Kia Niro Plug-in Hybrid–One of 3 Gas-Saving Flavors

Posted on September 2, 2020 by stevegoesgreen

By Steve Schaefer

Kia has been good about offering “Neopolitan” choices for a few of its models. In ice cream, Neopolitan means strawberry, vanilla, and chocolate. With a Kia Niro, it means Hybrid, Plug-in Hybrid, and pure EV. If the flavors are laid out that way, it would be the “vanilla” selection—the PHEV—that visited my driveway recently.

I have sampled the other flavors of Niro. The hybrid, like all other hybrids, is a way to drive further on less gas, thanks to an electric motor that automatically regenerates power from regenerative braking and stores it in a small battery. There’s no effort required on the driver’s part. With the all-electric model, the Niro challenges other EVs with a high level of equipment and a terrific 239-mile range in a crowd-pleasing SUV shape.

As a PHEV, the Niro offers significantly more electric range than the hybrid, but is still lugging around a gas tank, engine, radiator, etc., which you’ll need for when you want to drive more than 26 miles without a charge. However, you can drive anywhere you want to, anytime.

As they say in the software business, it depends on your “use case.” If you travel long distances a lot, a hybrid is a no-brainer. The plug-in hybrid is great if you occasionally want to drive hundreds of miles unimpeded by a charging stop, but you get nearly full-electric motoring for your short trips around town. The EV is the most environmentally friendly, and you can go over 200 miles before needing an electron fill-up, but charging still takes time.

The beauty is, all three version look and drive about the same. The EV is missing the 1.6-liter, 139-horsepower engine, and its 64-kWh battery is much larger and heavier than the one in the PHEV. The PHEV, like my Horizon Blue tester, has a much smaller 8.9 kWh lithium-ion polymer battery for its more modest range, so it’s in the middle somewhere.

You can spec the PHEV at the LXS, EX, or EX Premium level. My tester was the EX Premium, so it came with some extras that even the regular EX didn’t get. These include a 10.25-inch dash screen instead of the standard 8-inch, a power tilt/slide sunroof, a Harman Kardon 8-speaker upgraded audio system, heated artificial leather seats (new this year), LED interior cabin and cargo lighting, deluxe scuff plates, and more.

The driving experience for the Niro is pleasant, as it cruises silently around town on electricity. The engine comes in when you run out of juice, but during my COVID-19-reduced driving regimen, I rarely heard it. What I did hear, though, was a strange artificial swishing sound below around 20 miles per hour. This is provided to alert oblivious pedestrians, who can’t hear the electric motor in parking lots.

The design of the Niro owes something to the hand and the vision of former Audi stylist Peter Schreyer. He has been at Hyundai/Kia for a while now, so the satisfying balance and distinctive look is now part of all Kia products. For 2020, the instrument panel gets an update, but without a ’19 next to it I can’t say what’s different.

Inside, the controls are typical Kia—easy to use and understand. The oversize screen in my tester featured large displays and setting up Apple CarPlay was a snap. The leather-wrapped wheel feels nice, the seats are comfortable, and it’s all carefully planned to make driving nearly effortless.

The exterior receives midcycle grille and fascia upgrades up front and some upgrades to the tail, too, but nothing too different. This is a nice-looking, if not eye-popping vehicle, so there was no reason to mess with that.

Environmentally speaking, the car gets fuel economy numbers of 48 City, 44 Highway, 46 Combined mpg as a hybrid. As a plug-in, it’s rated 105 MPGe (miles per gallon equivalent) if you charge it up. A full charge from zero on Level 2 240-volt current takes about two hours and 15 minutes.

The EPA green scores are 7 for Smog and a perfect 10 for Fuel Economy/Greenhouse Gas. The Niro PHEV emits just 90 grams of CO₂ per mile, which isn’t very much considering some gasoline vehicles I’ve tested spew out well over 300. The more you use the battery the lower that actual number will be, of course.

Prices, including shipping, start at $30,610 for the LXS and range up through the EX at $34,350 and EX Premium at $37,510. My tester came to $37,790 with additional cargo mats and net.

Unlike some Hyundais and Kias, which are built in the U.S., this one is assembled in Hwasung, Korea. These days that doesn’t really mean much, but now you know.

As a reasonably roomy, high-utility crossover, any Kia Niro is a perfect choice for many people. You pick the battery size for what suits you.

