Fidelio II – My New/Old EV for 2020

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I’ve enjoyed my time with my Chevy Bolt EV–in fact, I love the car. However, my lease ends on January 8th, 2020, and I’ve been considering my options for months.

One possibility would be to go into another expensive lease on something like the fine new Hyundai Kona Electric. Or, I could buy my Bolt at the end of the lease. But with a residual value of about $25,000 (the original list price was nearly $44K), that would mean my loan payments would be higher than my lease payments had been.

The third option was to grab a used EV. I recently researched the used EV market, and found there are some great deals out there. I wrote about six great used EVs under $15,000. Believe it or not, you can drive home an early Nissan Leaf for $6,000! So, I decided that I would go cheap and try to keep my monthly payments under $200.

Over a  year ago, I wrote about Rose Motorcars, a small dealership in Castro Valley that specializes in used EVs. I decided that I would patronize them for my next car.

I intended to start looking in mid-November, and it was November 16th. Fresh off of reading an online story about the wonders of the Chevrolet Spark EV, I decided to visit Rose and check out the Spark, along with my old favorite, the Fiat 500e.

I had the unique experience of securing a three-month journalist loan on a cute blue 500e back in January-April of 2016, and wrote extensively about my test car, which I named Fidelio. I even did a video review of the car. The Spark and 500e are both available for under $10,000, which was the amount I figured I’d need to keep the payments under $200/month.

So, I drove the Bolt down to Rose Motorcars and chatted with Miles, a friendly salesperson there. Rose appears to hire only friendly salespeople. Part of that may be that they are not paid on commission, so there is an incentive to deliver great customer service and to work together to help close the deal.

We looked at the online listings (which I’d studied earlier at home), and picked out a light blue Spark to test. I also mentioned my affection for the Fiat to Miles, and he said he had one in the same color as my Fidelio.

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The Spark (above) looked like new and drove like a smaller version of my Bolt. It had the “L” setting in the transmission, which enables one-pedal driving. I love that feature in the Bolt, and the Fiat doesn’t have it!

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We drove to my house and checked to see if my bass would fit in back–and it did, passing that test.

I liked the car fine, and drove it on curving roads, neighborhood streets, and a piece of freeway before returning to the store.

Then, Miles said he already had the keys to the blue 500e in his pocket (smart). So we took that one out, driving most of the same route. We didn’t stop at my house because I knew that the bass would (barely) fit, so we just headed out over the hills, onto the freeway, and back.

Well, if I liked the Chevy, I loved the Fiat. It is simply more fun to drive, and the retro design looks more upscale. It felt just like it did when I drove the first quarter of 2016 in one. We pulled back into the parking lot and walked into the showroom.

“Do you mind if we fill out a little paperwork?” asked Miles. I said, “sure.” What I realize now is that he was doing what any good salesperson does–start processing the order. There was no pressure, but it made it seem more and more possible to just do it.

“Run a credit check?” he asked. I said “OK,” since it was just information. David, the General Manager, was able to work up a deal that brought my monthly payments down to $195 a month on a five-year loan. Check!

It seemed like things were moving awfully quickly, but I already knew the car, had done all of my model and price research, and was sitting in the exact place where I planned to buy the car. And–it was a ringer for my beloved Fidelio–only a model year newer. So why wait, and take a chance it would be sold?

I texted my wife. She said that if it was a fair price and everything was good then it would be OK to go ahead. After all, I did have to buy something in the next few weeks. We got the financing to allow making the first payment 45 days out, so it’ll be December 31. I had hoped for the first week in January, as my last payment on the Bolt is December 8, but that’s really close.

Now, I have my new car, and have named it Fidelio II, of course.  It sits, along with the Bolt, at my house as part of my small EV fleet. I’ll be saving a lot of money next year, and the Fiat has a sunroof that the Bolt doesn’t, but I’m aware of the things I’ll be losing, too.

For one thing, my EPA range will drop from 238 miles to 84. I figured out, between my three-month test and my Bolt usage, that 84 miles will likely be sufficient for most things. I have Level 2 (240-volt) charging in my garage now, too, if I need to charge up quickly. It doesn’t leave any margin for error, though, or permit any 50-mile side trips.

