustable bucket seat, both of them heated. A Harmon Kardon engineered and tuned multi-speaker audio system includes a center console-mounted sub-woofer. The system is Apple CarPlay and Android compatible and controlled through a 10.25 inch color LCD touch screen at the center of the dash. A second 10.25 digital cluster is located in front of the driver. Interior panels are accented by trim with the look of brushed aluminum.
A full suite of driver assist and advanced safety systems is available . Among these are Smart Cruise Control with stop and go, Lane Following Assist, Forward Collision Avoidance Assist, Highway Drive Assist, Blind Spot Collision Avoidance, and more.
The Kona platform is right-sized for many mobility missions, compact for easy city maneuverability and parking but also accommodating enough to provide a comfortable experience for driver and passengers. It measures in with an overall length of 165.6 inches and is built on a 102.4 inch wheelbase chassis, offering welcome ride-quality for around-town driving and longer daily commutes.
In the company’s words, the $129,990 Tesla Model S Plaid is ‘beyond ludicrous,’ with a new, three-motor powertrain producing a combined 1,020 horsepower, 0 to 60 times of 1.99 seconds, and 9-second quarter-mile sprints. It’s rated as delivering a 398 mile driving range, though that’s figured in a typical EPA test regimen. Given that buyers of the Model S Plaid are likely in it for the car’s performance potential, driving this car to its potential will certainly mean commensurately less range. Other models like the even more range conscious Model S Long Range can go an estimated 405 miles using dual motors producing 670 horsepower.
Recently, a Model S Plaid was dragstrip tested by Motor Trend in an attempt to independently verify Tesla’s claimed sub-2-second 0 to 60 time. They were successful in doing so on a surface fully-prepped with VHT, a resin-based compound typically used at dragstrips. On asphalt without a sticky coating of VHT, the Plaid took 2.07 seconds, making it the quickest production car that publication ever tested.
The Model S has been facelifted for 2022 with new front and rear fascia and fender bulges to fit wider wheels and tires. The new look continues inside with a more spacious cabin and an all-new interior design, featuring an aircraft-style yoke to replace the conventional steering wheel. ‘No stalks, no shifting’ to distract from the pure driving experience, says Tesla.
In the center of the dashboard is a 17-inch, landscape-oriented cinematic display that controls the navigation, infotainment, and tri-zone climate controls. The rear seat has been redesigned with extra head- and legroom for three passengers, and a stowable center armrest has storage compartments and wireless charging. The rear seat also folds flat to accommodate lengthy cargo. There’s a video monitor in the rear of the front armrest; Tesla says the Model S has up to 10 teraflops of processing power, enabling console-like in-car gaming. Wireless controller capability allows game play from any seat.
Tesla owners can take advantage of more than 25,000 Supercharger stations globally. On a Supercharger, the Plaid can charge at up to 250 kW, which has the capability to 200 miles of range in just 15 minutes.
The Model S is equipped with front-, side-, and rear-facing cameras to provide a 360-degree view around the car. In addition there are 12 ultrasonic sensors to assist in the car’s self-driving features, which include Autopilot, Auto Lane Change, Summon, and AutoPark. Over-the-air software updates enable instantaneous upgrades as they become available.
Similar in size to Audi’s Q5 SUV, the Q4 e-tron is powered by one or two electric motors depending on configuration. The base Q4 40 e-tron sends an estimated 240 horsepower to the rear wheels through a permanently excited synchronous motor. The Q4 50 e-tron quattro and Q4 50 Sportback e-tron quattro add a temporary on-demand asynchronous motor to drive the front wheels as needed. The second motor brings total output to an estimated 290 horsepower. When not in use, the front motor doesn’t consume any energy or add any load resistance, so the drivetrain’s efficiency is like that of the rear-wheel drive system.
Both drive configurations are powered by a single 77 kWh battery located between the axles to optimize weight distribution. Preliminary estimates put the Q4 40 e-tron’s range at approximately 250 miles.
The drivetrain is configured to regenerate energy using what Audi calls intelligent recuperation, which incorporates navigation and topographical data in addition to the three regen modes selectable via steering wheel paddles and brake pedal modulation. The battery can be charged using either alternating or direct current, up to 11 kW with AC and up to 125 kW DC using a high-speed charger.
The Q4 e-tron interiors feature a 10.25-inch digital instrument cluster in front of the driver and a second, 10.1-inch touchscreen to operate the infotainment and navigation systems. A new steering wheel has seamless touch surfaces to control the instrument cluster. Available as an option is an augmented reality head-up display, which superimposes relevant driving information over the real-world view out the windshield at what is perceived to be a distance of 30 feet ahead of the driver, “creating an integrated and eyes-forward experience,” says Audi.
