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.

Chevrolet’s Volt continues to be a milestone vehicle in the increasingly crowded plug-in hybrid field. While GM officially calls the Volt an extended range electric car, it’s technically a plug-in series hybrid since it operates with its engine generating electricity rather than powering the drive wheels. It’s distinguished for plenty of reasons, not the least of which is its 53-mile all-electric driving range before reverting to electric power from its 1.5-liter DOHC engine-generator, which delivers a total 420 mile driving range.

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

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

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

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

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

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

 

Crossover SUV buyers looking to drive exclusively on electric power have a single choice today, and that’s Tesla’s Model X. Following in the footsteps of the Tesla Roadster and Tesla Model S, and ahead of the just-debuted Model 3, the Model X provides a unique driving experience for high-end buyers with its attractive design, advanced tech features, and zero-emission operation. While the model’s price tag means it’s not for everyone, Tesla fans will appreciate that the price of entry for the base Model X 75D has recently dropped by $3,000, to an MSRP of $79,500.

Beyond this full-size luxury crossover’s all-electric range of 238 to 289 miles, the model’s most distinctive features are its ‘falcon wing‘ doors and the largest panoramic windshield in production today. Model X doors articulate upward to enable easy access to second and third row seats, with the third row seats folding flush for more cargo capacity. The interior is designed to accommodate seven passengers with luggage carried in a front trunk or behind the seats. A recent $3,000 option enables both second and third row seats to fold flat to provide an expansive load floor.

Powering the Model X is an all-wheel drive system using two electric motors, one up front and another at the rear. The three models offered include the 75D, 100D, and P100D, with the number referring to their battery capacity in kilowatt-hours. The P in P100D stands for ‘Performance,’ with the $145,000 top version’s Ludicrous mode enabling acceleration from 0 to 60 mph in 2.9 seconds and a top speed of 155 mph.

Like Tesla’s Model S, the Model X uses AT&T to provide 3G and LTE Internet access to its onboard navigation and music services via Slacker. It also provides connectivity to the vehicle through Tesla’s iOS and the Android app, allowing remote adjustment of climate control settings along with other control features. Regular over-the-air updates add safety and navigation features, enhance performance, and improve the driving experience. Like other Teslas, the Model X can also be quick-charged at several hundred Supercharger locations along key transportation corridors in the U.S., which allows capturing an 80 percent charge in about 30 minutes.

Driver information is presented in a digital display in front of the steering wheel and a center-mounted, 17-inch touchscreen. Active safety technologies include side collision avoidance, parking sensors, and blind spot warning. Model X camera, radar, and sonar systems continually scan the surrounding roadway, providing the driver with real-time feedback to help avoid collisions. Model X is designed to automatically apply brakes in an emergency.

A sophisticated Autopilot system allows the Model X to match its speed to traffic conditions, stay within its lane, and steer around curves within a lane. It also enables automatically changing lanes with a tap of the turn signal. Our time behind the wheel of a Model X has shown Autopilot to provide a seamless, near-autonomous driving experience. For safety reasons and because this system is still 'learning,' Autopilot requires a driver's attention and hands are required on the steering wheel at set intervals. A ‘Summon’ feature allows the Model X to automatically park and unpark itself, plus open and close a garage door automatically. It can scan for parking spaces, alert a driver when one is available, and parallel park on command.

An available towing package with a high strength tow bar and two-inch hitch receiver allows the Model X to tow up to 5,000 pounds, although driving range will be diminished with the additional load. Software actively monitors trailer sway and applies braking as needed.

Tesla’s plug-in crossover aspirations don’t end with the Model X. In fact, the company has announced plans to produce the Model Y – a compact crossover – by 2020. The new model is expected to make use of much of the technology and architecture of the Model 3 and come at a more approachable price point than the Model X.

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

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

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

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

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

Plug-in vehicles are on a roll. That’s not to say that battery electric or plug-in hybrids will eclipse internal combustion or hybrid vehicles in the market anytime soon. But the fact that there are 40 plug-in models available in the U.S. during calendar year 2017 speaks volumes on how seriously automakers are taking electrification.

In the market for a plug-in vehicle? Here are your options this calendar year. Prices do not take into account an available federal tax credit up to $7,500 that may apply, or state incentives that can range up to $5,000 or more. Happy hunting!