I will miss having Apple CarPlay, which lets me project my iPhone onto the screen on the dash. I’ll miss my video rear-view mirror and my bird’s eye camera. I’ll perhaps long for two rear doors and the extra space. But Fidelio II’s job is to take me to my BART train and around town, so I should be fine. We have other cars for longer trips.

If I had been willing to pay $250 or $300 a month, my choices would have been wider, but I’m happy, and plan to enjoy my Bolt for the rest of the year. But in January, there’ll be a new little car in its spot on the driveway.

More to follow.

 

Bolt EV Mysteriously Loses Half its Range

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Still looks like new.

By Steve Schaefer

Since I got my Chevrolet Bolt EV on January 8, 2017, I’ve been a big fan. It’s been totally reliable, delivering 200+ miles of range and handling all kinds of loads, all while being fun to drive. And, I love the way it looks, including the Kinetic Blue paint on the outside and the white-and-gray interior. I appreciate the regeneration setting that enables one-pedal driving. I enjoy not visiting gas stations. I’ve spent time and energy promoting the car on my business cards and in many posts to this blog.

But over the last few months, my Bolt let me down. Nothing broke and it drove fine, but when I charged it, it said it was full at about 100 miles.

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It all started after I took my car in for its first service. Unlike gasoline-powered cars, EVs, need very little attention, so my car had never been back to the dealership in more than two years. The only required service was a tire rotation. However, I accepted a new job that would move me away from the Chevy dealer in Redwood City, CA where I leased the car, so I decided to take it in for a checkup while I had the chance.

There was nothing to fix, of course, and they performed the tire rotation for free. I let them replace the cabin air filter (they did charge me for that),  They also ran a couple of hybrid battery system updates. Notably, they fixed one tiny annoyance—my bird’s eye camera had always shown the left side at an angle—and I appreciated the effort they made, including ordering a new part.

I then started my new job in late February, which cut my daily driving from 36 miles to about 4. I also tested some new EVs from the fleet, so the Bolt sat a bit. When I started driving it regularly again, I discovered that when I charged up the battery, it topped out at around 100 miles, instead of the normal 200+ it had been doing since I brought it home the first time. After a couple of instances of this, I decided to take it back to the dealer to get it looked at.

They reported there was nothing wrong, and said they had reset something and told me that if I didn’t use my heater it would improve the range. This struck me, frankly, as silly. I had ALWAYS used the climate system, summer and winter, for more than two years, and had never seen 100 miles of total range. Running the climate system reduces the range by only about 8 miles. I drove the car some more, gamely trying to go without the climate system just to test it, but the battery still topped out at 100 miles.

I contacted the media people at GM/Chevrolet with my plight and decided to try the dealership nearest to my home–F.H. Dailey in San Leandro, CA–to see if they could up with something. The short answer—nope. Same recommendation—and don’t use the heat. The suggested that I run it through a couple of charging cycles to reset the range.

But the story doesn’t end there. The next day—about 24 hours after I picked up my car—I got a call from the dealership. After consulting with GM’s tech experts, they decided that it was probably a bad cell in the battery, and asked me to bring my car in again to do more tests.

So, the following Monday, I drove my car to F.H Dailey, arriving around 7:35 a.m. I checked it in with the same person, Service Advisor Fatima Rios, and then waited around a half hour for a shuttle ride home. This time, with GM’s tech people in the loop, they came up with a different diagnosis: Replace the battery! So, they ordered it—and I felt vindicated.

The dealers’ service departments were missing something, and the first one telling me to put a band aid on it felt disrespectful. The second dealer’s conclusion, when I knew there was a real problem, meant I had to push back, and they listened.

Through this experience, I was reminded that a 100-mile range is actually enough for most people. I learned this from my three-month test of my cute little blue Fiat 500e, which had only 80 to 90 miles. The few times I’ve actually needed the range to visit my granddaughters has been handy, but mainly it means you don’t have to charge as often, and you don’t have to worry about range. There were only two times last year when I knew that the Bolt wouldn’t be able to handle a long trip, so I used another vehicle in one case and flew in the other.