Several driver-assist systems are packaged into the Q4 e-tron models, ranging from High-Beam Assist to Adaptive Cruise Assist. Combined with Traffic Jam Assist, the adaptive cruise control can guide the SUV through its entire speed range. A Predictive Efficiency Assist program optimizes energy consumption over the duration of a trip.
Audi expects to produce the Q4 e-tron models at its Zwickau, Germany, plant with a net carbon-neutral footprint. Zwickau will incorporate renewable electricity to help achieve this certification. The Q4 e-tron SUVs should be on sale in the U.S. in late 2021 with a starting MSRP of less than $45,000.
Volvo’s positioning of the C40 Recharge is interesting in an era where an abundance of new models are identified by their makers as SUVs, though many could just as easily be called large hatchbacks. This is in reverse. Volvo doesn’t describe the C40 Recharge as an SUV – thought it certainly could be categorized that way – but rather, says it ‘has all the benefits of an SUV’ like a high seating position, but with a sleeker body design. We’ll chalk it up to marketing.
However you define it, the model is powered by a 78 kWh battery driving front and rear electric motors for zero-emission driving. Anticipated range is estimated at about just over 200 miles on a charge, with an official EPA rating still to come. Range is expected to improve over time with over-the-air software updates, Volvo says. The battery is configured to be fast-charged to 80 percent in about 40 minutes. Buyers of the C40 Recharge, and all-fully electric 2022 Volvo vehicles, will receive 250 kWh of complimentary charging for the first three years of ownership using Electrify America’s charging network. After that, owners will be eligible for Electrify America’s Pass+, with Volvo picking up the membership fees for the first year.
The C40 Recharge is the first Volvo with a leather-free interior. Upholstery options include renewable wool fiber or a combination of suede textile (made of recycled plastic) and micro-tech material. The carpet and much of the interior panels and trim are also made using recycled plastics.
Other interior features include dual-zone automatic climate control, heated front and rear seats, a heated sport steering wheel wrapped in a synthetic material, a 12-inch driver display instrument panel, and a 9-inch center display panel. The infotainment system in the C40 Recharge was developed with Google and is based on the Android operating system. Google services, such as Google Maps, Google Assistant, and the Google Play Store are built in, and owners have access to Google apps using the car’s unlimited data.
Driver aids built into the C40 Recharge include Adaptive Cruise Control, Lane Keeping Aid, Oncoming Lane Mitigation, and Road Sign Information, which displays information alerts – speed limits, do not enter and other signs – in the speedometer.
Starting at a base price somewhat south of $60,000, the C40 Recharge is available through online orders only. It will come with a convenient care package that includes service, warranty, roadside assistance, insurance, and home-charging options. To simplify the online ordering process, the C40 Recharge will be available in one trim level called Ultimate. This model has ‘every available feature,’ says Volvo, including a panoramic fixed moonroof, pixel LED lighting, 360-degree surround-view camera, and Harmon Kardon premium sound.
The Santa Fe’s new plug-in hybrid powerplant comes a year after the all-new generation 2021 model saw its first hybrid option. Hybrid power was just one of many important upgrades for this five-passenger, mid-size sport utility vehicle last year. Along with its bold new look, Santa Fe gained upgraded electronics, additional driver-assist systems, and two new efficient 2.5-liter/2.5-liter turbo engines plus the efficient 1.6-liter hybrid.
Augmenting the standard hybrid’s 1.6-liter, direct-injected four-cylinder turbo engine and 90 horsepower electric motor is this year’s PHEV’s plug-in capability and larger battery pack. Power is transferred to the wheels through a smooth-shifting six speed automatic transmission. Electrical power is stored in a 12.4 kWh lithium-ion battery pack, which should provide enough juice to propel the Santa Fe up to 30 miles in pure electric mode.
Available in SEL Convenience and Limited trim levels, Santa Fe is a right-sized package measuring in at 188 inches in overall length and 74 inches tall, riding on a 108.8 inch wheelbase. The Santa Fe PHEV is sure-footed for all-weather duty courtesy of Hyundai’s HTRAC all-wheel-drive system complemented by four drive modes.
Its interior features large digital touchscreens including a 12.3-inch digital instrument cluster display, an 8-inch audio display, and a widescreen 10.25-inch navigation display. Wireless device charging, smart phone integration, and BlueLink are provided. Leather upholstery and ventilated front seats are standard equipment. The Santa Fe features multiple cameras positioned around the vehicle to give the driver a better view of surrounding conditions and obstacles. The front camera also serves to provide forward collision avoidance and active cruise control functionality.
