Early electric vehicle efforts took many forms, with automakers striving to compress the learning curve in order to meet California’s impending 1998 zero emission vehicle mandate. While a few automakers like Honda developed their electric vehicle programs around all-new designs, most turned to electrifying existing car, truck, minivan, or SUV platforms. Some were recognizable models sold in the U.S. Others, like the Ford Ecostar, were built on platforms sold only abroad. The Ecostar was unique in many respects, not the least of which was its use of an experimental sodium-sulfur “hot” battery, which provided exceptional on-board energy. Ultimately, this battery didn’t make the cut and was abandoned, although the Ecostar itself still shines as one of the era’s true stars. This article shares details of Ford’s Ecostar program and is presented as it originally ran in Green Car Journal’s December 1993 issue.
Excerpted from December 1993 Issue: It was just over a year ago when Ford debuted its Ecostar electric vehicle to the skeptical motoring press in Los Angeles, Calif. The unusual vehicle, based on the automaker's European Escort Van built in Britain at Ford's Halewood, Merseyside, manufacturing facility, seemed normal enough at first blush. But its powertrain made it the most unique vehicle ever to hit Hollywood's Sunset Strip.
Green Car Journal editors who drove the Ecostar found it to be an extremely capable EV, perhaps the best to date. But there were a few small glitches including an occasional drivetrain shudder and a degree of inverter noise. A recent test drive in a more refined Ecostar example illustrates just how far Ford has come in its electric vehicle project. The only two glitches we had noted were conspicuously gone, and the Ecostar drove better than ever.
"The shudder was an interaction between the drive system and the mechanical system it was driving, creating a resonance," Ford's Bob Kiessel told Green Car Journal. "What we had to do was compensate for that resonance. It's all done electronically.” Evolutionary changes in the controller also eliminated the high-pitched noise noted on the earlier drive. The Ecostar's gauges and diagnostics were also working this time around, a simple matter of more time spent dialing in the EV's many functions and subsystems.
During this most recent drive, we were aware of a significant amount of tire noise making its way to the cabin. Because this also created its own unique resonance, it was cited by some drivers as motor noise, a suggestion that Kiessel denies. Even so, he offers that improvements are in the works.
"We're testing a next-generation motor-transaxle that cuts the noise level down by an order of magnitude," Kiessel shares. Tire noise will be engineered out, at least to a greater degree, as R&D work on the Ecostar continues.
There was a reason for the Ecostar's recent coming out party. Ford has completed a number of the Ecostar examples it began assembling in June and was preparing to deliver them to fleets for real world testing over a 30-month period. Fleets taking delivery: Southern California Edison (Los Angeles, Calif.); Pacific Gas & Electric (San Francisco, Calif.); Allegheny Power (Frederick, Md.); Commonwealth Edison (Chicago, Ill.); Detroit Edison (Detroit, Mich.); and the U.S. Dept. of Energy (Washington, D.C.).
Ecostars now being driven on U.S. highways are milestone vehicles in that they're the first to travel under power of advanced batteries. The 37 kWh, 780-pound sodium-sulfur battery, built by ABB (Heidelberg, Germany) for Ford, allows the 3100-pound Ecostar to achieve a conservative Federal Urban Driving Schedule range of 100 miles. Acceleration on the highway is brisk enough to meet daily driving needs. Ford estimates 0-60 mph acceleration at about 16.5 seconds, in the realm of a Volkswagen EuroVan powered by a 2.5-liter inline 5-cylinder engine. Top speed is cited as 75 mph.
Once the entire 105 vehicle fleet is fielded in the U.S., Mexico, and Europe, it's expected that Ford will get plenty of feedback on how these vehicles perform and how they can be fine-tuned for the real market.
"This vehicle is a learning tool for us in several different ways," says Kiessel, "from a design standpoint to an engineering skills standpoint, and from a supplier development standpoint to market development and service. It's a probe to learn. What we're trying to do is focus on the things that will help us make better electric vehicles in the future."
It’s no surprise that the move toward electrics is also being driven by growing consumer interest in vehicles that address the challenges of greenhouse gas emissions and climate change. Those who don’t see this this transition aren’t paying attention. However, taking this as a sign that the imminent end of the internal combustion vehicle is upon us assumes too much. The numbers and trends do not bear this out.
While our focus here is on all ‘greener’ vehicles offering lower emissions, higher efficiency, and greater environmental performance, we give significant focus to electrification on GreenCarJournal.com because, to a large degree, this represents our driving future. There are many electrified vehicles now on the market that have met with notable success, particularly gasoline-electric hybrids. In fact, hybrids have become so mainstream after 20 years that most people don’t look at them differently. They simply embrace these vehicles as a normal part of their daily lives, enjoying a familiar driving experience as their hybrids deliver higher fuel efficiency and fewer carbon emissions.
Less transparent are electric vehicles of all types because they have a plug, something that’s not familiar to most drivers. This includes plug-in hybrids that really are seamless since they offer both electric and internal combustion drive. The challenge is especially pronounced for all-electric vehicles that drive exclusively on batteries.
A recent survey of consumers and industry experts by JD Power underscores this. Even as the overall survey indicated most respondents had neutral confidence in battery electric vehicles, many said their prospect for buying an electric vehicle was low. They also had concerns about the reliability of battery electric vehicles compared to conventionally powered models. Clearly, there’s work to be done in educating people about electric vehicles, and it will take time.
Overall, automakers do a good job of providing media with the latest information on their electrification efforts, new electric models, and electrified vehicles under development. That’s why you’ll read so much about electric vehicles in mainstream media and learn about them on the news.
What’s less evident is that consumers truly learn what they need to know about plug-in vehicles at new car showrooms. Car dealerships are critical even in an era where online car buying is starting to gain traction. Showrooms are still where the vast majority of new car buyers shop for their next car, and the influence salespeople have on a consumer’s purchase decision is huge.
The JD Power study illustrates consumers’ lack of understanding about the reliability of electric vehicles…even though reliability is a given since electrics have far fewer moving parts to wear and break than conventional vehicles. Dealer showrooms can help resolve this lack of understanding with readily-available materials about electric car ownership, a sales force willing to present ‘green’ options to conventional vehicles, plus adequate stock of electrified vehicles – hybrid, plug-in hybrid, and battery electric – to test drive.
Sales trends tell us that conventional internal combustion vehicles will represent the majority of new car sales for quite some time. More efficient electrified vehicles will continue to make inroads, but not at the pace many would like, even at a time when greater numbers of electric models are coming to market. In the absence of forward-thinking dealerships willing to invest in change, an enthusiastic sales force eager to share the benefits of electrics, and auto manufacturers willing to incentivize dealers to sell electric, this promises to be a long road. It’s time to change this dynamic.
The immensely popular pickup field is being electrified. Coming electric pickups from legacy automakers like Ford and GM are hugely important since pickups are among their most profitable models. And Tesla? Well, in its typical disruptive fashion, Tesla is introducing a wildly different take on pickups with the company’s signature performance and range characteristics built in. Even luxury electric vehicle maker Karma plans to join the party with an extended range electric pickup.
Names like Atlis, Bollinger, Lordstown, Nicola, and Rivian are new to the scene. These startups are in varying stages of development, some with a solid foundation of billions in investment, manufacturing facilities, and actual product in the works, and others a bit more aspirational. Will they succeed? Time will tell. Plus, we’ll have to see how some wishful launch schedules align with reality.