AUDI: Audi has big plans for plug-in vehicles in its lineup, although the A3 e-tron represents the solitary choice at present. That said, it’s a good one since the A3 has long been a popular and approachable model in the U.S. and represents the right starting point for Audi. Offered at a base price of $39,500, this plug-in hybrid provides 16 miles of battery electric range and an overall driving range of 380 miles. The automaker plans to have three e-tron models within the next three years and others coming after that.

BMW: This automaker is a prolific marketer of plug-in vehicles. Its sole all-electric model is presently the innovative i3, which features a base price of $42,400. It emerged with a larger battery pack in the 2017 model year. The i3 BEV is powered by a 60 AH battery that delivers an EPA rated 81 mile range, with the 94 AH battery variant providing 114 miles of all-electric driving. The i3 REx comes with an engine-generator range extender that enables 97 miles on battery power and an overall range of 180 miles with electricity generated on board. Five additional plug-in hybrids are in BMW’s stable including the sporty i8 ($143,400), 330e $44,100), 530e ($52,950), 740e ($90,700), and X5 xDrive40e ($56,600).

CADILLAC: The short-lived Cadillac ELR extended range electric car, an upscale version of the Chevrolet Volt, was a flash-in-the-pan that illustrated you couldn’t market a high-end – and high priced – plug-in hybrid based on a lower-price Chevy model and get buyers to step up. Cadillac’s answer is its all-new CT6 Plug-In, a luxury model based on its flagship CT6 sedan offering great tech and style. The CT6 plug-in hybrid delivers a 31 mile all-electric range and a 440 miles driving range overall, at a base price of $76,095.

CHEVROLET: GM has the technical prowess to create exceptional electric vehicles, as shown by the acclaimed Chevrolet Volt extended range electric sedan that’s beloved by its owners. The $34,095 Volt provides a 53 mile battery electric range before reverting to electricity created by its on-board engine-generator, for a total range of 420 miles. Chevrolet’s new Bolt EV raises the bar for battery electric cars with an all-electric range of 238 miles before requiring a charge. This all-electric compact crossover is replete with the latest on-board tech and comes in at an MSRP of $37,495.

CHRYSLER: Chrysler was serious about electric and plug-in hybrid vehicles years ago with many concepts and demonstration vehicles, but that faded away as the company focused on getting its finances and mojo back. As part of FCA Group, Chrysler is once again showing its chops with the field’s first-ever plug-in hybrid minivan, the Chrysler Pacifica Hybrid, much to the delight of families and others who have been waiting for such a breakthrough in this vehicle class. The Pacifica Hybrid drives 33 miles on battery power and 570 miles overall, offering a base price of $41,995.

FIAT: The Fiat 500 is a pint-sized, fun vehicle as a gas-powered model. It’s even more fun in our opinion as an electric. The Fiat 500e is cute, nimble, and delivers 84 all-electric miles of driving. No matter that Fiat Chrysler Automobile’s CEO Sergio Marchionne once said the automaker loses $15,000 on every Fiat 500e sold and wasn’t particularly enthusiastic about that. This automaker is still in the game and 500e fans are a happy bunch because of it. The Fiat 500e features a base price of $32,995.

FORD: Ford is offering the Ford Focus Electric as its sole all-electric vehicle along with two plug-in hybrids. The $29,120 Ford Focus Electric has a range of 115 miles before a recharge is needed. Ford is using its Energi PHEV technology in the CMAX, a five-door, compact multipurpose vehicle and Fusion mid-sized sedan. Energi technology includes a 2.0-liter 4-cylinder engine, 118 horsepower electric motor, and 7.6 kWh lithium-ion battery. The $24,120 CMAX Energi delivers 22 electric miles and an overall driving range of 570 miles, while the $31,120 Fusion Energi drives 22 miles on battery power with a total range of 610 miles.

