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.

Ford Mustang Mach-E: Selling Car Buyers on Going Electric

Posted on May 28, 2020 by stevegoesgreen

By Steve Schaefer

If we believe the growing scientific consensus, we must reduce our CO₂ emissions by at least half in the next decade to hold global warming to 1.5 to 2 degrees Celsius. Warming above that is considered to be catastrophic. Since the largest (but by no means only) source of these emissions is transportation, moving to an all-electric vehicle fleet, powered by sustainably generated electricity, is urgent and necessary.

That message is about as welcome as the cancer warning on a pack of smokes. And similarly, not often heeded, either.

But how do we get people to buy EVs? As long as customers have a wide choice of gasoline-powered vehicles, only early adopters and climate activists are snapping up what companies have provided. It’s like the dollar coin—regardless of whether you put an abolitionist, an historic Native-American, or a president on it, it has been a nonstarter as long as folks could use the good old paper bill (or today, their debit card).

It’s also like selling cereal—the “good for you” Bran Flakes may attract a certain health-conscious (or constipated) clientele, but it’s not where the action is. Captain Crunch with Crunchberries, filled with sugar and marketed breathlessly to children, is the volume seller.

For a century, car marketing has evoked emotion to sell cars, and has built its products to reflect customer demand, which in turn, is fueled by massive marketing and advertising campaigns. Although there have always been compact, fuel-sipping vehicles that practical people bought because they couldn’t afford more, the action has been on style and performance, from fins to V8 engines and today, to loads of high tech features.

So far, only Tesla has been the brand to offer an exciting EV experience in all of its cars. It works because first of all, they sell ONLY EVs and secondly, they have made them attractive and powerful. In contrast, Nissan’s LEAF, while certainly practical and environmentally conscious, is too close to automotive bran flakes. GM’s excellent Bolt EV is another fine car, without the range limitations of the LEAF, but for $40,000, one could also bring home a 3-Series BMW. Not sexy.

The automotive equivalent to Bran Flakes.

Using the climate crisis as a marketing tool, then, clearly isn’t working. And in a consumer-driven economy we can’t force people to buy EVs if they don’t want them. Which brings us to Ford’s upcoming Mustang Mach-E crossover.

Ford’s EV history has up to now featured the lackluster battery-powered Focus and a few hybrid and plug-in hybrids, including the attractive midsize Fusion sedans and European-design C-Max. Now, with Tesla as an inspiration, Ford has decided to blend their most iconic model with the most up-to-date tech in today’s most popular body configuration to create a real Tesla competitor.

I attended a compelling online presentation by Mark Kaufman, Global Director, Electrification at Ford, yesterday, in which he outlined the plans the company has for its EVs going forward, with an emphasis on the exciting new Mustang, which will be sold alongside its gas-powered coupe stable mates.

The Mustang was an instant hit when it debuted in April 1964. Based on the tried-and-true platform from the popular but dowdy compact Falcon, it hit a sweet spot and sold half a million copies in its first year. Surely Ford’s leaders are savoring another blockbuster like that with the Mach-E. As Kaufman said, it is the only EV with the soul of a Mustang (sounds like a great advertising pitch, doesn’t it?).

The Mustang has always been a coupe, fastback, or convertible, so making it a five-passenger crossover is a nod to what’s hot today. Also, Kaufman stated that while many people love their Mustangs, when the kids come along their beloved cars are simply too small. So, it all makes sense.

Admitting that global catastrophe is not a compelling sales tool for most people, the planners at Ford will offer a GT version of the Mach-E that puts out 600 horsepower and can run from 0-60 in the mid three-second range. No climate leader has ever said that was important to them, but for the mass of car enthusiasts, especially of American iron, that’s extremely attractive (and very much a page out of Tesla’s gameplan). Kaufman mentioned an “Unbridled” setting that sounds a lot like Tesla’s “ludicrous” mode.

The arguments against buying an EV often center around the whole charging/range anxiety problem, so Ford is giving the regular, rear-wheel-drive model a 300-mile range (230 for the muscular all-wheel-drive GT). The company will promote installation of home chargers that can put in 30 miles of range in an hour. DC fast charging allows 61 miles of range in 10 minutes or 40-45 minutes to 80 percent. They have also built out the FordPass Charging Network, which isn’t new charging stations but combines four existing networks with one payment setup, for ease and efficiency. They’ve designed a slick phone app to track the process as well. Once again, Tesla is the model for a unified network, although they built their own equipment.

What else? Ford flaunts its more than a century of car sales and service, with virtually all service done by more than 3,000 dealers nationwide, of which 2,100 or more are certified to work on EVs. Tesla can’t match that. Also, the new shopping experience targets millennials with online reservations for shopping and service.