So, last Thursday morning, I drove my Bolt EV down to the dealership to receive its new battery. It turned out it had to spend an extra few days away from home—the battery was delayed and didn’t arrive until Friday. On Friday they did most of the work, and today, I got a call from Fatima  in mid afternoon saying that the surgery was a success, it was all charged up, and that I could pick it up.

I drove the white Chevrolet Cruze they rented me (at no charge) down to the dealership. I was greeted by Fatima, who by now was my friend. She, and F. H. Dailey in general, took good care of me, and I now recommend visiting them if you’re shopping for a new Chevy. They have dozens of Bolt EVs in a rainbow of colors there lined up and waiting for your test drive.

Battery replacement isn’t cheap, but as a warranty repair, it didn’t cost me a dime. Neither did the rental car.

I got into my Bolt, adjusted the seat that they had moved, and pushed the start button. And there it was—260 miles of range. My car was restored.

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Two Years with My Chevrolet Bolt EV!

by Steve Schaefer

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Today marks two years of my life spent with my Bolt EV. It’s been a great ride, so far since that rainy January 8, 2017 when I took delivery (below).

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At this juncture, the three things that stand out for me are:

  1. It’s done exactly what I wanted, with virtually no problems
  2. Time has flown
  3. I really do love my car

As a longtime automotive writer (27 years), I approached Bolt ownership as a very long-term test. I remembered my wonderful three-month test of a Fiat 500e in the first quarter of 2016, and assumed that I’d take an analytical approach once my new car arrived.

What I’ve found is that unlike the standard week-long evaluation, living with a car for years makes it really “yours.” I now have to deal with dust on the dashboard, used kleenexes in the cupholder, and the light gray and white leather seats need cleaning. But as an EV, the car has needed exactly zero maintenance. I’m planning to take it in soon for belated tire rotation and a general inspection.

The main reason to have an electric car of my own was to truly experience life with one. I assumed that if I was going to prescribe switching to EVs to my readers, I had better “walk the walk” and not just “talk the talk.” It’s easy to have a car for a week and give it a glowing report. But this was meant to be a long-term relationship.

I leased my Kinetic Blue Bolt for three years at 10K miles a year, assuming that there’d be better choices down the line and also that that number of miles made sense with my periodic testing. As it turns out, I hit 20,000 miles on December 27 on my way home from work. Perfect.

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I’ve tested 34 hybrid, plug-in hybrid, electric, and fuel-cell vehicles since my Bolt arrived. I always use my car as a comparison vehicle. Is it as easy to drive? How are the seats? How much range is available? How does the regenerative braking work? Especially these last two questions are crucial for electric vehicles.

Regarding range, my Bolt’s EPA 238 miles of range eliminates most of the problems that early LEAF drivers experienced, with around 80 miles available. I only experienced a couple of times where I couldn’t use my car and instead opted for an alternative. In one case, I had to attend a chamber music workshop last summer that was 300 miles away, with few charging stations of any kind on the way. I opted for a gasoline-powered test car.

Recently, I drove my car for a few days without a recharge and I found myself with 50 miles range. Based on that, I chose to go to a nearer destination than I originally intended because I wasn’t sure I’d be able to charge up where I was headed and make it home. Oddly, it was at a shopping center that had NO charging stations. Seemed odd, since they are often located there. Easy access to charging is still an issue for EV drivers, although it is improving, and many more stations are coming. I normally can do fine charging at work or at home.

Regenerative braking is the way that hybrids like the Toyota Prius get all of their power, since they have no plugs. For EVs, it’s a way to extend range, and also enables one-pedal driving. When I put my Bolt into “L” mode (instead of “D”) using the shift lever, I can press down on the accelerator to move forward and release it to slow down. With the Bolt, you can literally come to a complete stop in this mode. I’ve honed my skills to where I can see a red light ahead and ease off on the pedal and arrive right at the line without touching the brake pedal. You can imagine how long my brake pads should last!

Some cars have adjustable amounts of regeneration, and some release the regen at a few miles per hour, necessitating the brake. But my Bolt lets me stop on a dime.