BMW X3 xDrive30e – Luxury SUV with Some EV Cred

Posted on August 22, 2020 by stevegoesgreen

By Steve Schaefer

BMW’s midsize plug-in hybrid SUV lives in the trendy part of the marketplace. In the BMW stable, the X3 is “right-sized,” with the smaller X1 as the entry point and the larger and more expensive X5 and X7 above it.

You can get the X3 xDrive30i, with a gasoline-only powertrain, but opting for the xDrive30e means your vehicle combines a 2.0-liter turbo-charged four-cylinder gasoline engine with an integrated electric motor and a 12-kWh battery. Officially, you can plug in your car and then drive about 18 miles on electricity alone, making a big impact on local trips.

Getting more specific, the X3’s 2.0-liter four-cylinder engine and electric motor together generate 288 total horsepower and 310 pounds-feet of torque, good for an under-six-second time to push the 4,586-pound SUV from zero to 60. So, although it’s taller than a 3-Series sedan, it still gives you the performance you seek from a vehicle that wears the blue-and-white BMW roundel.

My tester came in a typical BMW gray shade called “Dark Graphite Metallic.” Numerous other colors are available, including the Phytonic Blue Metallic I’d likely choose. The twin kidney grille sits prominently up front, and the styling is typical of today’s BMWs.

You can get the gasoline-only X3 with rear-wheel-drive or all-wheel-drive, but plugins are all-wheel-drive only. This isn’t so much for climbing rocks as providing extra traction in inclement weather and heightened security on the dirt road to your summer cabin.

You’ll know you’re entering a BMW the moment you open the door. The traditional two-tone theme prevails, the nickel-finish metallic trim gleams softly, the Cognac Vernasca leather smells great, and the Fineline Cove Matte Finish wood trim is bumpy and fake-looking. In my tester, the black headliner helped create a cozy feeling while the fat leather wheel was great to grip. BMWs have to look and feel like BMWs or what’s the point?

There’s little downside to adding the electric powertrain, although the base price for the plug-in is $4,600 higher and you lose 1.5 cubic feet of cargo space, since the battery protrudes a little from the cargo hold where it lives. The cargo reduction shouldn’t be a deal breaker, but it’s something to be aware of.

A little cargo space is taken up by the battery.

The seventh generation of iDrive delivers a 12.3-inch high-res screen that you can interface with using voice, touch, and haptic controls. There’s all the tech you could want, with some of that complex German engineering that means you have to figure out things rather than just learning them intuitively.

As a luxury brand, BMW follows the “but wait, there’s more” approach to options. My $48,550 test vehicle topped out at $65,020 when all was said and done. Large pieces of this included the M Sport design upgrade ($5,000) and 15-item Executive Package ($4,500), and there was plenty more. Check out the website for details. An upgrade to double-spoke bi-color 20-inch wheels added another $950. I certainly enjoyed the audio upgrade to the Harman Kardon surround sound system ($875).

The whole purpose of having a plug-in hybrid is to increase efficiency, so how do the numbers stack up? The xDrive30e earns 60 MPGe combined city/highway when using gasoline and electricity. If you don’t charge up, the combined number is 24 mpg. If you opt for the all-wheel-drive version of the gas-only xDrive30i, it’s 24 City, 29 Highway, and 26 Combined. The EPA Green scores are 7 for Smog and 9 for Greenhouse Gas for the plugin and 7/5 respectively for the standard gas model. The plugin earns the EPA’s SmartWay designation, while putting out 204 grams of CO₂ per mile versus 345 grams for the gas model. That’s not insignificant.

The point being, make sure to plug in the car to get maximum benefits. With the small battery, you should be able to use regular household current in your garage to fill it up overnight—you don’t need to install a more expensive (but faster) 240-volt Level 2 charger.

Cars are meant to be driven, and I hate to say it, but during a pandemic, not a lot of driving gets done. I put few miles on this car but tried to make most of them electric. The motor is responsive, smooth, and silent, as expected. The driving experience is not especially sporty, but the BMW ambiance makes it seem so. If you like BMWs and want a crossover, this is a good option. Competition is fierce in this market segment, and plug-in hybrids are likely to be popular in the 2020s until full EVs take over. This car can give you unlimited travel options with zero range anxiety, however, it is only incrementally helping to solve our climate crisis. It is a good way to learn about plugging in and visiting the gas station less.