I am eager to test this exciting new product. However, I wonder how we can get the fleet electrified in 10 years. Nobody expects it to be 100 percent electric by 2030, but I’d like to see half of the cars be EVs by then. Kaufman said, reasonably, that most predictions are based on past performance and that this won’t work here, but he also said he expected a third of cars to be EVs by 2030. That’s why Ford has plans for an electric F-150 pickup (America’s best-seller for decades) and an electric Transit van, as well.

To speed the conversion of the vehicle fleet to electric, Ford and other companies must not only provide thrilling EVs, but solid mass market EVs soon. That means we need all-electric Honda Accords and Toyota RAV4s. Buyers need to start viewing gas cars as old and out of style. Certainly the auto industry, which created the whole idea of planned obsolescence, can make fuel-burning vehicles obsolete, can’t they?

The 2021 Mustang Mach-E is due out at the end of the year.

Fidelio II – My New/Old EV for 2020

Posted on November 19, 2019 by stevegoesgreen

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.

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!

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.

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.

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!

National Drive Electric Week 2018

Posted on September 18, 2018 by stevegoesgreen

2018-NDEW-group-4000

Since 2011, a national electric car event has been held every year. Originally called National Plug In Day, it later expanded to become National Drive Electric Week. It’s actually nine days long, as it includes weekends on both ends.

This year, I participated in two events. First, I hosted one at work for fellow employees, and later, I attended another, larger event, where I let people drive my 2017 Chevrolet Bolt EV to experience electric motoring firsthand.

Marketo Event, San Mateo, CA

Marketo hosted its second annual National Drive Electric Week event on Thursday, September 13^th. The weather cooperated, and the event went off without a hitch, although attendance was lower than anticipated. It’s understandable, though—people are working!

Me with my Chevrolet Bolt EV–now an NDEW show veteran.

Display cars included three Tesla Model 3s, a Tesla Model X, my freshly washed Chevrolet Bolt EV, a Nissan LEAF, a Volkswagen e-Golf, a BMW i3, and a Chevrolet Volt. One of the Model 3s was available for rides.

Allyson Gaarder from the Clean Vehicle Rebate Project showed attendees how they could receive California rebates for buying a variety of electric cars.

Vehicle owners gave attendees a tour of their cars and enjoyed talking with each other about the pleasures of electric motoring.

Nissan supplied some swag, including water bottles, mini backbacks, pens, and tiny fans that attach to your phone. Attendees received a red token good for a $5 discount at the adjacent food trucks.

Acterra Event, Palo Alto, CA

On the last Sunday of Summer, Acterra, the Palo Alto environmental nonprofit, hosted its third annual National Drive Electric Week event. Acterra’s mission is to bring people together to create local solutions for a healthy planet, and they always put on a great show.

Nissan brought a fleet of LEAFs for show and driving.

EV enthusiasts shared their favorite electric rides with eager attendees. Booths provided information about rebates, vehicle charging, and a solar energy vendor presented solar options. Allyson was there with her booth and California rebate information. Event sponsor Nissan brought a small fleet of new LEAFs for show and drives.

I watched the parking lot fill with Chevrolet Bolt EVs, BMW i3s, Nissan LEAFs, Tesla Model 3s, and even a low, sleek Fisker Karma. One guy brought his now rare Honda Fit Electric, and there was at least one tiny Chevy Spark EV and a cute little Fiat 500e.

This was a popular event. Altogether there were 70 vehicles, representing 15 makes and models. More than 260 people registered and vehicle owners and fleets conducted more than 520 rides or drives!

The beauty of these events, which Acterra hosts year-round, is the chance to learn about and sample multiple EVs in the same location, away from aggressive salespeople. With EVs, the owners are often more knowledgeable about the cars than a typical dealership employee, and they can certainly talk about day-to-day life with a plug-in vehicle.

This event is both a car show and a ride-and-drive. Although it’s a little annoying to have to to readjust my seat and mirror settings when the day’s over, and having strangers drive your car can be a little nerve wracking, I like to let attendees get a personal feel for what driving an electric car is like.

Luckily, all the people who took the wheel of my car were competent, responsible motorists, so I didn’t have any worry the entire afternoon. With high demand, I was busy non-stop.

In most cases, I took the people for a ride around the short test loop, and then had them drive it. I felt it would make them more comfortable, and it let me explain the features first. Luckily, the Bolt itself is pretty straightforward and controls are where you expect them.

People were surprised at the Bolt’s spacious interior, especially the generous headroom. One 6-4 gentleman pulled the seat all the way back and then forward a little! My drivers were also impressed with the video camera rear-view mirror, which gives a wider, clearer view than a regular mirror.