HONDA: The 2017 Honda Clarity was launched first as a hydrogen fuel cell electric vehicle in California and is being joined by battery electric and plug-in hybrid variants this year. The Clarity Electric will drive 80 miles on batter power and initially be available in California and Oregon only, while the Clarity Plug-In Hybrid is expected to be available in all 50 states. These electrified sedans seat five, are quite spacious, and loaded with connected tech and an array of driver-assist systems. The Electric will be leased at $269 per month for 36 months, with $1,730 down (this folds the federal tax credit into the lease terms). The Clarity Plug-In is expected to deliver an electric-only range of 42 miles with an overall driving range of 330 miles. Honda has not yet announced a price for the Plug-In.

HYUNDAI: Hyundai’s all-new Ioniq comes in hybrid, plug-in hybrid, and battery electric choices. At an MSRP of $29,500, the battery electric version features a 124 mile range and an EPA estimated 136 MPGe. It will be available exclusively in California. The plug-in hybrid coming this fall is expected to provide an estimated all-electric range of about 25 miles and hybrid power will take it hundreds of miles past that, although overall range specifics and pricing have not yet been announced. Hyundai’s $34,600 Sonata Plug-in Hybrid, which delivers 27 miles of range on battery power and 590 miles overall, is sold at Hyundai dealerships in 10 states and can be custom ordered elsewhere.

KARMA: Karma Automotive, a new company owned by China’s Wanxiang Group, has revived the defunct Fisker Karma extended range electric car of five years ago and is now manufacturing it in Southern California. Now called the Karma Revero, this grand touring car retains the original’s breathtaking design with some tweaks and benefits from significant technology upgrades and luxury appointments. It’s built on a lightweight aluminum spaceframe and powered by two high-power electric motors energized by lithium-ion batteries, delivering a 0-60 mph sprint in 5.4 seconds. The car drives 50 miles on batteries alone and about 300 miles on electricity generated on board by its 2.0-liter engine-generator. The Revero’s price of entry is $130,000.

KIA: Kia’s plug-in offerings include the boxy, battery-powered Soul Electric that’s been around for a number of years and the more mainstream Optima Plug-In Hybrid sedan. The plug-in Optima variant was missing from the new-generation Optima launch in 2016 but happily arrived with new technology for 2017, at a base price of $35,210. It offers 29 electric miles of driving and 610 miles overall range. The Soul Electric features a 93 mile battery electric range. Coming is the Kia Niro plug-in hybrid, a compact SUV that will join the new Niro lineup in 2018.

MERCEDES-BENZ: Mercedes-Benz is serious about high-efficiency electrics. The automaker is planning at least 10 new plug-in hybrid models with the aim of electrifying nearly all vehicles in its model lineup. Presently available plug-ins in the U.S. market include the B250e electric five-door hatchback, which features a driving range of 87 miles and a base price of $39,900. Plug-in hybrids this year include the $46,415 C350e and $96,600 S550e sedans, plus the $66,300 GLE550e SUV. Each of these delivers 12 to 14 miles of battery electric driving and a 400 to 460 mile overall range.

MINI: For the first time ever there will be a plug-in hybrid from MINI, the MINI Cooper S E Countryman ALL4. All of the new Countryman variants feature a 1.5-liter 3-cylinder engine. The $36,800 plug-in Countryman adds an 87 horsepower electric motor and 7.6 kWh lithium-ion battery, providing an EPA estimated all-electric range of 12 miles and an overall driving range of 270 miles. The engine drives its front wheels while the electric motor delivers power to the rear axle.

MITSUBISHI: The eggplant-shaped, four-passenger Mitsubishi iMIEV that’s been knocking around since its introduction seven years ago boasts the lowest cost of entry for a mainstream battery electric car in the U.S., at $22,995. It also has the shortest electric driving range at 59 miles, which may fit the needs of some folks but certainly not all. A 66 horsepower motor provides very modest performance. On the plus side, this battery electric model achieves 112 MPGe efficiency.

NISSAN: Nissan’s LEAF is not only the best-selling electric car in the country, but also in the world with some 250,000 examples on the road. Featuring a unique and highly-recognizable design, it delivers a 107 mile driving range and is EPA rated at 112 MPGe. Power is provided by a 107 horsepower electric motor and 30 kWh battery pack located beneath the floor. An ‘eco route’ feature analyzes available battery power and displays charging stations within range.