ATLIS MOTOR VEHICLES plans to offer its heavy-duty electric XT as a regular bed pickup, plus in flat-bed, service body, and dually configurations. Atlis says the truck will carry a 1,000 to 5,000 pound payload, tow 6,000 to 17,000 pounds with a conventional hitch, or 20,000 to 35,000 pounds with a fifth wheel or gooseneck hitch. The company claims a driving range of 300 to 500 miles. These capabilities depend on the battery capacity selected, which starts at 125 kWh. Rather than the lithium-ion batteries powering most EVs today, Atlis is using nickel-manganese-cobalt batteries. It says these batteries are fast-charge capable and can be charged in as little as 15 minutes.
ANALYSIS: The performance claimed by Atlis is quite ambitious, especially since it’s using a less mature battery chemistry and plans to offer a pickup starting at $45,000. This start-up has a concept model developed and is actively seeking investment.
BOLLINGER is looking at a late 2020 launch for its B2 electric pickup and B1 electric SUV. The B2 pickup will have a GVWR (gross vehicle weight rating) over 10,000 pounds, making it a Class 3 truck with a 5,000 pound payload capacity. It’s expected to offer a 7,500 tow capability and drive an estimated 200 miles with power from a 120 kWh battery pack. Portal axles mean excellent ground clearance for off-road duty. The Bollinger B2’s Class 3 rating and stark styling – flat glass, external door hinges, and aluminum body panels devoid of compound curves that can be formed by simple equipment – makes it clear the company is not aiming at buyers who want to make a fashion statement. Plus, prototypes shown to date have an austere interior without an infotainment system, surprising for a vehicle projected to have a $125,000 price tag. The cargo area’s unique pass-through into the cab makes the truck capable of handling a telephone pole.
ANALYSIS: With its substantial price, rudimentary styling, and austere interior, Bollinger’s B2 pickup appears aimed at commercial applications rather than mainstream pickup buyers. It looks like Bollinger recognizes this niche market role since the company is planning to make only 1500 vehicles in its first year.
FORD plans to offer as many as 16 pure electric vehicles by 2022 including an electric Ford F-Series pickup, which could appear later in 2021. Ford hasn’t released much information about the electric F-150, but it is expected that range, payload, and towing capability will be competitive with other electric pickups, and perhaps a bit better. That means a range of 250 to over 400 miles, at least a ton of payload, and the ability to tow 7,500 to 14,000 pounds. These numbers are based on battery kWh capacity and selected motors. Like options for conventional F-150s these will be items to be checked off by buyers.
ANALYSIS: Pickup buyers are a very loyal bunch, and if the electric F-150 doesn’t stray too far from the best-selling F-150 it should readily succeed with Ford pickup fans who want to go ‘green.’
GM will naturally have an electric pickup if its traditional competitor Ford has one, and in all likelihood, it will offer several. GMC will get a version that will be marketed as a Hummer, and a Chevrolet Silverado variant will surely emerge since this brand has such a huge pickup following. Both would be built on a similar platform with capabilities comparable to that of Tesla, Rivian, and Ford electric pickups. Again, buyers will be able to select battery/motor options. GM expects a 2021 launch for its electric GMC Hummer pickup. Rumor has it that a Chevrolet Silverado variant will be a more traditional pickup built on a smaller version of the platform, with the GMC Hummer pickup aimed at the off-road, adventure vehicle buyer.
ANALYSIS: Chevrolet and GMC, like Ford, have the advantage of decades of owner loyalty. An electric Chevy Silverado pickup will certainly find a strong following, while the Hummer will likely be a niche vehicle.
KARMA AUTOMOTIVE says it is developing an electric pickup that extends its battery range with electricity from an internal combustion engine-generator, similar to its existing electrified products. The electric pickup will be based on a newly developed all-wheel drive platform and cost less than the company’s $135,000 Revero GT, an extended range electric luxury sedan. A concept pickup is promised later in 2020. The new electric pickup will be built at the company’s existing manufacturing facility in Southern California.
ANALYSIS: A start-up that launched in 2015, Karma has shown it is committed to the electric vehicle market with several high-end models under its belt and others in the works. It has worked with Italy’s renowned car design and coachbuilder Pininfarina on a concept electric grand touring car with production potential, so we have yet to see if its coming electric pickup will be an entirely in-house project or involve others.
LORDSTOWN MOTORS says it plans a 2021 introduction for its Endurance electric pickup with a four-wheel-drive hub motor system. Limited information is available except that it will climb a 30 percent grade fully loaded, carry a 2200 pound payload, and tow 6000 pounds. Range is estimated at a minimum 250 miles. The company is now taking deposits for its 2021 Endurance pickup at a base price of $52,500. Its primary emphasis is on fleets, though private parties can also make a reservation.
ANALYSIS: Lordstown Motors has received a $40 million loan from General Motors and took over GM’s huge Lordstown Assembly Plant. GM is building a large battery factory nearby in partnership with LG Chem. Part of this effort might include taking up an option to lease space in the Lordstown Assembly Plant. In addition to its own manufacturing, Lordstown Motors hopes to provide overflow manufacturing capacity for Workhorse Group’s last-mile electric delivery vans.
NIKOLA MOTOR COMPANY has shown its Nikola Badger pickup that would presumably come in two models, one battery-electric and the other running on a combination of battery electric and hydrogen fuel cell power. Battery electric propulsion is said to feature a 160 kWh battery and a 300 mile range. Adding fuel cell power to the battery electric powertrain would incorporate a 120 kW fuel cell and a total 600 mile range, when hydrogen is available. The Badger is engineered to deliver 906 peak and 455 continuous horsepower, with a massive 980 lb-ft torque. An 8,000 pound tow capability is claimed. In addition, the pickup will feature a 15 kW power outlet for tools, lights, and compressors. Nikola says it will partner with an established OEM to build the Badger and initially announced a late 2020 launch plan, while identifying a $60,000 to $90,000 price range.
ANALYSIS: Nikola is leveraging the technology and expertise developed for its Nikola One and Nikola Two electric and fuel cell semi tractor-trailer trucks. Given the capabilities of the Badger pickup and the likely high price tag of a combined battery electric and hydrogen fuel cell powertrain, we would expect its target market to be primarily commercial operations. Nikola plans to build hydrogen filling stations along well-traveled truck routes to facilitate fuel cell use, a move that further underscores a focus on the commercial market.
RIVIAN plans to launch its R1T pickup in 2021. It will be available with 105, 135, and 180 kWh battery packs and corresponding ranges estimated at 230, 300, and 400 miles, starting at an estimated price of $69,000. All versions will have an 11,000 pound tow rating. The pickup features a ‘gear tunnel’ stowage space behind the rear seats and the ability to make a 360-degree turn in its own length, like a tank. In addition to the truck, Rivian will offer an R1S SUV using the same skateboard platform as the R1T truck.
ANALYSIS: While Rivian is a startup, it has billions in backing from the likes of Ford, Amazon, and T. Rowe Price. Amazon has placed an order with Rivian for 100,000 electric delivery vans, which will be built at Rivian’s manufacturing facility in Normal, Illinois, a former Mitsubishi assembly plant acquired by Rivian in 2017.
TESLA’S Cybertruck is by far the most high-profile pickup introduction and the one most talked about today. Coming from the well-established electric car leader, the Cybertruck is a combination of edgy and disruptive styling one might expect on the set of a dystopic sci-fi thriller infused with some pretty impressive innovations. Among these are a motorized metal tonneau cover that completely retracts below the truck’s rear window and a built-in ramp for loading gear and recreational toys. Tesla claims its stainless steel Cybertruck will deliver a range of 250 to 500 miles, offer a 3500 pound payload, and will be capable of towing between 7500 to 14,000 pounds. The range of capabilities varies on battery capacity – 75 to 200 kWh – and motor configurations, including Tri Motor AWD, Dual Motor AWD, or Single Motor RWD. Prices are said to range from $39,990 to $69,900, though Tesla’s track record of rolling out high-spec editions first means the lower-end model won’t be seeing daylight any time soon.
