Chevrolet Bolts are In Production!

Posted on November 6, 2016 by stevegoesgreen

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Finally, the assembly line is running at the General Motors Orion Assembly Plant in Orion, Michigan, and Bolts are moving slowly down the line.

The news story I found mentions the sad news that only California and Oregon will get cars before the end of the year, but luckily for me, I’m in California, and my order is in, so I am hoping to see my car something before the end of the year.

It’s an interesting experience in 2016, when instant gratification is the norm, to have to wait for anything. I knew that I wanted an EV, and I knew that the Bolt was the only realistic choice, since it’s (relatively) affordable and has a great range, with its big 60 kWh battery. So, I dashed down to place my order.

But nearly a month in, waiting feels as interminable as the conclusion of the 2016 election. While the latter event is literally right around the corner, I’m not sure when I’ll see my Bolt. And, I’m not sure exactly how much it’s going to cost me on a monthly basis.

Figuring that my car would be with me at least 30 months, I went for the nicer Premier model, with a few upgrades, like leather seats, and upgraded the stereo and safety features, so it’s $43,000 or so before they take the $7,500 off for the Federal tax credit. Then, there’s California money coming to me too, $2,500 worth, as I understand it. But I’ll have to decide how much to put down to keep those payments reasonable.

I’m also turning in my ancient 1993 Plymouth Voyager minivan, my occasional car that will now go to gas car heaven. I plan to put it out to pasture when I’m assured of my Bolt delivery date.

I haven’t bought myself a new car since November of 1990, when I got my Saturn. It was exciting to sell my Honda and buy a new car that was a brand new brand, too. I was the first guy on my block to have one, and I got some attention. I even got noticed by Hal Riney and Partners, who had the Saturn account, so I ended up on the cover of the 1994 Saturn brochures!

Look at all that nice dark hair. And I’m posing with my first son, who’s now a grownup father of two. 🙂

My Chevy salesman says he’ll keep me posted on the progress, so I will, at some point, know the status of the build and when it gets put onto a transporter truck for its western trip. Watch this space for updates.

And, visit my new venue, Clean Fleet Report, for my EV and hybrid writings.

Chevy Bolt – Clean Car from a Green Factory

Posted on October 27, 2016 by stevegoesgreen

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I’m waiting for my Chevrolet Bolt to be built. As of October 24, the order is submitted to the factory and accepted by production control, according to my salesman, Don Mays.

So–what kind of factory does GM have in Orion, Michigan? Well, the General Motors Orion Assembly Plant gets more than half its energy from methane from decomposing trash, and has a 350-watt solar array. That’s pretty impressive!

One of the arguments is, why not just use your old car–it’s already built? Why spend all the energy to make new ones? If the factory runs efficiently, there’s less cost to driving a new electric car. It’s a complicated story, and we’ll keep following it.

Meanwhile, I’ll be waiting for the next installment from Chevy.

My Chevy Bolt – The Story Begins

Posted on October 13, 2016 by stevegoesgreen

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On Tuesday, October 11, 2016, I stepped into Boardwalk Chevrolet and sat down with Don Mays to order my own Chevrolet Bolt. This very specific step is the beginning of my second electric car adventure, one that I expect to change the way I write about cars.

Ever since I heard about the Bolt–GM’s 200+ mile all-electric car–I’ve been fascinated with it, and followed all the news reports on it closely. Also, over time, I’ve become convinced that electric cars are a major part of our future transportation solution for working to limit the effects of climate change.

From January to April of this year, I spent a delightful three months with a darling baby blue Fiat 500e, which I named Fidelio. He and I commuted and dashed about town together without using a drop of gas, and it was a very happy experience. However, Fidelio’s 90-mile range was the one down side. So, when I learned that the Bolt would offer more than 200 miles, I was sold.

Don tells me that the order will be placed, and that, as production moves along, he’ll be able to tell me when my car is made and track its progress from the Orion, Michigan plant to Milpitas, CA. Then, it will go onto a truck and be sent to the dealership in Redwood City, CA. Expected arrival? Around Christmas time, if I’m lucky. But it sounds like the West Coast gets the first allocations, and that’s where I live.

I’ve ordered cars before, but never without test driving one. I was one of the first Saturn owners, back in November of 1990. My family also bought one of the first Corvairs, in 1960. So I guess it’s a family tradition to try out new GM experiments.