PORSCHE: When Porsche offers a plug-in hybrid, you know it’s going to be fast. So it is with the automaker’s new Panamera 4 E-Hybrid, which boasts a total system output of 680 horsepower that brings 0 to 60 mph in 3.2 seconds and a top speed of 192 mph. All-electric range is 11 miles with an overall range of 480 miles. Porsche also offers the Cayenne S E-Hybrid that's powered by a 333 horsepower V-6 and 95 horsepower electric motor, a combination that delivers 14 miles of electric driving and an overall 480 mile range.

SMART: The Smart fortwo Electric Drive is an interesting proposition. In general, the Smart has not flourished in the U.S. because the big deal about the Smart is its diminutive physical footprint, a plus in space-impacted European cities but not so much in the wide-open USA. That said, electric drive gives the Smart an environmental edge. It’s powered by a 74 horsepower motor and updated lithium-ion battery pack that reportedly increases electric driving range to 80 miles, up from the previous generation’s 68 mile range. The Smart fortwo Electric Drive comes at a base price of $24,550 with a convertible variant priced at $28,750.

TESLA: Tesla’s Model S luxury sedan, which starts at a base of $69,500 and goes up to $140,000 depending on powertrain and battery, is the longest range battery electric vehicle around. Its base powerplant delivers an electric driving range of 249 miles. The all-wheel drive Tesla Model X SUV starts at $82,500 and delivers 237 electric miles, topping out at $145,000. Powertrain options bring additional range. Tesla’s Model 3, which begins production this month and will be on sale shortly, aims to be the automaker’s first affordable electric at a base cost of $35,000. However, with the Model 3’s large number of preorders it’s expected that Tesla will first deliver highly optioned – and more expensive – Model 3 orders well above the $35,000 base cost.

TOYOTA: The Toyota Prius Prime plug-in hybrid can run on its gas engine or motor alone, or a combination of both. This $27,100 plug-in hybrid features a dual-mode generator drive system enabling both the primary drive motor and motor-generator to provide power when maximum acceleration is demanded. An 8.8 kWh lithium-ion battery pack provides 25 miles of all-electric range, while overall range on electric and hybrid power is 640 miles. It achieves an EPA estimated 54 mpg and 133 MPGe while running on battery power. Prius Prime automatically relies more on electric capability in situations where it is more efficient than running the engine.

VOLKSWAGEN: VW has updated its e-Golf electric hatchback with an improved battery, greater range, and additional on-board electronics. It also benefits from styling updates to give it a crisper look. The latest electrified version of VW’s popular hatch offers a more powerful motor that delivers greater horsepower and torque, plus 50 percent greater electric range at 125 miles per charge. That’s a significant improvement in a world where electric range has become an increasingly important market differentiator. Additional updates include VW’s digital and interactive Digital Cockpit with information presented on a 12.3- inch color screen. The e-Golf has a base price of $29,815.

VOLVO: Volvo’s seven passenger, $67,800 XC90 T8 luxury SUV uses a twin engine plug-in hybrid powertrain for power and increased efficiency. It features the automaker’s 316 horsepower, turbocharged and supercharged 2.0-liter four-cylinder Drive-E engine mated to an eight-speed automatic transmission. The T8 uses an 82 horsepower electric motor on the rear axle and a lithium-ion battery pack that delivers 14 electric miles, with a total hybrid range of 350 miles. Volvo has other plug-in models in the works including its new S90 luxury sedan.

 

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Green Car Journal has named the all-electric 2017 Chevrolet Bolt EV its 2017 Green Car of the Year^® during AutoMobility LA at the Los Angeles Auto Show. The Bolt EV emerged the winner over fellow finalists BMW 330e iPerformance, Chrysler Pacifica, Kia Optima, and Toyota Prius Prime. Widely recognized as the auto industry’s most prestigious environmental honor, the award was presented by Green Car Journal editor and publisher Ron Cogan and accepted by Chevrolet Cars & Crossovers marketing director Steve Majoros.

The Green Car of the Year jury selected the 2017 Bolt EV for its milestone 238 mile battery electric driving range, stylish design, pleasing driving dynamics, and welcome suite of advanced and connected technologies. Along with its distinction as the first production battery electric vehicle to achieve a 200-plus mile driving range, the 2017 Bolt EV offers an array of features that provide a unique and catered ride to the driver.