For added convenience, Santa Fe PHEV has a self-parking function and cross-traffic backup alert. Hyundai calls this safety suite Reverse Parking Collision Avoidance Assist, or PCA for short. It will warn the driver if a collision risk is detected while backing up under challenging conditions, such as reversing out of a driveway into cross traffic.
Model-specific styling helps the PHEV variant stand out with a bold and aggressive grille treatment, 19 inch alloy wheels, and a panoramic sunroof. Initially, Santa Fe PHEV will be available in eleven states including California, Colorado, Connecticut, Maine, Massachusetts, Maryland, New Jersey, New York, Oregon, Rhode Island, and Vermont. Expect a MSRP of $40,535 for the SEL model and $46,545 in Limited trim.
While performance is a given at any level, it’s been Tesla’s highest-end, dual-motor models that really set the bar for the ultimate in electric drive thrill seekers. While Tesla has pretty much had a lock on this for some time, serious competition has been in the pipeline. Audi’s new-for-2022 e-tron GT not only considerably extends the reach of Audi’s unfolding all-electric e-tron lineup, it presents a compelling option to those who would otherwise consider a Tesla.
Sleek and sinewy, the e-tron GT is what electric performance should be about. If Audi’s 610 horsepower, V-10 powered R8 supercar screams performance, then the more luxury-oriented electric e-tron GT simply exudes it in a refined and luxurious sort of way, without making a fuss. The e-tron GT is beautifully designed with a sloping roofline, a long wheelbase, wide stance, and large 20-inch alloy wheels as standard fare, with the uplevel RS variant offering available 21-inch alloys.
And performance? As expected. Front and rear permanently excited synchronous motors in the GT – 235 horsepower at the front and 429 at the rear – offer a net combined output of 469 horsepower for exhilarating acceleration. A greater 522 horsepower with overboost and launch control is delivered for a brief 2 1/2 seconds as needed. This delivers a 3.9 second 0-60 mph sprint and a top speed of 152 mph. The RS e-tron GT uses the same front motor but integrates a more powerful 450 horsepower motor at the rear, offering 590 horsepower overall and 637 horsepower with overboost. It reaches 0-60 mph in just 3.1 seconds, matching the breathtaking performance of Audi’s V-10 R8.
Power in both versions is delivered to the road via a two-speed transmission that accentuates quick acceleration while providing a second taller gear for extended highway driving. All-wheel steering, available in GT models and standard in the RS e-tron, provides a maximum of 2.8 degrees of opposite direction in the rear to increase low-speed agility at speeds up to 30 mph, and in the same direction at higher speeds to aid stability. Three-chamber air suspension is standard to enable tuning for comfort or performance.
Energy is delivered to the motors by a 93.4 kWh lithium-ion battery pack housed within an aluminum frame. Audi estimates a 238 mile range for the GT and 232 miles for the RS GT based on its own testing approximating EPA test cycles. Both are standard and fast charge capable, with the latter bringing the e-tron’s battery from 5 to 80-percent charge is just over 22 minutes.
Arriving this year, the Audi e-tron GT quattro Premium Plus carries an MSRP of $99,900, with the GT quattro Prestige upping the ante to $107,100 and the RS e-tron GT to $139,900.
Toyota has ‘fully rebooted’ the second-generation Mirai fuel cell electric vehicle (FCEV) for an evolving automotive arena. While the first-generation Mirai was a four-passenger, front-wheel-drive sedan with a decidedly futuristic design, the new Mirai is Toyota’s flagship sedan, a premium, rear-wheel-drive, five-passenger sports-luxury car in the vein of the Lexus LS, on whose GA-L platform the Mirai is now based. It’s offered in XLE and Limited trim levels, with corresponding differences in equipment and interior materials.
The new Mirai is larger in every dimension except height, more powerful, and has a longer cruising range. Its four-wheel independent multi-link suspension, replacing the previous car’s strut-type front and rear beam axle, improves the car’s handling and performance, as does the change to rear-wheel-drive and the configuration of its new fuel cell system. In combination, those latter two revisions give the Mirai a near 50/50 front/rear weight distribution.
The fuel cell stack in the new-generation Mirai, like the one in its predecessor, takes in hydrogen and oxygen to create electricity without combustion to power its rear-drive motor. Water vapor is the only emissions produced during the process. The stack is about 20 percent smaller and 50 percent lighter, and now fits under the sedan’s hood. A new power control unit and other changes to the stack result in a 12-percent power increase, boosting the Mirai’s rear-drive motor output to 182 horsepower and 221 lb-ft torque (versus the outgoing model’s 151 horsepower and 247 lb-ft).
