Category: Green Technology

The 2024 Toyota Grand Highlander Hybrid offers seating for up to eight and fuel economy up to 34 mpg. With just a little more space at the third row and cargo area, it should bring families who considered the Highlander in the first place more of what they’re looking for.

Tesla is reportedly considering an EV and battery plant in Mexico, as the latest in a series of operations that may help automakers get an advantage south of the border, under stricter American sourcing and materials requirements. With hints including an industrial operation closer to Monterrey, near the border, as well as mentions of using Mexico City as a hub, reports haven’t yet converged on a most likely location, however.

There were new signs this morning of some heated up competition among EV makers, if not an all-out price war. Lucid announced a $7,500 “EV credit” applying to some versions of the Air Touring and Air Grand Touring—if they’re ordered by the end of March. If that sounds familiar, it is; Tesla announced a similar $7,500 discount—which happens to be the maximum EV tax credit—in December, prior to its own round of huge price cuts.

And if you missed it yesterday, Google says that all the pieces are finally in place for integrated EV trip planning around the shortest charging stops. There are some big asterisks to that though—namely that Google hasn’t separated out the 350-kw chargers that will make a big difference to a growing number of models, and that for now it only works on vehicles with Google built-in.

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Lexus has priced its first EV, the RZ 450e, which is arriving at U.S. dealerships soon, and while its $59,650 makes it no great value if range is your priority, it appears to load on the features and offer a lot of the luxury ambience those loyal to the brand see as a hallmark.

What’s shaping up to be the first mass-produced solar electric car—with solar panels integrated within all its body panels—has been truly put to the test. A Sono Sion crash-test found that the panels “behave as predicted,” the company says, with no additional risk to occupants or bystanders.

And Google claims that its Maps navigation now distinguishes between “very fast” chargers of 150 kw or higher and other chargers, as part of Google built-in. Provided Google has all the important data points—a point not yet proven—that would allow such vehicles a trip planner close to what Tesla provides. The tech giant originally claimed to be adding these details in 2018, so it’s been a long time coming.

In a first drive of the 2023 Honda Accord Hybrid, we found that this sedan isn’t as distinctive in some respects as its predecessor, but it’s improved in efficiency, refinement, and most measures that matter on the drive. It feels sportier as a hybrid, too.

California legislators are proposing a bill, supported by SEMA, that would offer residents a rebate of up to $2,000 for converting gasoline cars to EVs. It helps address an inconvenient truth: that as rapidly as California shifts sales away from gas models, it will take far longer to shift the actual in-use fleet to EVs.

Volkswagen is recalling more than 20,000 U.S. ID.4 EVs from the 2021 model year for an issue that could suddenly shut down the drive system. While VW has had plenty of issues with software already, this is the first one affecting propulsion.

Electrify America last week announced price hikes for EV fast-charging. Adding up to about 15% extra for frequent customers, the higher rates do roughly correlate to a surge in the cost of electricity across the U.S. over the past year—although they’re not close to the volatility that those who fill up with gas are used to.

A series of recent statements from automakers confirms that the EV price war has arrived, even as some automakers continue to struggle with supply-chain issues. As analysts recently underscored, Big 3 automakers are going to need the cash-cow profits of full-size pickups to support their investments in EVs—although as Ford essentially confirmed, it’s been a year of “no pain, no gain” amid a struggle to ramp EVs quickly.

And next-generation Neue Klasse EVs from BMW will be built in Mexico starting in 2027, the company has confirmed. While there are two other European sites, it’s likely Mexico will make the vast majority of U.S.-bound EVs built on the upcoming dedicated platform, which will underpin BMW’s smaller to midsize EVs and mark a shift to cylindrical battery cells.

And which one doesn’t see 300-mile EVs as the future?

This is our look back at the Week In Reverse—right here at Green Car Reports—for the week ending February 3, 2023.

One of the biggest news nuggets of the week in the efficiency corner involved another upset of Tesla. Hyundai Ioniq 6 beats the Tesla Model 3 in range, as well as efficiency, with an EPA rating of 361 miles. In rear-wheel-drive form, it ties the all-wheel-drive Lucid Air Pure in efficiency.