Editors and jurors note that Chevrolet’s all-new 2017 Bolt EV is a breakthrough vehicle in every sense, sending a clear signal that an electric car’s environmental achievement is well-suited to the mass market. From the time modern electric vehicles emerged in the 1990s, limited driving range has presented a core challenge to the commercialization of electric cars affordable to everyday drivers. Bolt EV overcomes this with its 238-mile battery electric driving range and approachable price, the first production electric car to achieve this milestone.

Each year, an expanding number of environmentally positive vehicle models are considered for the Green Car of the Year^® program, an illustration that the auto industry is continuing to expand its efforts in offering new vehicles with higher efficiency and improved environmental impact. The Green Car of the Year^® is selected through a majority vote by a jury that includes celebrity auto enthusiast Jay Leno, as well as leaders of noted environmental and efficiency organizations including Jean-Michel Cousteau, President of Ocean Futures Society; Matt Petersen, Board Member of Global Green USA; Dr. Alan Lloyd, President Emeritus of the International Council on Clean Transportation; Mindy Lubber, President of CERES; and Kateri Callahan, President of the Alliance to Save Energy.

Staff jurors include Cam Benty, Ron Cogan, Drew Hardin, Jeff Karr, Todd Kaho, and Dr. Bill Siuru, all veteran auto writers and editors with decades-long careers in the auto industry. Their deep understanding of the importance and nuances of vehicles includes their time spent as editors of such noted legacy auto publications as Motor Trend, Hot Rod, Car Craft, Truck Trends, Popular Hot Rodding, and others.

During the award’s vetting process, Green Car Journal editors consider all vehicles, fuels and technologies as an expansive field of potential candidates is narrowed down to the final five.  Finalists are selected for their achievements in raising the bar in environmental performance. Many factors are considered including efficiency, performance characteristics, ‘newness,’ affordability and overall environmental achievement. Availability to the mass market is important to ensure honored models have the potential to make a real difference in environmental impact, and finalists must be available for sale by January 1 of the award year.

Among owners and fans, it’s a foregone conclusion that Tesla will remain the dominant producer of electric vehicles (EVs) as the automotive world increasingly adopts this technology. And why shouldn’t it? Tesla produces the best EVs, and perhaps the best cars made, has developed an incredible brand, and fills waitlists years before a new car is delivered. This all seems to indicate that Tesla has developed a world-beating business model, but is it actually a signal of future trouble?

Tesla’s strategy has always been to build EVs that are better than their internal combustion competitors and sell them for premium prices. In the language of innovation theory, strategies that offer existing consumers better products at higher prices are called sustaining innovations. Sustaining strategies tempt entrepreneurs because they appear so logical: build a better product and customers will come. But research shows that it is a losing strategy for new businesses. In sustaining competition, the industry incumbents nearly always win.

Incumbents are favored because sustaining strategies build on capabilities that they have developed over the course of their rise to dominance. Worse still, a sustaining strategy presents the entrant as a clear and direct threat to the incumbents. The combination of these two factors creates a response that often proves overwhelming for the entrant. Incumbents respond ferociously and deploy so many resources to the battle that the entrant is overcome.

Consider the situation for Tesla: It would be difficult enough for a company that sells 50,000 units per year to fight even one major automaker head-on. But Tesla has attacked not just the automakers but also every incumbent in the value network that produces automobiles, including the entire base of suppliers and dealers. The resources that these aligned interests can bring to bear are vast. Collectively, these firms spend more on R&D every year than Tesla has invested in its lifetime.

Many have argued that the move away from internal combustion is simply too technologically painful for automakers, but the technology underpinning EVs is largely a modular combination of standard components purchased from independent suppliers. The technology simply isn’t a constraining factor, and with every new auto show the automakers demonstrate this with new concept cars, such as the Porsche Mission E, squarely targeting Tesla. With its fantastic design and beloved product, Tesla might have written the playbook that the incumbent automakers will follow to dethrone it.