PHEV or not PHEV – That Is the Question

Posted on June 30, 2020 by stevegoesgreen

Why I’m resuming testing cars that are not pure EVs.

By Steve Schaefer

On April 25th of this year, with COVID-19 causing massive lockdowns and cars sitting parked, the skies around the world cleared up! This happy and unexpected news inspired me to declare to the world, in this blog, the following:

I have decided, after 28 years of automotive testing and writing, that I will now test and review only pure, all-electric vehicles. It completes the move away from testing gasoline-only cars that I made after my Climate Reality Leadership Training in August of 2018.

This bold, emotionally fueled statement meant I was giving up on hybrids, including the plug-in ones with chargeable batteries.

Well, since then, I have tested a single car—the delightful if range-impaired Mini Cooper SE. I’ve also had time to think about what is likely to happen in the 2020s. The fact is, regardless of how much I love EVs, barring some miracle yet to happen, they are not going to constitute 100 percent of new car sales anytime soon, except perhaps in Norway. In my home country, the United States of America, there will still be some people who choose not to drive electric, and there presumably will be some manufacturers willing to indulge them if profits can be made.

We don’t need a 100% electric fleet by 2030, as wonderful (and clean and quiet) as that sounds. We need a 50% electric fleet, with an eventual movement to 100% electric new vehicles, with the older ones eventually dwindling away as they are retired or massively disappearing if a program can be devised to do that.

Based on this line of reasoning, there is no reason why some people can’t opt for plug-in hybrid electric vehicles (PHEVs) now instead of BEVs if they need them. And why would they need them? Perhaps they don’t have their own roof for solar and worry about access to public charging. Perhaps they need to drive long distances periodically, which in 2020 only a gas vehicle can do without stops that last under 10 minutes.

Although PHEVs are still saddled with not only a motor but a gasoline engine, fuel tank, radiator, and all that, because they have a chargeable battery, if driven locally within their much shorter range, they can serve nicely as EVs most of the time, only sipping fuel when needed. And that is MUCH better than a gasoline burner, or even a regular hybrid, which switches from gas to battery and back again and can’t be charged. Even a regular hybrid delivers twice the fuel economy of an internal combustion engine (ICE) car, which essentially takes half a car off the road. A PHEV can remove 90%, once again, depending on use.

Do I want to promote PHEVs, then? I’d rather entice someone to buy a BEV, because they are so silent and clean and wonderful, but realistically, we can still have some PHEVs in the fleet in the ‘20s until electric/gas price parity is achieved, the charging network is built out, and the 400-mile battery is invented. Instead of “all-or-nothing” thinking, this means looking at the overall goal of cutting our CO₂ emissions in half by 2030 and finding a workable strategy for eventually making the fossil fuel industry history.

Yes, I would like to have a few more test cars, too, although I don’t need one every week. Many exciting electrified vehicles are arriving in the next couple of years that are plug-in hybrids, and it would be a shame for me to miss out on testing those cars. I need to be able to guide readers to the best transportation solution for them now, and in the future.

For a great example of the wonders of plug-in hybrids, see this story on the Kia Niro PHEV by freelance auto writer Mike Hagerty. I’ll plan to serve up a few PHEV stories myself once I let my test fleets know my change of heart. Stay tuned.

Experiencing the All-New Gig Car Share Fleet

Posted on March 6, 2020 by stevegoesgreen

75 New Toyota Priuses Debut

By Steve Schaefer

Gig Car Share is adding 75 brand new Priuses to its Bay Area fleet, and I got to help out. On March 3rd, I drove a spanking new car from Concord into downtown Berkeley.

I drove my Fiat 500e EV to Buchanan Field, Concord’s local airport. In a large blue hangar, I found a cluster of cars, waiting to be dispatched.

I used my Gig app to select the car that Rebecca and Mike assigned to me.

Dressed in Gig’s black livery with the handy blue rack and side signage, the midsize Priusis a real step up from the subcompact Prius C the fleet has used so far. But Toyota doesn’t sell the C anymore, so it was the best choice.

This Prius, with 0 miles on the odometer, was sparkling clean inside, and I was very comfortable as I piloted the car along the street and onto the freeway. The screen shows you how efficiently you’re driving and whether the car is using electricity from the battery, gas, or both. There’s a prominent sticker on the passenger side of the dash that encourages drivers to keep the car clean. The FM radio sounded clear and strong, and I noticed an occasional beep that kept me in the lane, which will aid in preventing accidents.