One requirement for getting an EV was I had to be able to travel the 85 miles to my granddaughters and back without having to charge. With 238 miles, this is no sweat, but I’ve noticed that in colder winter weather, my car’s range goes down a bit. It’s now closer to 200, and that means it’s a little dicier. On Christmas day, I arrived at my family destination with about a half battery of charge left. Just to be safe, I plugged into my son’s household current (level 1 – 120 volts) and partially refilled the battery overnight.

During the two years, most of my charging has happened at work, at the row of ChargePoint chargers. It takes a couple to several hours to fill the battery, depending on how much it’s depleted. I sometimes just skip charging, since there’s plenty there, but it’s nice to keep it topped up. Starting in April, I’ll charge at home using my new solar panels.

I’ve gotten the official 238 miles of charge that the EPA gives the Bolt, but in colder temperatures, and if I’ve driven on the freeway a lot, it averages more like 200 or so, which is normally plenty. Right now, it’s saying about 185 or 190 when it’s “full,” so I’m going to have my dealer check it when they look over the car at it’s “two year inspection.” Of course, there will be no oil change or radiator flush (there aren’t any). They’ll rotate the tires, which is an overdue service (at no charge).

The Bolt has cost me zero dollars and time in maintenance. The electricity I’ve bought at work costs less than half the price of gasoline. I’ve also saved half off my bridge tolls by getting my stickers to drive in the carpool lane alone ($22/year). Just before the new year, I stuck new red ones over the original white ones, so I can continue saving time and money. The stickers last until January 1, 2022.

With my own EV, I’ve participated in a bunch of electric car events, including a couple I hosted at my office for National Drive Electric Week. These events give prospective owners a chance to sample EVs without salespeople or pressure. We usually let the people ride in and sometimes, even drive our cars so they can understand how great EVs are. I’ll be doing more company things this year, looking toward the first annual Drive Electric Earth Day events.

Some people tell me that they’re waiting for an EV that looks like a “regular car” before they’ll consider one. I agree that the Bolt is proportioned like the Nissan LEAF hatchback–the pioneer–and the odd-looking BMW i-3. As for me, I really like the way the Bolt looks, and my affection for it has grown over the years. When I see another one drive by, I holler, “Bolty!”

But manufacturers have a whole fleet of new EVs coming in the next few years that will make choosing an EV easy. The Hyundai Kona small crossover EV should be on sale now. I’ve driven the gas version and seen the EV at the auto show, and it’s the kind of small, usable car I like. It’s compact, but unlike the Bolt, it’s a crossover, not a tall hatchback (a fine but important distinction) and with an EPA-rated 258 miles of range and a lower price than the Bolt, it should make a big impact.

The Tesla Model 3 has been the big EV star in 2018, selling a whopping 145,846 cars, which dwarfs EV sales by the other companies and is a big number for almost any  model. Maybe it’s the Tesla magic, or the fact that it looks like an attractive sedan. It’s more expensive than a Bolt, but that doesn’t seem to have prevented it from proliferating.

My car’s hatchback configuration has proven to be exactly what I need to carry my musical gear. An upright bass slides right in. I even found a way to carry the big bass plus two bass guitars, an amplifier, and my cords, cables, stands, etc. When not hauling gear, there is plenty of room for two adults in the back (and room for a kid in the middle, if necessary).

The low window line up front gives the Bolt a spacious feel, as does my car’s light gray and white interior. I chose the brighter dash, seats, and doors when I placed my order without knowing exactly what it would look like. The car I saw at the auto show that year had the black and dark gray interior, which I believe is the standard one. The only downside is the tendency of the light gray upper dash panel to reflect in the windshield, but with polarized sunglasses, it’s never a worry.

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Electric cars have great torque, and my little car can really take off when I step on it. I rarely push it, as it’s a waste of battery charge, but accelerating up an on ramp is fun. The 6.3-second zero-to-60 time is equivalent to a sporty Volkswagen GTI. With 900+ pounds of battery below the floor, the Bolt boasts a low center of gravity, which means stability in curves.