Electricity is stored in a lithium-ion battery that’s smaller, lighter, and has greater capacity than the Mirai’s previous nickel-metal-hydride battery. The battery rides between the rear seat and the trunk. Three 10,000-psi carbon-fiber-reinforced tanks hold about 11 pounds of hydrogen, giving the Mirai 402 miles of range in XLE models, and 357 in the Limited. Toyota is continuing the practice of offering up to $15,000 of complimentary hydrogen with each Mirai.
Inside the Mirai are seats trimmed in SofTex synthetic leather. The dashboard is dominated by two digital displays, an 8-inch LCD gauge cluster in front of the driver and a 12.3-inch touchscreen in the center of the dash to operate the climate control, infotainment, and navigation systems. To bring down cabin temperatures and reduce the load on the Mirai’s air-conditioning system, Toyota engineers installed extra insulation in the roof and added UV protection in the side windows.
Both Mirai models come standard with Toyota’s Safety Sense 2.5+, a suite of active safety systems with several enhanced functions. Among them is the Pre-Collision System with Pedestrian Detection, which not only registers a vehicle ahead but a bicyclist or pedestrian in front of that vehicle.
Initially the Mirai is available in California only, but Toyota says it is fully optimized for cold-weather operation, hinting that broader availability may be in the works. The Mirai XLE is priced at $49,500 with the uplevel Limited coming in at $66,000 before substantial federal and California state incentives, and potential Toyota incentives as well.
Clearly, Chrysler’s original minivans had a great run, and for good reason. All were based on the same platform featuring a low floor and an overall design that allowed the ability to park in a typical garage. Plus, they drove like cars and not trucks due to their passenger car-like construction. Offering different flavors of the minivan under the Dodge, Plymouth, and Chrysler brands – with varying levels of sophistication – was a smart move as well. But alas, change is inevitable even within notable success stories. Enter the Pacifica Hybrid.
The company’s sixth-generation minivan broke new ground in 2017 as the Chrysler Pacifica replaced the Town & Country. Featuring an exciting new design on an all-new platform, among its many innovations was the inclusion of the Pacifica Hybrid variant, the first and only plug-in hybrid minivan in the U.S. market to this day.
Four years later, the Pacifica Hybrid now features a redesign with deeper sculpting and sport-utility influences. It’s available in Touring, Touring L, Limited, and Pinnacle iterations, all powered by a 3.6-liter Atkinson V-6 engine mated with electric motors and a nine-speed electrically variable transmission.
This transmission incorporates two electric motors that drive the front wheels via a clutch, rather than using just one motor for propulsion and the other for regenerative braking. The one-way clutch is located on the input side of the transmission and the output shaft of the motor. This one-way clutch enables power from both ‘A’ and ‘B’ motors to act in parallel, delivering the full torque of both motors to the wheels. The system provides a combined 260 horsepower. All Pacifica Hybrid models feature front-wheel drive, with all-wheel drive available on the Touring L model.
Energizing the electric drive system is a 16 kWh lithium-ion battery pack comprised of six 16-cell modules. The pack is located under the second row of seats. The benefit of this battery placement is that it doesn’t infringe on interior space, so cargo-carrying capacity is not sacrificed. The battery pack provides 32 miles of battery electric range and charging to full capacity can be done in two hours using a 240-volt charger. Total hybrid driving range is 520 miles.
A suite of driver assistance systems is available either as standard or optional equipment, depending on trim level. Among these are a 360° Surround View Camera, Rear View Camera, Full-Speed Forward Collision Warning with Active Braking, Pedestrian Automatic Emergency Braking, Blind Spot Monitor, Adaptive Cruise Control, Parallel/Perpendicular Park Assist, and Lane Departure Warning with Lane Keep Assist.
Pacifica Hybrid’s Uconnect 4 system comes with a standard 7-inch or optional 8.4-inch touchscreen, standard Apple CarPlay and Android Auto, and available 4G Wi-Fi. Uconnect 4 with the 8.4-inch touchscreen displays vehicle performance, power flow, driving history, and adjusts charging schedules for less expensive off-peak hours.
The conventionally-powered Pacifica minivan offers a base price of $35,045, while the Pacifica Hybrid starts at $39,995 for the Touring L model and travels upward to $50,845 for the Pinnacle edition.
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.
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.
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.