If better products and technological barriers aren’t enough to defeat incumbents, is there any hope for entrepreneurs? We’re believers in disruptive innovation strategy, which allows entrants to beat even the most-powerful incumbents. Disruptive innovation begins at the bottom of existing markets or by creating new markets where people don’t currently consume. They target the least-attractive customers and produce worse products for less money with lower-cost business models than conventional offerings. In doing so, they create the phenomenon of asymmetric motivation, which causes incumbents to ignore or flee them. But disruptive strategies don’t remain at the bottom of the market – they possess a technological core that allows them to improve their performance over time, capturing more of the market and pushing incumbents into ever-smaller segments at the high-end.

Many observers say this approach could never work in EVs, but we’re seeing it happen today. It takes the form of low-speed EVs driven by security guards on college campuses, retirees in the Sunbelt, and middle class families in China. The manufacturers are largely unknown and that’s the point. Each year they grow bigger and improve their products without any resistance from incumbents. Soon they will be good enough to lure the least-demanding customers away from traditional automakers and the disruption will have begun. While these companies improve their performance to capture more customers, Tesla’s only option is to reduce its performance. Which position would you rather be in?

Thomas Bartman is a Senior Research Fellow at the Forum for Growth and Innovation at Harvard Business School

The Los Angeles Auto Show is the setting for Green Car Journal’s highly-anticipated Green Car of the Year® award each year, as it has been since its first appearance in car-centric Southern California 11 years ago. This year, following a video intro by celebrity juror Jay Leno and with all five award finalist vehicles flanking the stage, Green Car Journal revealed this year’s winner – the all-new 2016 Chevrolet Volt.

Chevrolet’s Volt was a milestone vehi­cle when it debuted in the 2011 model year and then drove away with 2011 Green Car of the Year® honors. In its new generation, it’s clear that Chevrolet listened to its customers – and in par­ticular Volt owners – and implemented improvements across the board to make the 2016 Volt faster, more stylish, and more capable than ever.

Among its important functionality achievements is the expansion from four- to five-passen­ger seating and a zero-emission battery driving range of up to 53 miles. It’s also packed with advanced electronics including Apple CarPlay, 4G LTE Wi-Fi connectivity through OnStar, and desired driver assist systems. The Volt offers an entry point of $33,170 with federal and state incentives available.

Called by GM an extended range electric vehicle – technically a series hybrid configuration – the Volt’s gasoline engine powers a generator that both charges the battery and provides electric energy to the motors once the car’s batteries are depleted. Total driving range is 420 miles, 40 miles farther than the previous generation. The new Volt is rated at a combined city/highway 102 MPGe while driving on battery power and a combined 42 mpg in the extended range mode while the engine-generator is operating.

The Volt uses two electric motors but they are now closer in size and share the load more evenly than the Volt’s previous large-and-small motor combination. A new 1.5-liter, four-cylinder DOHC direct-injection engine is used to generate electricity. The lighter aluminum-block engine produces 101 horsepower versus the 84 horsepower of its iron-block predecessor. Even though the new engine has a higher 12.5:1 compression ratio, it runs on less expensive regular fuel rather than the premium fuel required in the original Volt.

The number of lithium-ion cells in the Volt’s T-shaped battery pack has decreased from 288 to 192. However, improved chemistry means battery capacity increases from 17.1 to 18.4 kilowatt-hours even as pack weight drops by 31 pounds. In all, the 2016 Volt is about 200 pounds lighter than the earlier generation.

As noted by this year’s finalists, there is no single path to achieving important environmental achievement. Along with the Volt, three other nominees feature electrification but in somewhat differ­ent forms. The Audi A3 e-tron champi­ons plug-in hybrid power, as does the Hyundai Sonata with its plug-in hybrid, hybrid, and conventionally-powered vari­ants. The Toyota Prius continues its effi­ciency leadership as an all-new genera­tion hybrid hatchback. Honda’s new gen­eration Civic illustrates that impressive efficiency can be achieved with advanced internal combustion power.

Green Car Journal’s Green Car of the Year® is selected by a jury comprised of environmental and efficiency lead­ers including Jean-Michel Cousteau, president of Ocean Futures Society; Matt Petersen, board member of Global Green USA; Mindy Lubber, President of CERES; Kateri Callahan, President of the Alliance to Save Energy; and Dr. Alan Lloyd, chairman emeritus of the International Council on Clean Transportation. Rounding out the jury is comedian and car aficionado Jay Leno plus Green Car Journal editors.