Consider the CEO of Mazda as among a relative minority of automaker executives who don’t see the range race, or even 300-mile EVs, as the future. Mazda revealed its upcoming flagship, the CX-90 plug-in hybrid SUV, with seating for up to eight. Feature details, pricing, and specs are all yet to come, but the CX-90 arrives this spring and could be a compelling new PHEV for big families.

GM has built a strong argument around its large-format pouch cells that are at the core of its U.S. Ultium EV push. Yet now GM is quite flexible with battery format, according to CEO Mary Barra this week. Given that, and GM’s three Ultium Cells plants already announced, what about the economies of scale GM has touted in keeping as much as possible to one format?

Ford CEO Jim Farley on Thursday revealed that the company will be aiming to make its future EVs “radically simplified,” with smaller batteries, fewer parts, and the potential to be built in millions.

Toyota recently announced a new CEO and gave the green light to its first dedicated, large-scale EV platform. But as we noted, putting a recent presentation in context, that doesn’t signal a greater commitment to EVs or a concession to environmentalists who think the automaker is misguided.

Volvo is reportedly planning an expanded EV lineup for China and Asian markets that may include more sedans, SUVs, and a luxury van—although it’s certainly not yet clear which of those new models might come to Europe or the U.S.

Volkswagen has reportedly approved an EV smaller than the ID.4 for the U.S. market, with potential North American assembly. A North American battery plant is also being considered for Canada. Is this the return of the e-Golf, or something else entirely?

An Audi electric off-road SUV might use the platform from parent Volkswagen Group’s upcoming Scout EV brand, according to a report. Perhaps arriving around 2027, it would rival the Mercedes EQG, Jeep Recon, and Rivian R1S.

The first 2024 GMC Hummer EV SUV has been auctioned off for $500,000, with proceeds to benefit Tread Lightly. Although as we’ve noted before, the Hummer EV most definitely does not tread lightly; it might actually be the heaviest SUV ever.

Electrify America announced that it will be providing hardware and support for about 1,000 fast-chargers at 200 TravelCenters of America (TA) locations, along major highways at about 50-mile intervals. These chargers are to be installed over the next five years, with some of them among the 1,800 stations EA plans by 2025.

In California, EV sales added up to about 16% of vehicle sales in 2022. And while Tesla once again took a mammoth lead, with the Model 3 topping sales charts in the state, we looked at whether other brands are getting closer.

A study commissioned by a climate policy think tank and backstopped by UC Davis research has found that limiting the size of EV batteries would cut the demand for lithium by as much as 42%—through all the benefits including reduced pollution and economic advantages. But convincing the market to buy EVs with smaller batteries is a harder sell.

Lawmakers in Kansas have called for a tax on public EV charging, but not home charging. Some are criticizing the proposal for its “double taxation,” as the state already hiked EV registration fees, and for how it disincentivizes those who rent or live in condos.

According to a new study from a non-profit, it will take 1,104 EV fast-charging stations to fill out federal Alternative Fuels Corridors and lay the foundation for a federally funded national charging network of 500,000 connectors. But it will definitely take more on higher-traffic routes and for connecting adjacent routes, it argues.

Ford earlier in the week announced price reductions across its 2023 Mustang Mach-E lineup. They undid some of the price hikes given to the lineup last August, bringing the whole lineup of Standard Range models below what was then the $55,000 price cutoff for the lineup to claim the EV tax credit.

And we closed the week with some news that’s going to make a big difference for some EV shoppers over the next month or more. The U.S. Treasury Department announced a change in what will be considered an SUV under EV tax-credit price cap requirements, and it should expand the price cap of many models—like the Mach-E—up to $80,000 and help ease confusion over some model lineups that were called cars in one configuration and SUVs in another. Put simply: See if the EPA info on the window sticker calls it an SUV.

Ford CEO Jim Farley on Thursday revealed that the company will be aiming to make its future EVs “radically simplified,” with smaller batteries, fewer parts, and the potential to be built in the millions.