I decided to cruise through downtown Berkeley and find a parking spot near the BART station. This will not only make it easy for me to retrace my steps but also put the car in a high demand location. I circled the block and found a nice spot on Oxford Street, right across from the UC Berkeley campus.

As I turned off the car, I saw that the first trip for this car was fuel efficient:

I stepped out and popped open the app. Then I locked the car and completed the rental.

The app and the car worked flawlessly, and I found out later that the car was rented by someone just 11 minutes after I parked it. I walked to BART, took a Lyft from the station to my car, and drove home.

Hyundai Ioniq Hybrid – High Fuel Economy Choice

Posted on February 9, 2020 by stevegoesgreen

By Steve Schaefer

2020_Hyundai_Ioniq

The Ioniq liftback is offered in three versions—all electrified, but to varying degrees. It’s either all-electric, a plug-in hybrid, or a hybrid.

I recently spent a week with the hybrid version. For 2020, in a midcycle freshening, all Ioniq models receive new mesh grilles (or in the case of the EV, a new pattern on the closed panel). It looks a bit more upscale and refined. As the hybrid and plug-in versions are direct competitors with the Toyota Prius, this only makes a stronger case for choosing the Hyundai if you’re cool to the Prius’ extreme styling.

Pure EVs are great when you have easy access to charging, but when you don’t, I recommend driving a hybrid.

Read my full story on the 2020 Hyundai Ioniq Hybrid at Clean Fleet Report.

Ford Explorer Hybrid–a Little Bit Greener

Posted on January 25, 2020 by stevegoesgreen

By Steve Schaefer

All-New Ford Explorer Hybrid

The legendary Ford Explorer is a vehicle that can be either celebrated or blamed for the rise of the SUV, depending on your point of view. The first generation appeared in 1990 as a 1991 model, popularizing the tall, truck-platform-based family hauler that is now ubiquitous on American roads. Although today’s “crossover” versions of the sport utility vehicle, including the Explorer, are based on unibody car platforms, they still sit tall, haul a lot of people and stuff, and sell in large numbers.

If you want to have all of the sport and utility of an SUV and still give a nod to its environmental impact, you can opt for the new, sixth-generation Ford Explorer in its Hybrid form. As part of the widest range of offerings in the model’s three-decade history, the Hybrid combines an electric motor with a traditional 3.3-liter V6, which increases fuel economy and provides the greatest range of any Explorer you can buy.

To read the whole story, please go to Clean Fleet Report.

Toyota Prius Hybrid Endures

Posted on December 21, 2019 by stevegoesgreen

By Steve Schaefer

2020_Prius_Limited_05-600x400

The 2020 Prius is out, and it’s, well, a lot like last year’s model. There is a new Limited version, though, that’s a bit more luxurious. Read my full story here.

The big story with the Prius, however, is its longevity and sales success. It dates from the late 1990s, and millions have found homes, replacing, we hope, regular gas burners.

The first generation Prius

And to drive even cleaner, you can opt for the plug-in Prius Prime. It goes up to 25 miles on battery-power alone–enough for many of the trips folks take every day.

I appreciate the proliferation of Toyota’s hybrids (they sell an array of models), but am hoping for an all-electric Toyota someday soon (besides the hydrogen fuel-cell Mirai). For now, a half-step in the right direction is still movement, especially in volume. And with the new Limited, driving a Prius is even more enjoyable.

National Drive Electric Week – Cupertino 2019

Posted on September 15, 2019 by stevegoesgreen

My Chevrolet Bolt EV

National Drive Electric Week is a nine-day celebration of the electric car. Now in its second decade, it grows annually, and spanning two weekends and the days between in the middle of September, offers EV enthusiasts a chance to meet and compare notes as well non-EV drivers a chance to look at, and sometimes even drive, the current crop of plug-ins outside of a dealership environment.

I attended the Cupertino, California event on Saturday, September 14–the first day of NDEW 2019. I brought my Chevrolet Bolt EV, which I’ve enjoyed–and showed–since I got it in January of 2017. With its three-year lease running out on 1/8/2020, it’s likely the last chance I’ll have to share it before switching to another EV next year.

The Cupertino event has a long history, and there is where you can still see some of what EVs used to be–labor-of-love science projects. I’ll talk about a few shortly.