I now have a year to enjoy the Bolt before it’s time to turn it in. What should I do? I know there are lots of new cars on the way from VW, Mercedes-Benz, Audi, BMW, Volvo, and others. The Hyundai Kona and Kia Niro crossovers are compelling (and affordable), as is the third-generation Kia Soul (if you like boxes). GM may have another all-electric available in a year–the concept images look impressive. The MINI EV is due by year’s end, too. Further upscale, the all-new Mercedes EQC–the first of the brand’s new EQ lineup of electrics–was introduced today at the Consumer Electronics Show (CES) in Las Vegas.

Should I see what kind of a deal I can get to just buy the Bolt? I have time to think about it.

I never expected to drive a Chevrolet, frankly. Although my family had Chevys when I was growing up, including a few Corvairs, I always owned old VWs and new Hondas and Toyotas. Domestic vehicles didn’t have high quality years ago, although I did try the first year Saturn. The good news is, today the domestic brands have quality parity with the leaders. Other than a couple of minor electric glitches (that didn’t affect driving) and one loose plastic clip in the rear cargo area, the Bolt has been rock solid.

Yes, the interior isn’t luxurious, but I still appreciate it’s flowing design every day. The 10.2-inch center screen is great to work with. Apple CarPlay is sublime, as is the Bose sound in my upgraded audio system. The seats, which some buyers complained about, work fine for me.

I’ll continue to write about my Bolt this year, and as 2019 winds down, I’ll share my thoughts about the future with you. Please continue to check here for stories about going green. You can read all of my EV stories at www.cleanfleetreport.com.

 

 

My Chevrolet Bolt EV at a Year and a Half

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Today marks the exact halfway point of my three-year lease on my 2017 Chevrolet Bolt EV, and the report is positive. I’ve accumulated 13,920 miles and have seen consistent range of 200-plus miles through the whole 18 months. Most of the time it’s between 220 to 230 miles, even with the heat/AC turned on. Other than a couple of minor glitches in the entertainment system, which haven’t reappeared appeared lately, the car has been trouble- and service-free. It has never gone back to the dealer, although I’m supposed to get the tires rotated.

What’s also been completely consistent is the silent, smooth trips I’ve taken, and the ability of the car to accommodate whatever I want to carry. That means an upright bass, two bass guitars, an amplifier, and multiple stands and cords for gigs with Fault Line Blues Band. I do not frequent places like the Home Depot or Costco, but if I did I’m sure I’d have no problem carting home loads of whatever I bought.

I did run into a situation a couple of weeks ago where the Bolt’s 238 miles of range was insufficient. I needed to drive 300 miles (each way) to Arcata, California to attend the Humboldt Chamber Music Workshop at Humboldt State University. For a story on my happy week there, please see this story on Medium.

In any case, I surveyed the route online and found nothing much available for charging, so I borrowed a vehicle from the press fleet and pressed on. It was the gas-powered Ford EcoSport, a small crossover that occupies the bottom slot of Ford’s six-vehicle SUV menu. It did the job fine, but so would my Bolt–if the charging infrastructure was more developed. Here’s the EcoSport story

What I recommend for anyone considering an EV is to think carefully about how often you need to take a trip of more than the range of your car. In my case it’s perhaps two, maybe three times a year. That means that I can still drive all-electrically nearly all the time and then just borrow or rent a hybrid or gas-powered vehicle for those rare times when it won’t do the job. It sure beats burning fuel all year long just so you can have one car that does everything.

If you can’t do this, then a plug-in hybrid is still a reasonable choice. Just look for the most electric range you can get. The Bolt’s sibling, the Volt, does a fine job of enabling local driving with its 53-mile EPA battery range and carries an engine that kicks on when it’s needed to change the battery. That way, you’re free to go anywhere. The downside is that you still have an engine, radiator, oil, etc. to deal with like in an ordinary internal combustion engine (ICE) car. But driven mostly within the battery range, it’s essentially an electric car.