By the way, I ordered my car as the upper level Premier, in extra-cost Kinetic Blue, with the lighter of two interior colors (gray/white), with the premium audio package (I’ll spend a lot of time commuting in it), and the safety feature package as well. I got the quick charge plug, too. May as well have it the way I want it, and I expect to be showing it off a lot–especially when it’s the first one in town.

Stay tuned!

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Audi A3 E-Tron: Step One

Posted on October 3, 2016 by stevegoesgreen

The Audi A3 e-tron gives the premium German marque an entry point to electric motoring. Based on the previous generation Sportback wagon, it combines a 150-horsepower 1.4-liter gas engine with a 102-horsepower 75 kW electric motor to make a combined 204 horsepower drivetrain. With 258 lb.-ft. of torque, it pulls the compact wagon from 0-60 in 7.6 seconds.

Electric vehicles, even half-electric ones, use the MPGe rating, which offers an efficiency standard that you can use to compare competing vehicles. For example, you can measure the A3 against the plug-in Prius or the Chevrolet Volt. The A3 e-tron earns an 86 MPGe rating using electricity and gasoline, and a 39 MPG with gasoline only. I averaged 96.4 MPGe during my test week. The window sticker claims I’ll save $3,750 a year in fuel costs over the average new vehicle.

EPA fuel economy ratings are 8 for Smog and a perfect 10 for Greenhouse Gas. The 138 grams per mile of CO2 is lower than most cars, but, of course, higher than an all-electric car.

One way to compare plug-in hybrids is by the range they can drive on electricity alone. The A3 claims 17 miles, and in my 18-mile commute, I found that to be accurate. Just before I arrived at my office, the gauge indicated the switchover. So, I plugged in and had enough to get almost home, and so it went. By charging at both ends, I used very little gas for commuting.

Charging is simple. Plug in to standard 240-Volt (level 2) chargers at work or in other public places, or use your own household current, which is 120 Volts (level 1). It’s an eight-hour process at home, comfortably overnight. On a level 2 charger, it’s just two and a quarter hours. You won’t be hogging the chargers while others wait. They’ll appreciate that.

The A3 is on the lower end of the range listing for plug-ins, but it still makes a big difference. The Chevy Volt offers an honest 53 miles of charge before switching over to its gas engine, which generates electricity to run the electric motor. The Audi is typical of a hybrid, using the gas engine and electric motor interchangeably as needed.

The A3 e-tron offers four driving modes, which you select on the dash. EV mode uses the electric motor only. In Hybrid mode the car’s computer picks the most efficient power source for the driving conditions—EV, gasoline, or both. In Hold Battery mode, the car is a hybrid only, saving the battery charge for driving all-electric later. The Charge Battery mode uses the engine to charge the battery while you’re driving at freeway speeds.

I ended up taking a six-hour round-trip to an exciting but farther away than I thought microbrewery, so for that trip, the A3 behaved like a normal hybrid car. And that’s what distinguishes a plug-in from an all-electric car. You can pretty much go wherever you want to, but drive hyper efficiently when you stay local.

The 8.8 kWh lithium-ion battery pack sits under the rear seat, and because it doesn’t take up any cargo space, the wagon is fully usable to carry your stuff. Other plug-ins like the Prius and Volt are hatchbacks, so the A3 has an advantage with a lower sill for easier placement of, say, a bass, in my case.

The A3 Sportback wears a new name: e-tron, which Audi will use to identify other, future electric and hybrid models, too. For now, it looks and feels like an A3, which is a good thing. The premium craftsmanship inside, simply presented at this level, is pleasant and feels substantial and carefully thought out. My Misano Red Pearl Effect test car greeted me with a sweet leather aroma when I opened the door for the first time. The switchgear works nicely, the eyeball vents swivel satisfyingly, and the it’s a pleasant place to be.

The A3 e-tron comes in three levels: Premium, Premium Plus, and Prestige. Base price is $37,900. My tester was a Premium Plus, which added $4,100 to the tab. That got me extras like 17-inch, 15-spoke alloy wheels, 3-D optic inlays, the Audi music interface, heated front seats, and aluminum window surrounds. The $2,600 Technology package added a navigation system, Audi Connect online services, and more. They charged $575 for the fancy red paint (a typical Audi upsell). The bottom line came to $46,100.

If you’re an Audiphile, this is your high-efficiency choice. An all-electric e-tron model should be here soon.

Should I Get My EV Now or Wait?