EVs You Can Buy or Lease Now

Hyundai Kona Electric

With a bit smaller number of display cars than it was last time I attended, and a thin crowd, it was a little disappointing, but many of today’s pure EV options were there. I saw three Chevrolet Bolt EVs, including my own. A compelling new entry, the Hyundai Kona Electric (shown above), was there, sporting a white top over its jaunty blue-green.

The Kona, with a 258-mile range, is the next-best thing to a Tesla for range, and probably today’s best deal for range. This base model, at about $36,000, sat mere steps away from a 2019 Jaguar i-Pace, which starts about about twice that price. The Jaguar offers great style and luxury, and with 220 miles in the big battery and all-wheel-drive, has its own, different, buyer.

Nissan brought a new LEAF to show, and from its booth awarded prizes throughout the six-hour event. It was the one chance you had to ride in a car. Some NDEW events are more experience-oriented, but this one was more of a show and meet-up.

I saw a BMW i3 down at the far end, and a couple of Tesla Model 3s. Also nearby was a plug-in hybrid Ford Fusion, flanked by two Ford Focus electrics. These EVs, with just 76 miles of range, would make cheap used cars if you wanted a stealth EV.

At the other end was a Chrysler Pacifica plug-in hybrid. It’s actually a significant vehicle, since it’s the only PHEV minivan available in the U.S. Its 33 miles of electric range is plenty for local soccer practice shuttles and commuting. This one sported a little extra flair.

EVs are not just cars, of course. I saw some electric motorcycles and bicycles there, too, but as I stayed near my car much of the time, I didn’t spend time with them. I have ridden a few, and they are a fine option for some people under particular circumstances (good weather, short trip, no baggage, etc.). I did hear one motorcycle zoom past a few times with its electric whine. I’ve considered getting my motorcycle driver license just so I can test these in the future.

Here’s Roberta Lynn Power with her folding Blix electric bike from Sweden.

Historic EVs

EVs have been available in major manufacturers’ showrooms since 2010, when the 2011 Nissan Leaf and Chevrolet Volt came out. But before that, besides the conversion projects, there were few. One model that had two representatives there at the show was the Toyota RAV4. Built just around the turn of the century, it put Toyota ahead of the crowd. Too bad they didn’t keep building them, because the RAV4 is a very popular body style now. You can get a new one as a hybrid today.

A pair of cute little Corbin Sparrows sat together. Not much more than shrouded motorcycles, these little pods would make perfect little errand-runners or last-mile transit connection vehicles.

The tiny German 1993 City-EL weighs a mere 575 pounds and can shuttle one person for about 40 miles at up to 45 miles per hour. This one is nicknamed “Lemon Wedge.”

Pioneers, Projects and Conversions

As long as there have been cars there have been tinkerers–people (mostly, but not exclusively, men) who enjoy a tough project. While some folks like to make a classic Mustang faster and louder, others enjoy electrifying an old gasoline car. The man displaying the Jaguar i-Pace had converted a Mazda Miata before.

I spent some quality time with George Stuckert, a retired engineer who also serves as secretary of the San Jose chapter of the Electric Auto Association. This group, a major sponsor of NDEW, was founded way back in 1967. They used to host a Cupertino event that was all project cars. George is glad that you can buy a new EV at a dealership today, but his pride and joy at this event was his 1996 Volkswagen Golf, which he converted ten years ago. It looks like an old Golf, but has a clever pinstriped design with a plug along the side (that I somehow managed to forget to photograph). It’s filled with electronic tech.

George proudly displayed a large card with photos of the project, and showed me his notebooks of carefully documented steps and the book that got him started.

It was not a smooth process, and included a few spectacular explosions, but he showed the grit and determination that’s what I admire about people willing to get their hands dirty and triumph over failure to ultimate success. The fact that you can buy a used 2015 VW e-Golf that is superior in every way to George’s car is completely missing the point.

In the front corner of the exhibit were two fascinating displays that, along with George’s Golf, gave a look at what a Cupertino Electric Auto Association event was like before the NDEW and mass market EVs. Bob Schneeveis, a local legend, showed off his two-wheeled inventions, including a prototype steam-powered bike.

Yes–you read that right. Although it’s not quite in the “drive it around the lot” stage, it is a beautiful piece. His electric motorcycle featured a fascinating front fork that made the ride soft and smooth. As a novelty, he had a “chariot” with a horse up front with “legs” made from brushes that capably gave rides to lucky attendees.