In summing up, as I’ve stated before, the Bolt EV has filled my needs so perfectly and pleasantly that it has become “my car,” rather than an object of journalistic attention. I keep a notepad in the car but only use it to write down interesting music I hear on my SiriusXM channels and custom license plates I see that I think might amuse my wife. This is good news, because other than the range limitations mentioned above, and availability of a place to plug in at home or work, there’s no reason why you can’t live happily with an EV.

Note: You may wonder why I haven’t posted a story here since April 16th. Other than my Bolt being completely familiar (nothing new to report) I have written seven stories on other vehicles and published them in the San Leandro Times, Tri-City Voice, and Clean Fleet Report. Please visit these sites if you want to read me regularly (All the EVs, hybrids, and alternative fuel cars end up on Clean Fleet Report).

More soon.

 

One Great Year with My Bolt EV

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On a rainy Sunday, January 8, 2017, I went to my Chevrolet dealer to pick up the Kinetic Blue Chevrolet Bolt EV I’d ordered on October 11, 2016. One year later, with 9,952 miles on the clock, the car has turned out to be everything I’d hoped for.

It’s been a great commuter, and I got to drive it to see my granddaughters 85 miles away without having to stop to charge. It hauls all my musical gear with ease. It has been completely reliable. And, it’s fun to drive, too.

Read a complete rundown on my Bolt EV’s first birthday on Clean Fleet Report.

 

EVs, Hybrids and Green Events of 2017

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For 2017, I decided to focus my attention on hybrid and plug-in vehicles. Over the 12 months, I tested 35 cars, of which more than half – 20 – were either full EVs, plug-in hybrids PHEVs), or hybrids. About half of the cars were hybrids, and a quarter were EVs or PHEVS. This was a big change, as for the last 25 years, I’ve driven a car a week (52 a year).

My EV focus was enhanced when I began submitting content to www.cleanfleetreport.com in addition to my newspapers in 2016. I also rejuvenated this blog, which I had originally filled with impressions of the Fiat 500e that I borrowed for the first quarter of 2016.

The centerpiece of this new EV emphasis was my 2017 Chevrolet Bolt, which I leased on January 8 and have put nearly 10,000 miles on over the year, much of it during those weeks when I wasn’t driving a test vehicle.

I also ventured into covering events, including National Drive Electric Week, during which I hosted an event at my office and I attended two other ones. At the Cupertino NDEW event, I met Greg Bell, who introduced me to Acterra, an organization that promotes EV use and other environmental efforts. I attended two Acterra events where important speakers delivered valuable content, which I captured in two articles that appeared both in my blog and in Clean Fleet Report—and on Acterra’s website as well. At the end of the year, I sampled Gig Car Share, a ridesharing service that uses Ridecell software.

While reading An Inconvenient Sequel: Truth to Power, Al Gore’s second book (and movie), I saw a story about a man who changed careers in order to work in the green industry—and learned he was local. I later met with Wei-Tai Kwok over lunch and toured his company, Amber Kinetics, which manufactures energy storage devices.

I plan to continue my green vehicle and industry focus in 2018, with additional expansion into anything that contributes to a greener future—interviews, research, and more vehicle drives, of course.

Here’s an alphabetical list of the EV and hybrid vehicles I tested in 2018, with brief summaries. 

Note: These stories, except for a couple that aren’t written yet, are available on Clean Fleet Report.

Acura MDX Hybrid – A big cruiser, this car has significantly improved fuel economy, an incremental improvement over the regular gasoline model.

BMW i3  – Still odd looking (it grows on you), this car is a pure EV, but can be had with a small “range extender” gas engine. My tester had the extender, but I never used it. The ’17  upped the estimated range from 72 to 114 – a much more useful proposition.

Chevrolet Bolt EV – The Bolt is the first “affordable” pure EV with a truly usable 238-mile EPA range. I love mine, and have achieved more than 200 miles of range with no problems, other than an occasional glitch to the entertainment system (which recovered automatically). Motor Trend’s Car of the Year, among other honors.

Ford C-Max Hybrid – This European design is a comfortable and usable car, but lost some favor when its initial fuel economy numbers turned out to be overly optimistic. Its EPA numbers are 42 mpg overall, about double what the gasoline version of its sister vehicle—the Fusion—gets. The Energi model, which I didn’t test, has a plug and a larger battery for local all-electric motoring.