The all-new Volt has clearly earned its distinction as 2016 Green Car of the Year®. Chevrolet has taken an efficient and award-winning sedan and made it better in virtually every way…a shining example of the environmental leadership the Green Car of the Year® award seeks to honor.

The Consumer Electronics Show is a big deal in the consumer electronics industry. With the expanding integration of advanced electronics into cars it has become a high-profile venue for auto manufacturers as well, with automaker CEOs giving keynote addresses and auto press conferences growing in volume. Most of these involve connectivity, autonomous driving, and other advanced on-board systems. But the scope is expanding significantly as CES is growing ever-brighter on the automakers’ radar.

A case in point is Chevy’s move to provide a sneak peek of its all-new 2016 Chevy Volt extended range electric car at 2015 CES. This preempts the official debut of the new Volt at the coming North American International Auto Show (NAIAS) in Detroit, one of the auto industry’s premier events.

The ‘peek’ was just that – a teaser showing the new Volt’s front end and a bit of the driver’s side, with the rest blocked with purposeful positioning and a strategically placed speaker tower. Still the front end view showed a handsome evolutionary design with the partial profile that could be seen indicating a somewhat smaller model with a redefined roofline and window design. It has been previously disclosed that the 2016 Volt will use a new 1.5-liter engine-generator, a bigger battery pack, and offer additional range.

The opportunity to drive an array of electric cars back in the 1990s was enlightening on many levels, bringing home the realization that for many these cars were less than purposeful daily drivers. From my perspective, they were fun but also impractical for my longer driving needs. And as for their performance, well…good for electric cars but not so much compared to fun-to-drive, conventionally-powered competitors.

Segue to today and an opportunity to drive Honda’s new Fit EV. This electric car cuts a nice profile with its super-small exterior and provides a good amount of room for four inside. The new electric version is nearly identical in design to the gas powered edition with some slight modifications, including closing up the front air intake since it’s no longer required for engine cooling, plus some other subtle changes that only EV enthusiasts might spot. While early prototypes had huge ‘EV’ stickers on the flanks, our vehicles did not. Thank you for that, Honda.

The standard Fit has decent around-town handling and simple-to-operate controls, making it the perfect wrapper for Honda’s latest electric car content. Power is supplied by a 123 horsepower electric motor generating 188 lb.-ft. torque. The Fit EV is rated by EPA at a mile-per-gallon-equivalency of 118 MPGe.

Inside, the EV instrumentation is pleasantly direct without the standard video game styling that often overwhelms a driver in cars with this level of forward-thinking electronics. Among the controls of note here are those for the Fit EV’s three driving modes and a battery detente in the center mounted shifter that, when selected, increases regenerative braking during coast-down.

Each driving mode is indicated by color-keyed illumination within the instrument panel that changes from green for economy to white for normal and red for sport. The mode selected affects performance and the amount of battery power available for driving range. During our drive the least amount of range was achieved in the performance mode with the most in economy mode, as expected.

The Fit EV is a highly capable vehicle that comfortably transports four adults. Handling is surprisingly good for a car equipped with 20 kWh worth of lithium-ion batteries. It cut neatly through a Honda-staged slalom and braking course, exhibiting an ability to confidently handle transients faster than most drivers will require in the real world. Steering input is predictable and braking excellent. Frankly, it’s surprising how well the Fit EV handles when pushed to discover its limits, allowing induced oversteer when requested and plenty of squealing tires with a stab of the throttle in the sport mode. Transitioning to drives on Pasadena city streets replete with hills and curves was pleasant and uneventful.

Those interested in Honda’s new Fit EV will find this electric available at a monthly lease cost of $369 for 39 months with no money down, starting in select markets in California and Oregon. The Fit EV is not available for purchase, an oddity that harkens back to the electric vehicle test marketing days of the 1990s when lease-only arrangements were status-quo.

With its good looks, snappy EV performance, and three-hour recharge time on a 240-volt system, the Fit EV should be popular with today’s electric car enthusiasts and mesh well with many lifestyles. It’s capable of covering 82 zero-emission miles per charge by EPA estimates – and in real-life driving, certainly more – and does this without compromising on the looks and driving fun that’s important to so many of us. It could be, for many, the perfect fit.