I enjoyed an extended conversation with Jerrold Kormin, who brought two displays: his converted Honda Insight and his prototype solar panel trailer. The former, besides swapping its engine for a motor and batteries, had new fiberglass nose and radically changed tail (and just one rear wheel). These design changes, per Kormin, gave the car a 15 percent improvement in its coefficient of drag.

The car was being charged by Kormin’s fascinating portable solar generator. The inventor’s goal is to replace dirty, noisy Diesel generators. He is renting his prototypes out now. One appeal of replacing Diesel, Kormin told me, was that companies can avoid the major inconvenience of refueling Diesel generators, which adds complexity and expense. He claims customers can save $500 a month in fuel costs with a solar generator working just a 40-hour week. The trailer folds up for easy towing and takes about 5-6 minutes to open up. Learn more at his website.

I met Joseph, an entrepreneur who was showing his Cirkit electric bike prototype. Looking clean and simple, it reminded me a bit of early minibikes, that you would assemble from a kit and the engine from your lawnmower! Click the link above to go to his website for more information.

Vendors and Services

EVs need to be charged, which is why you’ll always find a friendly ChargePoint booth at EV shows. ChargePoint is a leader in chargers (I have one in my garage).

I also met Shane Sansen, the owner of DRIVEN EV. His company works directly with manufacturers to acquire their lease returns and sell or lease them directly to customers. A great idea, and one I’m considering for my next EV. You can learn more at their website.

Besides seeing the vehicles and booths, I had a chance to network with some other folks who are working on EVs and climate action. I met up with my friend Greg Bell, who told me about his exciting new job working with Home Energy Analytics. Offering the Home Intel program, Greg meets with homeowners and shows them how they can reduce their energy consumption and save money. It can be as simple as replacing incandescent bulbs with LED ones, or more. Find out more at their website.

So, having consumed 3-1/2 pints of water and all my snacks, I packed up and drove home. It was a good day.

You can attend an NDEW event in your area through Sunday, September 22. Check their website for details.

America, at 243, is Slow to Adopt EVs

Posted on July 4, 2019 by stevegoesgreen

By Steve Schaefer

Red Generation 1 LEAF

Two days ago, I received an email from Plug In America, inviting me to join in the First Annual Independence Day EV Count. Modeled after the Audubon Society’s Christmas Bird Count, it’s meant to be a non-scientific study of what’s going on around you.

I’ve hosted and attended the group’s Drive Electric Week events and they’re a great organization, so why not?

Today, July 4th, after lunch, I decided to join the EV count. I needed the exercise anyway, so I grabbed my trusty pad and a ballpoint pen and headed out into my Castro Valley, California neighborhood. It was clear and in the low 70’s–perfect.

The rules of the EV Count are simple:

Walk or drive in your neighborhood and count all the cars you see
Note the all-electric cars and plug-in hybrids
Tally it up, fill out the online form, and send it in

The group doesn’t include regular plugless hybrids (their name is Plug In America, after all), but I noted them anyway, just to satisfy my own curiosity.

I walked a loop that I often take to add a couple thousand steps to my Fitbit. I started out well, as I could count my personal Chevrolet Bolt EV and the Toyota Prius Prime plug-in hybrid I’m currently testing right away. However, as I walked and wrote, the bad news piled up.

White Generation 2 LEAF

When I returned home and tallied up the numbers, I had:

118 cars total
3 EVs (my Bolt and two Nissan LEAFs)
2 plug-in hybrids
7 regular hybrids

That’s pretty disappointing.

Perhaps Castro Valley is a little behind–I know I see more EVs in San Francisco, where I work. And it wasn’t a scientific study–just a small sample. But it means that I need to work harder to get the word out on the many benefits of EVs–and the necessity of stopping using fossil fuels now to help control the effects of the climate crisis.

My Blue Bolt EV

In 2019, as the U.S. turns 243, we have a long way to go to significant EV adoption. At least in my neighborhood.

2018 in Review – Going Greener!

Posted on December 31, 2018 by stevegoesgreen

By Steve Schaefer

My Bolt EV hit 20,000 miles of trouble-free driving.

For me, 2018 was a busy year for auto writing, and also for climate action.

In a normal year, I’d have 52 week-long test drives, a bunch of short tests at the annual Western Automotive Journalists event, and maybe catch a few more at some manufacturer’s event, too.