When driving, my guests were fascinated by the low or high brake regeneration. If the transmission lever is in “D,” when you lift your foot off the accelerator, you keep rolling along, like with a normal automatic. In “L” mode, as you lift up your foot, the electricity flow is reduced, slowing the car. This lets you do “one-pedal driving.” It’s a wonderful way to maintain extra control of your car while generating extra battery power and saving your brake pads.

At 4 p.m., we assembled inside the Acterra offices for the official launch of the newly renamed Karl Knapp Go EV program. Knapp, a beloved Stanford science professor of Civil and Environmental Engineering, promoted electrified cars and motorcycles for many years, and has been an inspiration to many. We had some food and drinks and watched a short video about Karl. Sadly, Professor Knapp is ill and was unable to attend.

After the reception, I gave three more people rides, so I was one of the last to leave. It’s fun to share your EV, and I hope all of my drivers will go out and get their own! Electric cars are the future, and soon there will be many more choices.

National Drive Electric Week is presented by Plug In America, the Sierra Club, and the Electric Auto Association. Sponsors include the Nissan LEAF (Platinum), Clipper Creek (Silver), and eMotorWerks (California Regional).

The Last Gasoline Car

Posted on September 4, 2018 by stevegoesgreen

Someday, somewhere, the last car powered by gasoline will roll off the assembly line. It should be taken directly to a museum to mark the end of the an era.

Ford Model T

Cars have been part of our lives for more than a century, and most of them have been powered by gasoline. Now that we know that their emissions are a major source of the carbon dioxide (CO²) pollution that causes global warming, we must switch to electricity–or other options, such as hydrogen fuel cells, bicycles, car sharing, or even not driving at all.

Although the U.S. is not setting a timetable to cease producing gasoline cars, after the Paris Agreement, some other countries stepped up, particularly in Europe. In 2016, Germany said they’d ban new gas cars after 2030. In 2017, Norway, already a major EV-adopting country, said 2025 for them. India says it’s going for 2030, too. France and the UK are talking about 2040. China has a big incentive to clean up their smog, and is moving quickly to EVs, but has not stated a year yet. Naturally, there are some caveats, as items like heavy-duty trucks and buses will not hit 100% as early as passenger cars.

In the U.S., it’s going to take something else. People will have to want electric cars. We will need to provide long-range batteries, convenient charging, plenty of model options, and most of all, a friendly price. From what I hear and read, the day the electric car becomes a better deal than a gas car is coming soon, as battery prices drop and production volume makes manufacturing cheaper per unit.

Of course, we need to have political support for these kinds of limits, but that is neither the policy of the current administration nor the general sentiment of Americans who value freedom of choice. I believe that when electric cars are more appealing and cost no more, a massive shift in the market will take place.

I am doing everything I can to encourage people to check out EVs and see the benefits. I’ll be hosting an event at my office on September 13th and participating in another one on September 16th as part of National Drive Electric Week. These low-pressure parking-lot meetings let people check out the cars with no salesmen and learn more about the smooth, quiet, quick-accelerating EVs from the owners themselves. I enjoy sharing my Kinetic Blue 2017 Chevrolet Bolt EV, and people are often amazed at what they see and experience.

My Chevrolet Bolt EV at the 2017 National Drive Electric event in San Mateo, CA

For me, the last gas car just happened. After 26 and a half years of automotive writing, I have finally said “The End” to testing cars that run only on gasoline. The final car is the new Hyundai Kona small crossover. An electric version with an amazing 258-mile range is on its way, but I wanted to sample the car now, so I drove the gasoline version for a week. The car’s shape, size, styling, and driving feel are what buyers want, so an electric one will be a great choice. It could even be my next car when my Bolt EV lease ends on January 8, 2020. And look at that Lime Twist paint!

2018 Hyundai Kona

Although I would really prefer to limit myself to testing only pure battery electric vehicles (BEVs), there simply are not that many out there yet, and there are reasons to encourage some folks to opt for hybrids. So, my compromise is–if it has an electric motor, I’ll give it a test, even if there’s an engine in there, too. If it’s a plug-in hybrid, I’ll try to minimize gasoline consumption.

Hybrids and plug-in hybrids still offer significant environmental benefits over traditional cars, and may be the only viable option for some people with limited access to charging. Hydrogen fuel cell vehicles are still a bit of a science experiment, but, if you live near a hydrogen station, they can do the job.

The latest Prius

The hybrid car has had a good run, thanks particularly to Toyota, who introduced the first Prius at the end of the 20th century. They’ve sold millions of them around the world since. Hybrids can as much as double your fuel economy and half your carbon emissions by pairing a gasoline engine with an electric motor. Sometimes, they enable driving without the engine–while requiring zero effort from the driver.