Ford Fusion Hybrid and Energi – This handsome sedan uses the same drivetrain as the C-Max, and offers both hybrid and Energi (plug-in) versions. I tested both. The hybrid averaged 41 mpg while the Energi got 101.4 MPGe, using nearly no gasoline at all.

Honda Clarity PHEV – This plug-in hybrid sedan is a brand-new effort from Honda. Initial impressions (I’ve had it two days) are it’s handsome on the inside, despite plastic wood trim, but a little weird on the outside. I got 43 miles of range with the initial charge, which was enough for a Saturday’s worth of errands. The Clarity also comes as a hydrogen fuel cell version (I drove it briefly at an event), and a full EV version with a disappointingly small 89-mile range. I plan to test these other two Claritys in 2018.

Hyundai Ioniq – I drove the full EV and the Hybrid versions of this all-new car. If you want a Prius or a Leaf but hate the wacky styling, this is your car. The EV has a stellar EPA rating of 136 MPGe combined. A plug-in hybrid is due in 2018.

Kia Optima PHEV – This handsome large/midsize sedan has a 27-mile EV range, so I used no gasoline all week to commute. Only when I ranged further did I dip into the tank, so I averaged 99.9 mpg during my test week.

Kia Niro – This attractive and right-sized crossover makes sense as a hybrid, and is now coming out as a plug-in hybrid. I drove the entry-level FE and top-of-the-line Touring. I got 43.8 mpg in the Touring and 48.2 mpg in the FE. There was about a $7,000 difference between them. A pure EV version would be a game-changer.

Lexus ES 300h – This traditional sedan adds a bit of luxury to the hybrid package. I earned 33.1 mpg during my test week, a bit below the EPA estimates. My option-packed tester listed at more than $48,000.

Toyota Camry Hybrid – I drove both the 2017 version and the all-new 2018 model. The ’17 scored a disappointing 28.9 mpg, but the ’18 hit 37.9 mpg, and is all-new, inside and out.

Toyota Highlander Hybrid – Toyota put its hybrid platform under a family-size crossover, and added some efficiency to it. I averaged 25.0 mpg; the gasoline model I tested a few years ago hit 20.6, so that’s a nice improvement.

Toyota Mirai Hydrogen Fuel Cell – Odd looking, but drives like a nice big sedan, although it’s not as big inside as it looks. Essentially an all-electric car you never plug in, you do need to fuel it, and hydrogen fuel is pricey and hard to find! But, if you lease one now, Toyota picks up your fuel tab for the three-year term (up to $15,000).

Toyota Prius Prime – This is the plug-in version of the latest Prius, and it slightly tempers the radical styling front and rear. Its 25-mile range is useful for all-electric commuting, while its hybrid personality lets you drive wherever you want to with no problems. I averaged 70.5 MPGe during my test week.

Toyota RAV4 Hybrid – As a compact crossover SUV, the RAV4 is positioned at the center of the car market now. As a hybrid, it has 28 percent better fuel economy numbers than its gasoline version.

VW e-Golf – The Golf is a wonderful driving car, but the original e-Golf’s range was a paltry 83 miles. The new one, with minor styling enhancements and larger battery, is boosted to 125 miles, which is much more usable.

These are the events, interviews, and services I covered in 2017.

Western Automotive Journalists Media Days – This writers group, which I co-founded in the early 1990s, has a wonderful annual event that combines on-road driving, a day at Mazda Raceway Laguna Seca, and a festive banquet. Auto scribes and manufacturer representatives connect and renew their assocations. I tested a number of EVs at this event and as always, had lots of fun.

Brett Hinds (Ford) interview and Third Industrial Revolution screening – Ford Motor Company sponsored a screening of Third Industrial Revolution, a film based on the book by Jeremy Rifkin. The film features Rifkin himself making the important points of this visionary tome to a young audience. Hinds is the Chief Engineer for Electrified Power Systems, and in our 1-on-1 interview he described what Ford has planned for the future.