ANALYSIS: Tesla, which arguably can be credited with making electric vehicles a serious option to combustion engine models, could be the first startup to achieve long term success. The company sold 367,500 cars in 2019 and has four current models in its stable with plans for more, which means it has transcended the traditional definition of a niche automaker. Like previous Tesla products, expect the Cybertruck to exhibit many changes before deliveries presumably start in late 2021.
A shift to electric pickups is tantalizing to many, but it’s no easy thing. It’s true that electric pickups require less maintenance than their gasoline or diesel counterparts. Still, there are times when EV-specific service will be required beyond the usual tire, brake, and fluid maintenance that can be performed by mainstream service providers. Electric pickup manufacturers must provide for this service. That’s not a significant issue for legacy automakers like Ford and GM that have a widespread dealer sales and service network, even in sparsely populated states. Service personnel at dealerships can be trained in EV-specific work. Fledgling and start-up electric pickup companies will certainly be at a disadvantage here.
Are there other electric pickups in the works beyond the brands mentioned here? That’s certainly likely considering the interest already developing and the intensively competitive nature of the auto industry, though details on additional players are unknown. With the advent of electric pickups on the near horizon, that may change sooner than you would expect.
Even amid the huge effort now underway to gain market share with new and coming battery electric vehicles, automakers show a continuing interest in keeping the potential of hydrogen vehicles alive. Indeed, the most high-profile players in this space are taking the next steps toward normalizing the way we look at zero-emission hydrogen fuel cell vehicles, models that drive on electricity generated by an electrochemical reaction of hydrogen and oxygen.
One of the advantages of a hydrogen fuel cell vehicle has been its ability to refuel in five minutes and then deliver 300 or more miles of driving range. That’s about the same amount of time it takes to fill a gas tank, an important baseline. Electric vehicle batteries, on the other hand, typically take many hours to charge. Today’s electric vehicle fast-charging, and the potential for newly-developed extreme fast charging (XFC) technology, could diminish the hydrogen fuel cell vehicle’s rapid refueling advantage.
Still, high-profile players in the auto industry like Honda, Hyundai, and Toyota apparently feel strongly that hydrogen fuel cell electric vehicles (FCEVs) may play an important part in our driving future. Honda currently leases the Clarity Fuel Cell sedan to California residents living or working in areas where hydrogen fueling stations are available. Hyundai also offers its NEXO hydrogen fuel cell crossover model and Toyota its Mirai fuel cell sedan. Since there are only 47 hydrogen stations in the U.S. with 42 of these in California, it’s really no surprise that all three automakers focus their fuel cell vehicle sales exclusively to limited areas with hydrogen fueling.
Underscoring hydrogen’s continuing momentum, Toyota will shortly release its second generation Mirai sedan. Introduced five years ago as the first fuel cell model offered for sale to retail customers, Toyota’s current Mirai is as notable for its styling as it is for its advanced zero-emission propulsion. Its swoopy, angular, and stylistically forward design does speak ‘future” – which, by the way, is what ‘Mirai’ actually means in Japanese – but that design has been a bit too much for most folks’ taste. The coming, all-new 2021 Mirai changes all that.
As shown by the new model’s concept, the second-generation Mirai is nicely sculpted with smooth-flowing lines, presenting as a stylish mainstream sedan with coupe-like design influences. Evolving from the front-drive first-generation Mirai, it uses a new rear-drive platform with a more rigid body structure that’s longer, lower, and wider than its predecessor, riding on a 114.9-inch wheelbase and featuring a length of 195.8-inches with a 74.2-inch width.
This new design is accompanied by a reimagined interior that’s more spacious and now allows for five passenger seating rather than four. Its multimedia system includes navigation and dynamic audio provided by a JBL sound system with 14 speakers. The Mirai’s handsomely sculpted dash features a 12.3-inch, high resolution TFT touchscreen. Drivetrain advancements are also part of the package. While full details have not yet been disclosed, the 2021 Mirai is expected to feature a more advanced fuel cell system featuring increased performance and up to 30 percent greater driving range. Like the model before it, the new Mirai is capable of filling up its hydrogen tank in just five minutes.
Beyond light-duty vehicles, where hydrogen could become a major transportation fuel is in over-the-road trucks that travel fixed routes, where hydrogen refueling stations are available. While adding larger and heavier batteries to increase the range of personal-use electric vehicles is not a big problem, every pound of battery capacity added to increase the range of commercial trucks means a pound less of payload, impacting the bottom line. Thus, fuel cells could prove to have a large advantage over electric trucks and be appealing in the commercial world.
While adding larger and heavier batteries to increase the range of personal-use electric vehicles is not a big problem, every pound of battery capacity added to increase the range of commercial trucks means a pound less of payload, impacting the bottom line. Thus, fuel cells could prove to have a large advantage over electric trucks and be appealing in the commercial world.
Supporting this notion is Anheuser-Busch, which has ordered up to 800 Nikola Two hydrogen fuel cell semi-tractor trucks for its operations. Two prototypes are already delivering Budweiser beer. On another front, Hyundai and big-rig producer Cummins may jointly develop and commercialize fuel cell powertrains by combining Hyundai’s fuel cell systems with Cummins’ electric powertrain, battery, and control technologies. Toyota and Kenworth are building 10 fuel cell semi tractors for use in and around the Port of Los Angeles and Port Heuneme, California, where decreasing port-related emissions is a significant challenge.
Where is this all leading? Toward the future, of course…one that continues to evolve with an as-yet unknown mix of conventional, electrified, and alternative fuel vehicles being developed by legacy and newly-launched auto and truck manufacturers. Each has its own vision of what our driving future will look like. Time will tell what role hydrogen will play in this unfolding transportation world.
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.
The BMW 7-Series gets a facelift for 2020, and without a doubt its most notable styling change is a more massive twin kidney grille. Importantly, BMW’s 745e xDrive sedan gets a new and improved plug-in-hybrid powertrain to bolster its environmental credentials. This flagship BMW sedan is now powered by a six-cylinder, 3.0 liter TwinPower Turbo engine that replaces the previous version’s 2.0-liter, four-cylinder engine used in its 740e predecessor. Engine output is now 286 horsepower and the electric motor is rated at 113 horsepower.
Lithium-ion battery output has also improved with battery pack capacity increased from 9.2 to 12 kWh. This provides a bit more all-electric range –16 versus the earlier version’s 14 miles. Total driving range with electric and hybrid drive is 290 miles. The high-voltage battery is positioned underneath the rear seats so luggage compartment volume is about the same as in the non-hybrid 7-series sedans. Importantly, this plug-in hybrid also delivers much better performance when running on the gasoline engine alone or when driving in hybrid mode with both the engine and electric motor supplying power.
The 745e’s electric motor is integrated in the model’s 8-speed Steptronic transmission. As xDrive implies, the 745e features BMW's xDrive intelligent all-wheel-drive. The BMW 745e xDrive is equipped with a hybrid-specific version of the eight-speed Sport Steptronic transmission that incorporates both the electric motor and an improved separating clutch that acts as the link to the engine. The extremely compact design is only about 0.6 inches longer than the Steptronic transmissions in the non-hybrid models.