Posted on August 21, 2016 by stevegoesgreen

Recently, with lease deals on EVs running at around $79/month (with a few thousand dollars down), I’ve been thinking about picking up one to use when I’m not testing other cars. After my three-month loan of a sweet little Fiat 500e earlier this year, I want to drive electric today, both because it’s the right thing to do for the environment, but also to practice what I preach. Advocating for a move to carbon-free transportation is fine, but sometimes you have to walk the walk, too.

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I believe that the upcoming Chevrolet Bolt, with its 200-mile range, vast dealer network, and attractive purpose-built EV design, will be a game changer for the non-wealthy like me. But I suspect that there will be no deals on Bolts, at least a first. There’s plenty of pent-up demand and they’ll have the only game in town–for a while, at least.

So, I’m focusing on the Volkswagen e-Golf again, as well as the Fiat 500e and maybe the Kia Soul EV.

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The process of elimination removed Tesla from consideration right off the top. It’s way out of my price range, and there are no cheap deals to be had anyway. Others cut from the list include the Ford Focus. It’s a regular car that’s been electrified, and has only a 76-mile range. There’s the worthy and pioneering Nissan Leaf, which was built as an EV from scratch, but is looking long in the tooth with minimal changes since its 2011 debut. The availability of a bigger battery with 107 miles of range in the 2016 model is a small consolation. The Chevrolet Spark EV is cute and has great torque, but it’s kind of tiny. The Mercedes-Benz B250e and BMW i3 are appealing, in different ways, but are not as affordable as the three vehicles I mentioned at the top of this paragraph, if low price of admission is the goal.

In any case, is it time to grab something now or to wait? I’m struggling with impatience but also with the knowledge that as with all things technological, the next improvement is right around the corner. You know that when you take home that new laptop, next week there’ll be one with a better screen or more memory or some amazing new feature.

Here’s what you get if you wait. The new Focus is going to jump to 107 miles of range with the ’17s. The all-new Hyundai Ioniq is arriving this fall with 110 miles of range. The Bolt looms ahead appealingly. The Kia Niro will offer a hybrid in a crossover shape–and perhaps a pure EV someday. What will the next Leaf be able to do? We’re on the edge of a whole new generation of attractive options.

To top it off, as I entertain a deal on the ’16 e-Golf with its 83-mile range, I just read that the ’17 is supposed to get about 125 miles of range with a new, larger battery. So, suddenly waiting a few months seems like a great idea, as long as I don’t need the car right now.

The only down side is that the cheap lease deals may dry up once the next gen cars are out. Who really believes that a $79/month lease is realistic in 2016, anyway? It’s just a way to sweeten the deal on a car that retails in the $30,000-plus vicinity and has limited range. The companies are willing to move them out at a loss or minimal profit just to comply with regulations and maybe pick up some green cred for doing so.

Perhaps, if you’re really eager, you could take advantage of a deal now on the shortest lease term you can get (24 months?), and save up for the big transition two years from now, when you may be able to snag a Tesla Model 3 that someone ordered on spec or that fell through the cracks. Or, grab a second- or third-year Bolt with the all the bugs fixed. And the new Leaf will be out by then.

As an EV cheerleader, and soon-to-be participant, that may be the best way to get in now at minimal outlay and plan for a long, enjoyable electric car future.

But I remain perplexed. It does feel like sooner is better for the earth, but I want to have the best car for me, too.

Mercedes-Benz’s Electric Option–B250e

Posted on July 12, 2016 by stevegoesgreen

There’s an electric-powered Mercedes-Benz out there, but you can be forgiven if you haven’t noticed. Quietly, the B250e is rolling around town, if you happen to be in California or other EV friendly locales.

The B is a five-door hatchback–not the shape you expect from Mercedes. The B-Class is sold in other parts of the world, including Canada, as a small, utility-minded gasoline-powered car, but in the U.S., B-Class cars are EVs only (labeled Electric Drive). There’s a tiny A-Class sold overseas, too, but you won’t see one here.

It makes sense for the German giant to put an all-electric powertrain in a small vehicle. Roughly the size of a Nissan Leaf, it has less weight to labor the battery pack with. With a folding rear seat, it’s spacious in the back. In the bright blue of my colleague Pam’s new commuter car, it has a friendly aspect to it.

I’ve been eager to test Mercedes’ baby EV, so when I saw one attached to the chargers at my building, I slipped my card under the driver’s side wiper and waited for the owner to respond. Pam did, and offered to show me around the car–and even let me drive it for a few minutes.