National Drive Electric Week – This annual event’s purpose is to expose more people to the virtues of electric motoring by having owners show off their cars. As a Bolt driver, I hosted one at my company during the week, and attended two Saturday events, where I participated and networked like crazy. Sponsored by Plug In America, the Sierra Club, the Electric Auto Association, and the Nissan Leaf.

Silicon Valley Reinvents the Wheel – This annual event, cosponsored by the Western Automotive Journalists and the Autotech Council, is jam packed with speakers, booths, cars, and a lot of excitement. It’s a great place to network and learn what’s coming.

Opening of New Hydrogen Station in San Ramon – Hydrogen fuel cells in electric vehicles are an exciting but complicated technology. A big issue is infrastructure, so the opening of station #29 (of a planned 100) is a step forward. I used this station later when I tested the Toyota Mirai.

Steve Westly Acterra event – The former California Controller had a lot of positive things to say about the growth of sustainable power generation and the rise of EVs.

Carl Pope Acterra event – On his book tour for Climate of Hope, which he co-wrote with Michael Bloomberg, Pope spoke of the many challenges and successes of the move to a sustainable energy future.

Gig Car Share test – I heard about Gig Car Share while researching Ridecell, and sampled a vehicle while I was out getting a haircut. If you only need a car occasionally, it’s ideal. Just download the app and you’re on your way. And the cars have bike racks!

Bolt EV Ride to Coastal Marin County

Taking a drive on a Sunday afternoon has been a favorite pastime for generations. It’s extra special, though, in a Bolt EV, particularly along the beautiful roads of California’s Marin County.

Yesterday, my wife and I jumped into my nearly-fully-charged Bolt (233 miles, with the A/C on), and headed north and west. Of course, the first part of the trip was pure freeway, so we listened to Sirius XM on the Bose stereo and cruised along. Once we got over the Richmond/San Rafael Bridge and onto Sir Francis Drake Blvd., we turned off the tunes and began winding our way along the scenic back roads.

There’s a section that flows through the redwoods, and that’s an especially memorable experience in a pure EV, where there’s no engine noise or vibration to distract you.

We stopped at Point Reyes Station, where we ate lunch in a favorite spot, the Station House Cafe, and then browsed the Point Reyes Bookstore and art galleries, where we bought new treasures–and even ran into an old friend. Behind the stores are open spaces like this.

Pt Reyes Station

When we decided to continue to Bodega Bay, we asked Siri to take us there. He (my wife’s Siri is a British man) told us it would take two hours (we didn’t believe him) and directed us an unfamiliar way. Lucky for us, we kept going, because we ended up along the narrow little peninsula between Tomales Bay and the Pacific, in a place we had never been before.

Tomales Bay peninsula

After cruising silently for several miles along some rather bumpy roads, past some huge bulls (each alone) and some groups of cows, we passed the dairy itself, and finally, pulled up at McClure’s Ranch, which consisted of a few work buildings, a house, and a path to McClure’s Beach.

IMG_9597.JPG

We drove down to the beach parking lot to use the advertised facilities and looked at a trail heading down towards the ocean. When folks coming up the McClure’s Beach Trail seemed unwinded–and not big-time hikers–we decided to walk down there ourselves.

We were rewarded with splendid views and the incredible quiet of total escape from modern toys–other than the phones we pulled out to photograph our surroundings.

Here’s a shot from the trail on the walk down.

McClure's hike

And after a fairly short, but mostly downhill climb, we arrived at the beach itself, overcast but not cold.

McClure's Beach

On the beach, we found this amazing giant piece of driftwood.

Elk - McClure - Woodgrain

On the way up, we saw a herd of tule elks, for whom that area is a protected refuge. We even heard the bellowing voice of the male, with his huge set of antlers. A couple of miles along the trip home, we came upon the herd, where my wife shot this photo, right from the car window.

Elk 8-20-18

What a great trip in my Bolt EV. After the drive back, I still had almost 100 miles left, too. This trip wouldn’t have been possible in an old low-range EV, and it surely wouldn’t have happened if we’d taken the short way instead of letting Siri give us the directions.

Some photos above by Joy Schaefer, the rest by the blogger.