Drivers are provided an array of selectable driving modes. In default Hybrid mode, the 745e runs on electric power with the combustion engine kicking in only after the car reaches 87 mph. This mode provides an optimized balance between the combustion engine and electric motor. Hybrid Eco Pro mode is biased towards reduced fuel consumption with enhanced coasting. Electric mode provides all-electric driving.
By selecting the Battery Control mode, charge state of the high-voltage battery is maintained at a level determined by the driver, enabling battery power to be used later for emissions-free driving in town, for example. Sport mode combines both engine and electric motor output to provide a total 389 horsepower for maximum performance. Adaptive mode is geared towards relevant driving styles and situations.
BMW is a pioneer in using carbon fiber reinforced plastics (CFRP) in production vehicles. The 7-series’ A, B, and C pillars, as well as the roof, are made of CFRP to reduce weight and the car’s center of gravity. The price of entry for the 745e is $95,550.
Range Rover’ stylish Evoque enters its second generation with a complete redesign that features the automaker’s Premium Transverse Architecture and little in common with the outgoing version. Conventionally-powered and mild hybrid (MHEV) versions will be sold in the U.S., with the hybrid coming at a base cost of $46,600. A plug-in hybrid variant is planned for offshore markets but it’s not yet clear if it will make it to the States.
The model’s extended, 105.6-inch wheelbase is identical to that of the Jaguar E-Pace, bringing with it more interior space and extra rear knee room. Evoque also gets a version of the E-Pace 's Integral Link rear suspension. The new Evoque platform uses more high-strength steel as well aluminum to save weight. The Evoque also contains about 70 pounds of recycled material.
A 48-volt, lithium-ion battery pack mounted beneath the floor in the MHEV variant connects to a belt-driven motor-generator mounted at the side of the SUV’s turbocharged, 2.0-liter Ingenium engine. The engine turns off while coasting with the system recovering and storing energy normally lost during deceleration. The engine will also shut off while braking at speeds below 11 mph to increase efficiency, restarting as soon as it is needed. This reduces fuel consumption by about 6 percent.
The battery stores up to 200 watt-hours of electrical energy that can be used to generate up to 103 lb-ft torque to assist during acceleration. The MHEV system delivers a combined 296 horsepower and 295 lb-ft torque. This compares to 246 horsepower and 269 lb-ft for the conventional Evoque. A sprint from 0 to 60 mph is quicker in the hybrid at 6.3 seconds, down from 7.0 seconds.
Gear transitions are handled by a 9-speed automatic transmission with paddles in the AWD Evoque. Driveline Disconnect allows running in front-wheel drive to reduce transmission losses when four-wheel drive is not needed, with this system automatically detecting surfaces and adjusting settings accordingly. Terrain Response offers six drive modes – General, Eco, Sand, Grass-Gravel-Snow, Mud-Ruts, and Auto – with the latter automatically selecting the most appropriate mode for road conditions and adjusting suspension and electronic systems as needed. Evoque also includes hill-descent control and all-terrain progress control capabilities that enable the vehicle to handle throttle and braking automatically when driving tricky off-road trails, allowing the driver to focus on steering and watching for obstacles.
The Evoque is the first vehicle that can be equipped with Land Rover’s ClearSight ground camera system. Cameras in the radiator grille and side mirrors project images in the infotainment display that allow viewing what‘s in front, under, and to the sides of the front wheels. Through the optional ClearSight rear view mirror, a driver also gets a crystal-clear, unobstructed wide-angle view to the rear for backing up and parking. Cameras are covered with a hydrophobic coating that repels water and mud, a handy feature since the Evoque can wade through water up to 23.6 inches deep.
Plug-in hybrid power combines a 197-horsepower, 1.5-liter three-cylinder Ingenium engine driving the front wheels with a 107-horsepower electric motor powering the rear. There is no mechanical connection between the front and rear axles. The Evoque PHEV is capable of operating as a front-wheel drive vehicle, rear-wheel drive electric vehicle, or as an AWD hybrid with both power sources combined.
Part of Honda’s Clarity triple-play – along with the hydrogen-powered Clarity Fuel Cell and more mainstream Clarity Plug-In Hybrid – the Clarity Electric is a model that clearly cuts its own path.
It does not aim to be part of the ‘200 mile club,’ the latest generation of uber-electrics that claim a battery electric driving range greater than 200 miles between charges. It also does not cultivate efficiencies through a compact form designed to eke the most from every electron. Nor is it exceptionally lightweight, another common nod to the need for making the most of the battery power carried on board. In fact, there is little about the Clarity Electric that makes us think of other all-electric vehicles…save for the fact that it runs exclusively on zero-emission battery power, of course. This mid-size, five-passenger battery electric vehicle aims to be in a league of its own.
First of all, let’s discuss driving range, which is EPA rated at 89 miles between charges while delivering a combined 114 MPGe (miles-per-gallon equivalent). Yes, that’s more limiting than that of the 200+ mile club, but there’s a reason. Honda designed the Clarity Electric with the needs of commuters in mind…those who want their daily drive to be in a highly-efficient, zero-emission electric car with a sophisticated look and premium feel. And they designed it so it was significantly more affordable than premium competitors offering higher-end electric models with features similar to those of the Clarity. Currently, the Clarity Electric is offered at a $199 monthly lease in California and Oregon where this battery-powered model is available.
Honda figures that an approach focused on commuters is a sweet spot for the Clarity Electric. Its range fits the needs of most commutes and its price is certainly justifiable for a commuter car, and a luxurious one at that, with fuel costs substantially less than conventionally-powered models. Plus, most households have two cars at their disposal, sometimes more. Having a Clarity Electric as a primary commuter car with a conventional gasoline or hybrid vehicle also in a household’s stable covers all bases.
Honda gave a lot of thought to the cabin design with welcome touches throughout. We especially like the ‘floating’ design of the center console with its array of integrated controls and flat storage tray beneath, with 12-volt and USB outlets. The dash features a handsome suede-like material and an 8-inch touchscreen display elegantly integrated into the dash. Deep cupholders feature flip-up stays for holding smaller drinks. Side door pockets are large enough to accommodate water bottles. The trunk offers plenty of room and is illuminated when the trunk lid is remotely or manually unlatched. At night this allows you to immediately note what’s inside through the trunk lid’s clear back panel before opening…something we’ve really come to appreciate over time.
Driving the Clarity Electric is a satisfying experience, with this sedan both well-mannered and responsive. Power is delivered by a 161 horsepower electric motor energized by a 25.5 kWh lithium-ion battery that can be charged in about three hours with a 240 volt charger, or in as little as 30 minutes with a public DC fast-charge system to an 80 percent state-of-charge. While its primary job may well be to handle everyday driving needs and negotiate traffic, it also delivers plenty of fun on twisty canyon roads with flat cornering and confident steering. It’s quick, like almost all electrics are because of instant torque delivered at launch, providing very satisfying acceleration.
Also appreciated is the Clarity’s handy Apple CarPlay integration and its Honda Sensing suite of driver-assist technologies. Among these are important features like adaptive cruise control with low-speed follow, forward collision warning, collision mitigation braking, lane departure warning, and road departure mitigation.
The Clarity Electric has served us well on our daily drives over the course of Green Car Journal’s ongoing long-term test. Its use supports what Honda envisioned for this efficient electric car. It has been ideal for around-town duty, area trips within its range, and daily commutes. Its thoughtful and sophisticated – dare we say futuristic – design and very satisfying drive experience are appreciated every day we’re behind the wheel.