A plug-in hybrid, with a chargeable battery on board, allows some pure EV miles, often in the 20-30 mile range. This means you can plug it in–even at home in your 110-volt socket in the garage–and get to work–and maybe even back–with no gas. But with the engine and gas tank still in the car, you can hit the road and go anywhere you want anytime. Downside? When you’re driving it as an EV, there’s still a lot of extra weight with that idle engine in there.

A pure electric car is great, but you need to consider how and where you’ll charge it. Sale and lease prices are a bit higher than gas cars today, mostly because of the high price of batteries, and there aren’t that many model choices yet. But that’s changing as batteries get cheaper and more models are introduced. The lower price of electricity versus gasoline and the lack of significant maintenance both help reduce the costs of driving an EV.

Of course, hanging over this entire discussion is the issue of where the electricity is coming from. If it’s from the solar panels on your roof, that’s about as clean as it gets. Some communities have plans where you can sign up with your energy provider for sustainable energy from wind, solar, hydroelectric, and geothermal, which is a step forward. If your power comes from coal, your EV is not going to be as clean, but it will get better over time as the electric grid moves to renewable sources.

It’s taken a century to set up our electrical grid and it’s not going to change overnight. But we need to do what we can, as fast as we can, to move to renewable energy.

For a quick explanation of the climate crisis, please read A Dose of Climate Reality

Acterra Shows How to Go EV

Posted on April 16, 2018 by stevegoesgreen

On a beautiful Spring day in Palo Alto this Saturday, April 14, EV owners offered test drives and showcased their vehicles to attendees of the 2018 Earth Day Festival in Palo Alto. The event was put on by Acterra, a Palo Alto-based group that brings people together to create local solutions for a healthy planet. As an Acterra EV Ambassador, I brought my Kinetic Blue Bolt EV, and was joined by owners of Nissan LEAFs, Volkswagen e-Golfs, BMW i3s, Fiat 500Es, Teslas, and other popular electric vehicles.

I was one of the folks who left their car parked, and had many interesting conversations, answering questions and demonstrating features of the car, while helping people understand how much fun it is to drive an EV, and how we deal with their few shortcomings.

My car (the Blue Bolt EV) was first in line of the staged vehicles, next to a VW e-Golf and Nissan LEAF–two direct competitors.

We owners had fun chatting when no visitors were around. Everyone has a story. The VW e-Golf next to my car was a late ’16, so the lease deal was amazing, after a significant down payment, just $75/month!. The white ’16 LEAF behind it, owned by my friend Greg, was purchased used, at a significant cost saving over a new one. And that’s a good example of how to get into EV driving without a huge initial outlay.

Not only were cars on display, but a number of them were also available for test drives, as seen by the orange Bolt, black BMW i3, and silver 2018 Leaf driving through the area in the photo below. This gave attendees a chance to get behind the wheel and viscerally sense the smooth, quick, quiet EV benefits. There were three Bolts available, as well as the two stationary ones, so we were well represented.

There were information booths, including Acterra, charger manufacturer ChargePoint, and the City of Palo Alto. I spoke with Hiromi Kelty, City of Palo Alto Utility Program Manager, who told me that 20% of Palo Altans drive EVs compared to 3% statewide. She also told me about the EV Charger Rebate that organizations in Palo Alto can receive when they install EV chargers – up to $30,000. For more information, go to cityofpaloalto.org/electricvehicle or call (650) 329-2241.

I showed my car to dozens of people, and had some interesting conversations. I allowed one 6-foot-5 man to adjust my seat, steering wheel, and mirrors to see if he fit in the car and could see if he was driving. The good news is that he did fit! The bad news is that it took a while to get my driving position back to normal. But I was glad to do it.

One man, who was sharing rides in his new Tesla Model 3, brought along a battery-powered skateboard. At $1,500, it an expensive toy, but could be useful for traveling between mass transit and your workplace, or for good clean fun. I declined a test ride.

When the session was over, around 1:30, we put away our signs, folded our tents, and drove our EVs home. It felt like a worthwhile experience. I only hope that someone we spoke with will decide to get their own EV.

stevegoesgreen

Time to move to a more environmentally conscious life

Category Archives: plug-in charging

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.

Ford Mustang Mach-E: Selling Car Buyers on Going Electric

Fidelio II – My New/Old EV for 2020

National Drive Electric Week – Cupertino 2019

2018 in Review – Going Greener!

National Drive Electric Week 2018

Marketo Event, San Mateo, CA

Acterra Event, Palo Alto, CA

The Last Gasoline Car

Acterra Shows How to Go EV