The U.S. Treasury Department has announced a change in how vehicles will be considered cars or SUVs under EV tax-credit price cap requirements, and it should help ease confusion over some model lineups that were called cars in one configuration and SUVs in another. Put simply: Look at what the window sticker says.

Volvo is reportedly planning an expanded EV lineup catered to China and Asian markets. That may include more sedans, SUVs, and a luxury van, although it’s unclear which of these upcoming products might be headed to North America or even Europe.

And Volkswagen has reportedly approved an EV smaller than the ID.4 for the U.S. market and potential North American assembly, with a North American battery plant being considered for Canada. Is it the return of the e-Golf, or another product entirely?

Will future EVs keep offering longer range than previous models? Consider the CEO of Mazda in the U.S. as among many executives who aren’t planning on it—and instead see a future of smaller batteries, lighter EVs, and faster charging.

Lawmakers in Kansas have called for a tax on public EV charging, but not home charging. Some are criticizing the proposal for its “double taxation,” as the state already hiked EV registration fees, and for how it disincentivizes those who live in apartments or condos.

And according to a new study from a non-profit, it will take 1,104 EV fast-charging stations to fill out federal Alternative Fuels Corridors and lay the foundation for a federally funded national charging network of 500,000 charging sites. But it will definitely take more on higher-traffic routes and for connecting adjacent routes.

That base engine is a 1.5-liter turbocharged inline-3 that makes 134 horsepower. It’s tasked with carrying more than 3,500 pounds with all-wheel drive, and it predictably runs out of ideas quickly. A 6-speed manual is standard equipment, although a 6-speed or 8-speed automatic can be fitted for more money on front- or all-wheel-drive versions respectively.

The next step up is a 2.0-liter turbo-4 in Cooper S Countryman models that makes 189 hp and can dash up to 60 mph in 7.2 seconds. Like the base engine, a 6-speed manual is standard on front-drive models while an 8-speed automatic is optional on front-drivers and standard on all-wheel-drive versions, which Mini calls ALL4.

John Cooper Works versions are on the top of the pile for the Countryman and feature a 228-hp version of the turbo-4, which is standard on the BMW X1 (and earned our extra point there). Unlike the BMW, the JCW Countryman is fitted as standard with a 6-speed manual or if you must, an 8-speed automatic. All-wheel drive is the only option on JCW versions and it’s better for it; it helps keep the power manageable.

The Countryman uses Mini’s tuning magic and MacPhersons up front to deliver a sharp drive that’s as close to the Cooper as the extra 1,000 pounds will allow. It helps the Countryman feel smaller than its big body would indicate.

Mini’s ALL4 all-wheel-drive system can shuttle power between the front and rear axle in less than a second, operating nominally as a front-driver until slip is detected. It’s a slick system that reduces parasitic loss with a hang-on clutch, although we’d hesitate to take the Countryman any further than a muddy field.

Mini Cooper S E Countryman ALL4

Unlike the Cooper, the Countryman boasts a plug-in hybrid version that is a first for Mini. It takes the turbo-3 and mates it to a 65 kw (87 hp) electric motor and 7.6-kwh battery for a combined output of 221 hp. Interestingly, Mini’s hybrid power system doesn’t supplement the engine; the electric motors power the rear wheels exclusively and help out up front, which makes it a through-the-road hybrid system.

The plug-in hybrid version is clearly the heaviest version, given its battery pack and rear electric motor, and while it’s still decent to toss around, it’s hardly in the same league as the basic Mini Cooper hardtop, especially with the 3-cylinder engine.

The Mini Cooper S E Countryman All4, to give it its full title, works well as a hybrid Countryman but Mini is quite upfront about marketing it as a high-mileage crossover you don’t ever have to plug in if you don’t want to. That will infuriate electric-car fans, but the 12-mile EPA-rated range is at least realistic, unlike the ratings on BMW models with less powerful electric motors.

On the road, with charge in the battery it will accelerate away from a stop electrically, if not as fast as on engine and battery combined, and hold all-electric power all the way up to highway speeds if you pay attention. We suspect many buyers won’t bother. The engine is small enough and so well noise-suppressed that we had to listen for the sound of it switching on, and the added noise was more of a whir from somewhere beyond the firewall than the predictable hybrid howl of a small and overstressed engine.