Henrik Fisker, former head of design at such places as Aston Martin, BMW, and Ford, is best known in the ‘green’ car space for the gorgeous Fisker Karma electric grand touring sedan he designed and briefly sold under his own brand in 2012. He’s back in the game at Fisker Inc. with his previously-shown eMotion electric supercar prototype, and now an electric SUV the company says it intends to sell first.
The as-yet unnamed electric SUV is a strategic move since SUVs represent the most important and fastest-growing segment in the automotive market. Powering the Fisker SUV will be front and rear electric motors offering all-wheel drive functionality. An ‘enhanced’ 80 kWh lithium-ion battery pack aims to offer a range approaching 300 miles. The SUV will feature a large heads-up display, a premium interior, and the latest emerging connected technologies…all at a targeted starting price under $40,000.
The eMotion is planned to use Fisker’s flexible solid state batteries under development for even greater range. Fisker claims this next-generation battery technology will offer 2.5 times the energy of today’s lithium-ion batteries.
Fisker has appointed Don Jackson – formerly president of manufacturing at Volkswagen of America and vice-president of manufacturing at Toyota – as the company’s senior advisor of manufacturing. The company says a driveable prototype of the electric SUV will be coming later this year with a production model out the last half of 2021.
Hyundai, part of a very exclusive club offering hydrogen fuel cell vehicles in the U.S., has followed its initial Tucson FCEV with the all-new Nexo. It’s available only in California where hydrogen fueling opportunities, while limited, exist in greater numbers compared to other states.
The Nexo represents a step forward for FCEVs in that Hyundai is selling the 5-passenger hatchback and not just leasing it, as is typically the case with hydrogen vehicles. It also uses a purpose-built platform rather than being based on an existing model like the Tucson FCEV.
As a hydrogen fuel cell vehicle, the Nexo’s fuel cell takes in hydrogen and oxygen to create electricity for powering an electric motor, with zero emissions. The heart of the Nexo is its 95-kW proton-exchange membrane fuel cell stack and 1.6-kWh lithium-ion battery pack. These supply electricity to a 161-horsepower, 291 lb-ft AC induction motor located beneath the hood. Power is transferred to the road through a single-speed, direct-drive gearbox. Hydrogen is stored in three 10,000 psi tanks with a total capacity of 156 liters, delivering an EPA estimated driving range up to 380 miles.
Hyundai reduced the size and weight of the fuel cell compared to that used in the earlier Tucson FCEV. The new fuel cell uses only 56 grams of expensive platinum rather than the Tucson’s 78 grams. Hyundai also improved cold-weather performance so the fuel cell starts in temperatures as low as -22 degrees F. Like the Tucson and other fuel cell vehicles, refueling with hydrogen can be done in as little as five minutes.
Audi's new 2019 e-tron electric SUV joins Jaguar and Porsche in giving Tesla some serious competition. The automaker’s first-ever all-electric vehicle looks much like the rest of the Audi lineup, foregoing the temptation to go too futuristic or quirky in an effort to stand out as an electric. Its iconic Audi grille reinforces the sense of normalcy even as it handles the distinctly-electric job of directing cooling air to pass under the battery pack. Some electrification cues are provided, though, as the e-tron features slats running across the rear bumper that highlight the lack of tailpipes. Lights in the front are also designed to look like the bars of a charge status indicator. A dark colored section along the sides show battery pack location.
Efficient aerodynamics and other efficiency-enhancing touches were important in designing the e-tron, which features a drag coefficient of just 0.30. Features include cooling ducts for the e-tron’s front brakes and its adaptive, speed-dependent air suspension. Standard ultra-low rolling resistance 20-inch wheels are aerodynamically optimized. Full underbody cladding incorporates an aluminum plate to help protect the battery and also lower drag.
The e-tron's electric quattro all-wheel drive uses two asynchronous motors, each driving one set of wheels. Single-stage transmissions transfer torque to the axles via differentials. At moderate cruising speeds, the e-tron is powered mainly by the rear motor. The battery pack's location between the axles plus the low positioning of other drive components results in low center of gravity. Weight distribution is approximately 50:50. A driver can select from seven different driving modes, from comfortable to sporty, that alter suspension stiffness, steering responsiveness, and how aggressively the SUV accelerates.
Two electric motors accelerate the e-tron from 0-60 mph in 5.5 seconds with a top speed of 124 mph. It can tow up to 4000 pounds when equipped with the optional tow package. While EPA has yet to provide driving range numbers, testing in Europe resulted in 248 miles from the 95 kWh battery pack. EPA's testing here tends to yield somewhat lower range numbers.
Audi put heavy emphasis on recuperating as much energy as possible. Depending on driving conditions, terrain, and driving style, regenerative braking can provide as much as 30 percent of the e-tron’s range. The driver can select how aggressively the car uses this system, allowing for "one pedal" driving where taking the foot off the throttle will bring the car to a full stop using only regenerative braking.
The e-tron is available with a full range of standard or optional driver assistance packages including adaptive cruise assist, intersection assist, rear cross traffic assist, lane change and vehicle exit warning, and park steering assist. It comes in three trim levels - Premium Plus, Prestige, and First Edition. A panoramic glass sunroof is standard.
Tesla’s Model 3 was promised from the beginning to be an advanced electric sedan at an affordable $35,000 entry price. That, as anyone who has followed Tesla with any kind of regularity, has been an elusive goal as only higher-end and much more expensive versions of the Model 3 have been offered. And now…the $35,000 Model 3 is finally a reality.
Model 3 is a stylish and high-tech sedan offering a signature Tesla look and lots of advanced technology. Tesla’s third all-electric vehicle, the Model 3 follows in the footsteps of the well-regarded Model S sedan and Model X crossover SUV. Like these vehicles, the Model 3 is fast and fun to drive. Importantly, it does what Teslas are known to do – offer all-electric driving from about 220 miles up to 310 miles before requiring a recharge, which does a lot to ease range anxiety.
Just as Tesla’s approach to being an automaker is different, so too are its cars. Compared to the Model X, which the company packed in as many ‘firsts’ as possible – a crossover with gullwing-like ‘falcon’ doors and the industry’s largest windshield – the Model 3 is more aligned with the needs of mass production. In fact, Tesla describes the Model 3 as ‘smaller and simpler’ than its predecessors to make it more affordable than the Model S.
The $35,000 entry price tag is important since the Model 3 has been widely-promoted as a $35,000 ‘everyman’s electric vehicle’ affordable to the masses, even as the cheapest model available was initially $49,000, then $46,000, and ultimately $43,000 before Tesla finally made the leap to its recently-announced $35,000, slightly decontented base model. At that price it’s doubtful that Tesla will make money, and in fact it wasn’t long ago when Tesla CEO Elon Musk said the company would lose money on the Model 3 at that price point. An array of industry experts agree with that assessment. But that’s another story.
If not an exercise in simplicity, then perhaps the Model 3 is a statement that ‘less-is-more,’ even as it delivers desired levels of performance, range, technology, and safety. For example, rather than more costly aluminum construction like the Model S and Model X, the Model 3 uses both aluminum and less-costly steel. Its interior is also a model of simplicity devoid of instrumentation and external controls, knobs, or switches, with everything – including the speedometer – incorporated into its 15-inch center-mounted touchscreen display.
Buyers have a choice of battery packs and motors that deliver varying levels of performance and range. The lowest motor output currently available is estimated to offer 220 horsepower and rear-wheel drive, with a range of 220 miles. The dual motor model features 450 horsepower with all-wheel drive and a range of 310 miles.