This year, I tested only 28 cars for a week each instead of 52. I did have some quick sample drives at the WAJ event–mostly EVs. The biggest change has been my moving away from gasoline-only cars over the last couple of years, and stopping my testing of them entirely in September.

When I wasn’t testing a car, I was driving my own all-electric Chevrolet Bolt EV. My Bolt EV just turned over 20,000 miles, and with 10K/year on my lease, that’s perfect. Its two-year anniversary is January 8th. Maybe I’ll take it to the dealership for a check-up, since it’s never been back!

Why the the complete end of ICE cars? That’s because on August 28-30, I attended Al Gore’s three-day Climate Reality Leadership Training in Los Angeles, where I became a Climate Reality Leader. As an electric car advocate and now, a climate activist, I have to put my efforts towards guiding people to what’s most important for the long-term health of the planet. And, I want to explore and provide guidance about all the great new EVs that are coming in the next few years. We know that petroleum-fueled cars will not disappear overnight, but there are lots of other fine journalists who can take care of reviewing them.

Most of my auto writing, since it’s green cars only, is happily housed these days on www.cleanfleetreport.com, but I also run stories regularly in my original venue, the San Leandro Times (my first story appeared on February 8, 1992), as well as monthly in the Tri-City Voice out of Fremont, California.

Steve Goes Green may have been home to fewer car reviews in 2018, but it has featured some new material on “going green” in other ways. Some stories came from attending talks at Acterra, a Palo Alto based organization that’s educating people and acting to fight climate change. See recent stories, such as Teaching Kids about Climate Change with Green Ninja and Ertharin Cousin – We Need a Food System for Human and Planetary Health.

Of the 28 cars I tested this year, only seven had no electric motor, and they were all in the first 2/3 of the year. Naturally, with the limitation I’ve set, I can’t and won’t review everything, but that’s OK. Many of the best, most efficient gas-burners are featured on Clean Fleet Report, so it’s worth checking them out there.

The most unusual EV this year was a 1967 MGB GT that a work colleague spent a year convering into a pure EV. The most exciting EV was the Jaguar i-Pace, which was an all-new crossover from a brand that’s looking toward the future. I expect lots of new models and electrified versions of current cars to appear in the next couple of years.

In September, I planned and hosted the second National Drive Electric Week (NDEW) event at my company. I also attended the Acterra NDEW event and it was very busy! I let people drive my Bolt EV there, and I hope that experience led some of them to go out and get their own EVs.

The NDEW event is an important way for people to learn about EVs directly from owners, not salespeople, and it’s fun for us EV owners to collaborate and share stories. In 2019, the first ever DEED (Drive Electric Earth Day) will take place, presented by the same folks who do the NDEW, and I plan to participate at work and elsewhere.

In October, I attended one day of the three-day VERGE conference in Oakland, which is put on annually by GreenBiz as a coming together of green businesses. There are lots of them, and my busy day generated three stories (two published, one on deck). Here’s a general article on the day itself, and another on what GM is doing to purchase clean power for its plants. I look forward to attending events in 2019 and writing more of those kinds of articles.

Clean Fleet Report gave me lots of quick news assignments over the year–26 were published–which brought my annual story total to around what I’m used to. These are quick takes based on press releases and other information. See my story on a new VW-based electric Meyers Manx. I also contributed stories on different subjects from personal journalist experiences, such as my visit to the Manheim Auto Auction.

In November and December, I spoke with four solar companies, and a few weeks ago, signed up for solar panels on my roof! They’ll go on in April, and when they do, I’ll start charging my car at home. I’ll report more about my solar adventure right here.

2019 will have more EVs and more ways to go green! I plan to learn more about the way our food system affects the climate–from reading, studying, and interviewing folks, and also by slowly changing how I eat.

Happy New Year, and thanks for reading!

stevegoesgreen

Time to move to a more environmentally conscious life

Category Archives: hybrid cars

Kia Niro Plug-in Hybrid–One of 3 Gas-Saving Flavors

BMW X3 xDrive30e – Luxury SUV with Some EV Cred

PHEV or not PHEV – That Is the Question

Why I’m resuming testing cars that are not pure EVs.

Hyundai Ioniq Hybrid – High Fuel Economy Choice

Ford Explorer Hybrid–a Little Bit Greener

Toyota Prius Hybrid Endures

National Drive Electric Week – Cupertino 2019

America, at 243, is Slow to Adopt EVs

2018 in Review – Going Greener!