The Malibu L is mainly a fleet special, meaning it was designed to be ordered by corporate and municipal buyers. Those meter maids and insurance sales people who wind up in one will find a basic audio system, cruise control, and power windows and locks but little more. The Malibu LS runs around $1,500 more, money that buys a 7.0-inch touchscreen infotainment system with Apple CarPlay and Android Auto capability, 16-inch alloy wheels, a rearview camera, and Bluetooth connectivity. It’s not lavish, but it’s not missing much, either.

The Malibu LT goes further with LED running lights, heated exterior mirrors, 17-inch wheels, an eight-way power driver’s seat, and a few more goodies. The LT offers a few option packages that bundle goodies like a larger 8.0-inch screen, a wireless charging pad for Qi-equipped devices, leather seats, heated seats, Bose audio, automatic high beams, forward collision warnings with low speed automatic braking, and more. All told, the sweet spot is probably an LT with the Driver Confidence Package and the Convenience/Technology Package. That puts a mid-level Malibu well under $30,000.

Topping the lineup is the Malibu Premier, which is the only way to get the Malibu’s 2.0-liter turbo-4 engine. It’s well-outfitted with leather upholstery, 19-inch alloy wheels, and Bose audio, but it can be further upgraded with one of two safety packages. The Driver Confidence group adds automatic high beams, park assist, and low-speed automatic emergency braking. The Driver Confidence II group adds to that an electronic parking brake, adaptive cruise control, and full-speed automatic emergency braking.

Chevy considers its Malibu Hybrid to be basically an LT for about $2,750 more. Its specifications mirror the LT, as do its extra-cost options.

Notably, Chevy offers built-in navigation on any Malibu with the 8.0-inch screen for a hair under $500, which is quite reasonable. But given that most drivers these days will have an Android or Apple smartphone, the CarPlay and Android Auto capability on all but the base Malibu L may negate the need for navigation.

We’re smitten with both the 7.0- and 8.0-inch screens, however. They are both low glare units with intuitive menus and quick responses that put them toward the top of their segment.

In practice, it’s not an especially great car to drive, but don’t let its ho-hum feel overshadow its impressive powertrain. (Read more about how we rate cars.)

A T-shaped lithium-ion battery resides between the driver and passenger and under the rear seat. It’s an 18.4-kwh unit supplied by LG Chem. Should the driver deplete the battery, a 1.5-liter inline-4 gas engine under the Volt’s hood quietly kicks on and effectively turns the Volt into a hybrid rated at 42 mpg combined. Its electric powertrain is rated at 149 horsepower and torque stands at a solid 294 pound-feet.

That setup delivers power exclusively to the front wheels; both motors can power them together or one can drive the vehicle while the other is used to recharge the battery. The gas engine can clutch in and out to assist the electric motors if the Volt determines that it’s the most efficient setup at that time. What’s most impressive is how transparently the Volt’s drive system operates; unless you’re looking at its status screen, you’ll probably have no idea how many different situations are going on underneath.

Those power figures don’t necessarily indicate how immediate the 2018 Volt’s acceleration is. It’s not jarring, but it delivers seamless grunt as soon as the accelerator is pressed. With a full load up a mountain grade, the Chevy Volt won’t win a drag race; it runs out of steam rather quickly. But with 0-60 sprints around eight seconds, the Volt is about average for a smaller car with a 4-cylinder gas engine.

We’ve driven Volts hundreds of miles in full hybrid mode; it’s easy to forget that the gas engine is running since it’s so silent and it turns this Chevy into a terrific highway companion thanks to limited wind rush and excellent straight-line stability.

Most owners will make use of a 240-volt Level 2 charging station, which tops off a depleted battery in about 4.5 hours. There’s no DC quick-charging available with the Volt, but that’s probably not a big deal for most owners since the gas engine is there for longer trips. If a 120-volt outlet is the only one available, it’ll take nearly half a day to fill up the Volt’s battery, however.