Like all Tesla models, the Model 3 includes the hardware needed in the future for full self-driving, although this capability is dependent upon extensive software validation and local regulatory approval. Model 3 offers forward radar, eight cameras, and 12 ultrasonic sensors that enable an array of safety and driver-assist functions including automatic emergency braking, collision avoidance, and side collision warning. Over-the-air software updates are part of the package and Tesla’s AutoPilot semi-autonomous driving system is an available option.
Tesla now offers two levels of Connectivity: Standard that is free and Premium that comes at a modest annual cost. Standard Connectivity offers basic maps and navigation, music and media over Bluetooth, and software updates over Wi-Fi. Both receive maps and navigation functionality, traffic-based routing, trip planner, and Supercharger stall availability. All cars with Standard Connectivity will simply need to connect to a Wi-Fi network to receive software updates. Premium Connectivity adds satellite-view maps with live traffic visualization, in-car streaming music and media, and over-the-air software updates via Wi-Fi and cellular.
In an interesting twist to the $35,000 Model 3 saga, Tesla shuttered some of its stores and galleries in an effort to save money in tandem with the lower-cost Model 3 availability, with the intention of potentially closing all of them and exclusively selling online. The company then changed its mind and kept most of its Tesla stores and galleries open. Again, another story…so stay tuned.
Along with models like the 2019 Jaguar I-PACE, Audi e-tron, and upcoming Porsche Taycan, we're seeing a new generation of high-tech battery-powered vehicles that bring an exciting new direction to legacy automakers. These models also have something important in common: They aim to disrupt Tesla, the industry’s de-facto electric car leader.
Disruption is a word thrown about with abandon these days as veritable institutions of business and commerce fall from grace, or at least profitability, at the hands of an ever-changing and disruptive world. Think Sears, Borders, and Kodak. The list of major companies disrupted – either gone, a shadow of their former self, or on the ropes – continues to grow. While the auto industry has largely escaped this same fate, change is definitely in the wind. And its bogeyman in recent years has clearly been Tesla.
We’ve seen the auto industry disrupted before, not by innovators but rather by geo-politics, circumstance, and a lack of long-term vision. The Arab Oil Embargo of 1973 and the 1979 Oil Crisis that brought serious gas shortages were a result of political disruption. It was a time when stations ran out of gas, lines of cars snaked for blocks as drivers tried desperately to keep their tanks full and their car-dependent lives on track, and consumers looked for more fuel-efficient vehicles to ease their pain. The problem, however, was there were few fuel-efficient models being produced since there had been no particular demand for them. The auto industry had to adapt, but with typically long product cycles it would take years to adequately fill this need.
Segue to 2003 and the launch of Tesla Motors, an occurrence that seemed interesting but hardly a threat to legacy automakers. Its high-tech Tesla Roadster introduced in 2008 – based on engineless ‘gliders’ produced by Lotus – proved that electric cars could be sporty, fun, and go the distance in ways that all other electrics before it could not, to the tune of 250 miles of battery electric driving on a single charge. Then came the Tesla designed-and-built Model S, Model X, and the new-to-the-scene Model 3. Clearly, the battle for leadership in electric cars was underway.
The auto industry’s penchant for innovation has always characterized its giants. Over its long history, this is an industry that brought us the three-point safety belt, airbags, anti-lock braking, cruise control, direct fuel injection, electronic ignition, and near-zero emission gasoline engines. And let us not forget Kettering’s invention of the electric starter that first saw use in 1912 Cadillacs, an innovation that tipped the scales – and history – in favor of internal combustion over electric cars of the era and helped lead to the combustion engine’s dominance to this day.
While Tesla may have established its role as the industry’s electric car innovator, that’s not to say that legacy automakers haven’t made tremendous progress. GM’s short-lived EV1 electric car of the 1990s proved that exciting and fun electric cars were possible, but not necessarily affordable to make at the time. The technologies developed by GM through the EV1 program live on to this day with evolutionary electric-drive technology found in its acclaimed Chevrolet Bolt EV and other electrified models. Advanced battery electric production vehicles have also been a focus at Audi, BMW, Ford, Honda, Hyundai, Jaguar, Kia, Mercedes-Benz, Nissan, Smart, and VW, with others like Porsche set to enter the market with long-range battery EVs.
So here’s the lesson of the day: If a business model no longer works, as was the case with General Motors and Chrysler during the financial meltdown in the late 1990s, you restructure. A brand no longer resonates with consumers? You drop it, like GM did with Oldsmobile. And if a class of vehicles is falling out of favor in lieu of more desired ones, you move on, as Ford is doing by phasing out almost all of its passenger cars in coming years in favor of more desired crossover/SUVs and pickups.
A paradigm shift is also occurring as automakers grapple with changing consumer preferences, regulatory requirements, and the projected demand for future vehicles and technologies. Enter the age of electrification. Over the past decade, Tesla has set the bar for innovative battery electric propulsion, advancements in near-autonomous driving technology, over-the-air vehicle software updates, and more. It has achieved a real or perceived leadership position in these areas and that’s a threat to legacy automakers. Now automakers are responding in a serious way and Tesla itself is under siege.
GM fired the first volley with its 2017 Bolt EV, beating Tesla’s long-touted Model 3 to market with an affordable long-range EV capable of traveling 238 miles on battery power. While Tesla is now delivering its well-received Model 3 in increasing numbers after a series of production challenges, the race with GM to produce an ‘affordable’ mainstream EV with 200-plus mile range was not much of a race to affordability at all. GM won that one handily, holding the line with a $37,500 price (after destination charges), while Tesla’s $35,000 Model 3 has yet to materialize. As Tesla did with its earlier model launches, the automaker is delivering uplevel, high-content, and higher-performance versions first, in the case of the Model 3 from a recently-lowered base price of $42,900 to $60,900, depending on configuration. The Bolt EV’s MSRP has moved in the other direction, dropping slightly to $36,620 for the 2019 model.
Nissan’s all-new, next-generation LEAF that debuted in 2018 improved its range to 150 miles, with a recently-announced LEAF PLUS model joining the lineup with a bigger battery and a range of 226 miles. Hyundai’s 2019 Kona Electric and Kia’s 2019 Niro Electric offer a battery range of about 250 miles, although these offer availability only in California and perhaps a few other ‘green’ states.
Jaguar’s 2019 I-PACE, a fast and sporty crossover with a 234 mile battery electric range, is now available and priced to compete with Tesla’s Model S and X. We'll soon be seeing Audi e-tron and Porsche Taycan long-range electrics on U.S. highways, with others like Aston Martin and Maserati developing high-end electric models as well.
It will be interesting to see how this all plays out over the coming months and years. To be sure, legacy automakers will not cede their leadership positions and market share without a terrific fight… and that fight is intensifying. Tesla doesn’t fear risk and has shown it will go in new directions that others will not, unless they must.
But Tesla doesn’t operate like legacy automakers that have been around for a long time, some more than a century. Those companies have mastered mass production, fielded extensive model lineups, developed widespread and convenient service networks, and have a history of successful worldwide distribution. Tesla is still learning this game, although it is making headway with its intense and successful efforts to deliver increasing numbers of its Model 3 to customers.
Importantly, legacy automakers are immensely profitable, while Tesla has had but a few profitable quarters since its launch and its losses have been in the billions. Tesla’s well-documented difficulties in ramping up mass production of the company’s 'entry-level' Model 3 – and its initial deliveries of only up-level Model 3 examples at significantly higher cost than its widely-publicized $35,000 base price – have added to its challenges.
That said, it would be a mistake to count Tesla out for the long haul based on its current and historic challenges including missed financial and vehicle delivery targets, serious Model 3 production challenges, and a number of high-profile Tesla crashes while driving on its much-touted Autopilot. Regardless of all this, in 2018 Tesla’s Model 3 was the best-selling luxury model in the U.S.
Legacy automakers will have Tesla directly in their sights and Tesla will continue to innovate. A veritable race-to-the-finish!
The Mitsubishi Outlander PHEV, Green Car Journal’s 2019 Green SUV of the Year™, has been sold quite successfully in other parts of the world since 2013 but has just finally made it to our shores. During its absence here in the U.S. the Outlander PHEV has not inconsequentially become the best-selling plug-in hybrid SUV in the world. There are reasons for this, including this spacious plug-in SUV’s ability to accommodate five with plenty of room for gear, its quiet cabin finished in premium leather, and its array of desired features prominent on today’s buyer wish lists.
This model’s most high-profile feature, of course, is its plug-in powertrain. The Outlander plug-in hybrid features a 2.0-liter gas engine and generator along with a pair of high-performance electric motors, one up front and one at the rear. The combustion engine provides 117 horsepower with the front and rear electric motors each contributing an additional 80 horsepower, for a total system rating of 197 horsepower at the ready. Power is delivered to the road through a continuously variable transmission. Adding to the model’s already-functional nature is Mitsubishi’s Super All-Wheel Control system and a 1500 pound tow rating.
All-electric driving is a big plus delivered by plug-in hybrids, and the Outlander PHEV is no exception. It can drive 22 miles on battery power alone and has an overall driving range of 310 miles. Its battery can be charged in about 10 hours by plugging into a standard 120-volt household plug, in four hours with a home or public 240-volt Level 2 charger, and up to 80 percent battery capacity in just 25 minutes at a public DC Fast Charger.
The Outlander’s parallel-series hybrid drivetrain operates in three distinct ways that are automatically chosen by the vehicle’s control system to optimize efficiency and performance. In Series Hybrid mode the electric motors power the vehicle. When lithium-ion battery power is low or quick acceleration is required, the two electric motors are powered by both the gasoline-powered engine-generator and the battery pack, with the generator also charging the battery. Parallel Hybrid mode uses the gas engine to drive the front wheels with the two electric motors kicking in when additional power is needed. The engine also charges the battery pack in Parallel Hybrid mode under certain driving conditions.
Of particular interest to ‘green’ drivers is the Outlander’s EV Drive mode, which powers the Outlander exclusively via battery electric power. This mode is also driver-selectable with an EV Mode button. There are six levels of regenerative braking—B1 to B5 plus a coast-for-blocks B0 mode— selected by a pair of paddles behind the steering wheel.
There’s plenty of desirable tech that comes with the Outlander beyond its advanced drivetrain. Safety technologies include blind spot warning, rear cross traffic alert, forward collision mitigation, lane departure warning, and automatic high beams. A multi-view camera system provides a birds-eye view of the vehicle’s surroundings. Adaptive cruise control uses radar to maintain a selected distance from the car ahead. And lower-tech yet decidedly handy are a pair of available 120-volt outlets in the cargo and rear seat areas.
Green Car Journal will be embarking on a long-term test of the Outlander PHEV shortly and will present what we learn about driving this notable plug-in model during daily driving and on longer trips as well, so stay tuned.
EVgo, which maintains the largest network of DC fast chargers in the U.S., reports it has experienced a significant increase in use by electric vehicle drivers over the past two years. In 2016, the company says its network of chargers delivered enough electricity to enable 22 million miles of battery electric driving, with that number increasing to 40 million miles in 2017. Some 1.1 million charging sessions occurred in 2017. EVgo points to the expanding number of EV models available to consumers and an overall increase in the number of electric vehicles on our highways as driving an increasing need for public fast charging.
The company’s fast-charge network now numbers over 1,000 in 66 markets across the country. Its DC fast chargers are typically located in major metro and retail areas to make charging convenient for plug-in drivers.
In addition, EVgo has collaborated with others to complete key charging networks in 2017 that serve the needs of EV drivers wishing longer-distance travel. This includes Northern California’s ‘DRIVEtheARC’ corridor that enables fast charging in the San Francisco Bay Area, Monterey Peninsula, Lake Tahoe, and Sacramento regions. Along with EVgo, the partnership includes the State of California’s Governor’s Office of Business and Economic Development, Nissan, Kanematsu, and Japan’s New Energy and Industrial Technology Development Organization (NEDO).
"Nissan is determined to widely spread EV use to help benefit the environment on global basis. The U.S. is among the top markets in the world for EV sales, and California represents a staggering 40 percent of all EV sales in the country, making the state the catalyst for furthering the adoption of EVs into the future," said Hitoshi Kawaguchi, Chief Sustainability Officer of Nissan Motor. "An adequate public charging network is one of the key factors for EV expansion. Northern California has a diverse geography but until now did not possess a true inter-city EV fast charging network. We are excited to implement this network and study EV use in Northern California so that we can apply the lessons we learn to future fast charging network projects around the world."
The CT6 Plug-In is Cadillac's answer to the growing market for premium plug-in hybrid vehicles that deliver greater efficiency and environmental performance, while also offering the high levels of luxury, comfort, and advanced on-board electronics expected by premium car buyers. All this brought recognition in Washington DC this year as the CT6 Plug-In was honored as Green Car Journal’s 2018 Connected Car of the Year™ for these attributes and its suite of sophisticated electronics
This is not Cadillac’s first go at a plug-in hybrid electric vehicle. Its initial effort was the ELR produced from 2013-2016, a beautifully-designed plug-in luxury coupe that did not find a ready market at the time and is no longer in the Cadillac line. This new $75,000 CT6 Plug-In, based the acclaimed Cadillac CT6 luxury sedan, is a significantly stronger effort that offers plenty to the luxury car buyer including sophisticated style, a refined and accommodating cabin, and very satisfying performance.
Power is provided by a turbocharged 2.0-liter four-cylinder engine rated at 265 horsepower with 295 lb-ft torque. It works with twin 100 horsepower electric motors integrated into a newly developed electric variable transmission that delivers power to the rear wheels. This combination provides a total system output of 335 horsepower and 432 lb-ft torque in what Cadillac call a blended hybrid configuration.
An 18.4 kilowatt-hour lithium-ion battery pack located between the rear seat and trunk provides the CT6 Plug-In a battery electric range of 31 miles at speeds up to 78 mph. This pack can be charged overnight from a standard 120-volt outlet or in about 4.5 hours with a 240-volt charger. Only an incidental amount of charging come from the gasoline engine/generator. Regenerative braking also delivers electricity to the batteries.
Along with electric-only mode, a driver has a choice of three other operating modes – Normal, Sport, and Hold. In Normal mode, the system switches between electric-only, hybrid, and gasoline engine-only operation to optimize performance and fuel economy. In Sport mode, this plug-in hybrid delivers more aggressive throttle response for quicker acceleration, plus sportier steering. Hold mode conserves battery capacity for urban driving at a later time and uses the gasoline engine for highway driving or higher speed conditions.
The CT6 Plug-In’s 31 mile all electric-range is likely to fit the daily driving needs of many drivers, which means zero-emission motoring every day. Beyond that, this plug-in hybrid’s combined driving range of about 440 miles with a full charge and 15.6-gallon tank fits all possible driving needs, meaning no range anxiety and no compromises. EPA estimates the car’s fuel efficiency while driving on battery power at an equivalent 62 mpg (MPGe), with overall efficiency on hybrid power rated at 23 city and 29 highway mpg, which is quite respectable for a luxury vehicle weighing in at over two tons.
Regen on Demand allows the use of steering wheel-mounted paddles to select a desired level of brake regeneration and regen-induced brake drag, from light to very aggressive. Using more aggressive regen delivers significant levels of drag and stopping power when lifting off the accelerator, allowing conventional brakes to be reserved for those instances when maximum braking is desired or required. Exclusively using the throttle and paddles delivers in more refined and fun driving experience.
The CT6 Plug-In's connectivity and on-board electronics capabilities are impressive. Among these systems is the automaker’s CUE Information and Media Control System with Navigation and Apple CarPlay/Android Auto capability, OnStar 4G LTE with a built-in Wi-Fi hotspot, wireless cellphone charging, and Bluetooth with voice recognition. A rear camera mirror camera and automatic parking enhance convenience. Driver awareness systems includes Forward Collision Alert that monitors traffic ahead and alerts if a collision is imminent. A Following Distance indicator in the Driver Information Center displays following time relative to the vehicle ahead. Surround Vision provides a birds-eye view of the vehicle’s surroundings.
Of course, the CT6 Plug-In is well-equipped with driver assist systems. Lane Keep Assist gently steers the car if it’s determined a driver is unintentionally leaving a lane when directional signals are not used. Side Blind Zone Alert displays a warning in the outside rearview mirrors when a vehicle is detected in a blind spot, or if a car is rapidly approaching that spot. Also included is Adaptive Cruise Control, which automatically accelerates and brakes to maintain a driver-selected following distance to the vehicle ahead. Forward and Reverse Automatic Braking senses front or rear collisions and applies brakes as needed. Night vision and a reconfigurable head-up display are also welcome additions.
Cadillac’s CT6 Plug-In is an exceptionally well-crafted luxury vehicle that delivers all the features expected in its class, with the addition of leading-edge electronics that enhance convenience and safety. It delivers a premium driving experience with responsive handling and welcome performance, all the while providing increased efficiency and the option of zero-emission driving that’s increasingly desired in today’s new-generation vehicles. It’s a job very well done.
BMW’s i3 gets its first mild facelift since its introduction in 2014 plus a new i3s sport model, featuring a higher performance electric drive, sport suspension with 10 mm lower height, and a 40 mm wider track. A restyled front fascia gives both the BMW i3 and i3s a wider appearance. The front apron on the i3s includes aggressive M-like scoops while the rear apron has individually styled contours with black surrounds around a wide, body-colored inlay. Both the i3 and i3s have standard full-LED headlights using LED bulb units for both low and high beams, as well as for daytime running lights. New turn signal indicators also feature LED technology.
The i3s uses a high output 184 horsepower electric motor that generates 199 lb-ft peak torque, 15 greater lb-ft than the standard i3 plus an additional 14 horsepower. BMW also updated the i3s drivetrain to optimize power delivery and the performance curve at higher rpms. At the limits of its motor speed range, power and torque of the enhanced drive system deliver an improvement of up to 40 percent over the standard i3. Driving dynamics and e-Driving abilities are significantly enhanced at higher engine speeds when higher performance and higher torque are more noticeable. In addition to Comfort, Eco Pro, and Eco Pro+ settings, i3s drivers can also choose SPORT mode for a more direct accelerator response and tighter steering
Both the i3 and i3s use the more powerful 33 kilowatt-hour lithium-ion battery introduced in the 2017 i3, which increased battery pack capacity by more than 50 percent and boosted driving range from 81 miles to 114 miles. without any changes in packaging. An optional REx range extending gasoline engine-generator is available for both the i3 and i3s to extend plug-in battery range to a maximum of about 180 total miles of driving.
The latest version of BMW’s iDrive 6 provides an intuitive interface for controlling infotainment, communications, and navigation in the i3 and i3s. When equipped with Navigation System Professional, the control display has a 10.25-inch screen with increased resolution. Automatic over-the-air updates of navigation data are provided via a mobile network connection. The voice recognition system has improved comprehension through cloud-based speech processing. All BMW Connected and BMW Connected+ services are available. On-Street Parking Information, available for the first time in i3 models, helps locate available parking spaces in many major U.S. cities. The system uses historical and real-time data to determine the likelihood of finding vacant parking and displays this information on a navigation map.
Public charging stations and their availability are also displayed on the navigation system’s map. With Navigation Professional, a boundary representing the maximum range the i3 could travel on its current charge status is displayed. Different ranges in each of the Driving Dynamic Control modes can also be shown.
The Technology and Driving Assistance Package for the i3 and i3s includes Active Driving Assistant, Active Cruise Control with Stop & Go, Daytime Pedestrian Protection, Frontal Collision Warning with City Collision Mitigation, and Speed Limit Info. Advanced Real-Time Traffic Information and ConnectedDrive Services are also included within the upgraded Navigation System package. Park Distance Control and Parking Assistance are options.
A BMW TurboCord electric vehicle charger provides charging via a standard 120-volt outlet and can also charge up to three times faster when used with a 240-volt outlet. It is the smallest and lightest UL-listed portable charger available and comes with a 20 ft charging cord.
At its launch, Chrysler’s Pacifica Hybrid immediately raised the bar for minivans by offering the highest fuel economy ever for this class of family-friendly vehicles, along with 33 miles of all-electric driving on battery power and an overall range of 570 miles. At the time its 3.6-liter Pentastar eHybrid made the 2017 Wards 10 Best Engines list. Now this plug-in hybrid powerplant has earned the distinction again as one of Ward’s 2018 10 Best Engines.
Apparently, Chrysler Pacifica Hybrid owners are also pretty impressed with this vehicle. In a group of 100 customers participating in a series of monthly ownership experience surveys, 90 percent said they would recommend the Pacifica Hybrid to others. Some 47 percent reported more all-electric driving range than expected with 22 percent saying they’re getting ‘much more’ range. Fully 97 percent of these owners shared they had decided on their Pacifica Hybrid purchase before visiting a dealership.
“Receiving this award, especially for the second time, validates our early conviction – as do reports from our customers," said Bob Lee, head of Engine Powertrain and Electrified Propulsion Systems Engineering at FCA North America. "We knew this was a special project when we were asked to develop the most fuel-efficient minivan ever."
Altogether, the Chrysler Pacifica lineup has earned an impressive of 72 industry awards related to quality, styling performance, and safety. Plus, the model has earned the EPA's best possible environmental rating 0f 10, which quantifies a vehicle's greenhouse gas emissions and impact on climate change. And here's more perspective: Compared to the Chrysler Town & Country minivan it replaced, FCA says that over its lifetime a Pacifica Hybrid will result in lessening emissions equivalent to driving an average U.S. passenger vehicle more than 50,000 miles.
The Pacifica Hybrid is powered by an electric motor coupled to an eFlite electrically variable transmission. Power is supplied by a 16-kWh lithium-ion battery pack positioned beneath the minivan's second-row floor, which means interior volume is not impacted. Charging the battery pack requires about two hours with an optional 240-volt charger, although charging via a standard 120 volt outlet is also possible over a longer duration. The Pacifica Hybrid operates in efficient gasoline-electric hybrid vehicle mode once battery power is depleted. With its 33 mile all-electric capability, typical families running daily errands may find they rarely need the minivan's conventional hybrid power except on long drives.
Those seeking the functionality of a minivan that also delivers exceptional environmental performance will find the Pacifica Hybrid a pretty big deal. It is, in fact, a game-changer. At the time of its launch, all Monroneys (window stickers) on minivans identified the range of competitors in this class achieving 19-28 mpg. The emergence of the Pacifica Hybrid and its efficient Pentastar eHybrid engine prompted a change, with that statement now reading 19-52 MPGe, a nod to the Pacifica Hybrid's impressive efficiency.