The B may look like a generic hatchback (despite it’s dramatic character line that rises up the side), but inside, it feels like a Mercedes-Benz. While not furnished in rare woods, and rich leather, it has dignity and mass, and an instrument panel that looks like a Mercedes-Benz’ should. It feels more upscale than other EVs I’ve tested. It can’t match a Tesla, of course, but it’s not priced as one, either.

Driving the car is, judging from my brief test, pleasant and, of course, silent. There are settings for S (sport), E (eco) and E+ (eco plus), and, I think, a “normal” setting. If you set it to S, you get the full benefit of an electric motor’s instant torque and rocket ahead with a snap. In E or especially E+, the drivetrain feels anaesthetized, but that’s so you use less juice.

Stats: 132 kW electric motor, 177 horsepower, 251 lb.-ft. of torque, 0-60 in 7.9 seconds.

Pam, who stepped out of a reliable Mercedes-Benz M Class SUV, has been getting about 83 miles per charge in her new B, which puts it in the realm of the original Leaf and other cars like the Ford Focus EV and Fiat 500e. Mercedes claims 87 miles. But the future is looming, with 200+ mile range EVs on their way, so I’m guessing that the Tesla-sourced engine/battery will be getting an upgrade before too long. Meanwhile, for a commute from southern San Jose to San Mateo, California, the little Mercedes-Benz EV is just the ticket. Pam has level 2 (240 volt) charging at home and here at work, so she never has to run out, as long as she doesn’t stray too far from the normal path.

Pricing is officially $41,450, but as you might expect, leasing drops costs considerably. Pam leased hers for a little bit more than $300 a month with some money down. The Federal rebate was applied directly to the lease, and her California state rebate is on its way. She relishes her white carpool-lane stickers, too.

The B is a natural competitor to the BMW i3, and, as these two German competitors go, it’s the more sober, elegant one, versus the radical BMW. But by all means, you should cross-shop.

I’m eagerly awaiting my chance to spend a week with this car, but for now, it looks like a winner to me–for the right driver and purpose.

Toyota Mirai – EV Powered by Hydrogen

Posted on June 18, 2016 by stevegoesgreen

Electric cars are becoming commonplace, but if you really want to sample the latest technology, drive a hydrogen-powered electric car. That’s what the Toyota Mirai is. Mirai, by the way, means “future” in Japanese.

I had a chance to spend an hour with a shiny white Mirai yesterday, and it was a very pleasant drive. In fact, it felt pretty much like a nicely turned out midsize luxury sedan.

But this is no ordinary car. It runs solely on electricity, but you don’t get the power by plugging it in. No–the power control unit, tucked under the prominent hood, controls energy from the fuel stack, which is located under the vehicle and manufactures electricity chemically, like a battery.

Fuel cells are an interesting and complicated subject I won’t delve into here, but in essence, you put in hydrogen and generate electricity to run a motor. The only byproduct is water–H2O. There’s a button on the dash where you can release the accumulated water, which accumulates at about 1/3 cup per mile. Somehow, in my test, we forgot to use this feature, but the experts who guided me told me that the water is so pure you could drink it (but it’s not recommended).

The Mirai looks a bit ungainly in photographs, but in person it stands strong and proud, wearing Toyota’s latest styling, also seen on the all-new 2016 Prius. No one can accuse Toyota of being plain vanilla anymore. The most noticeable feature from the front is the large “gills,” which I’m told allow more air into the motor area for the fuel cell to stay cool. They are also a different look, and believe me, are more compelling in person.

The roof has a pillarless, floating look, seen also on the Prius and on a few other cars today, so it’s definitely the latest style. The proportions are masculine in their mass but feminine in their roundness (forgive the stereotypes), but I think the car could appeal to a wide range of folks.

Inside, the Mirai is curves and edges intertwined, with a luxurious feel. The door slams with an authoritative thunk. I learned that the Mirai is assembled in the same plant as the extremely limited and expensive LFA supercar, in Japan, by craftsmen who sweat every detail. The seats feature a complex, compelling stitch pattern, likened to aliens by my guide. They’re covered in SofTex, an artificial but pleasantly pliable leatherlike material.

The instrument panel features the normal buttons and switches. The climate control uses the touch-sensitive sliders seen in a few other vehicles. Once you get used to them you can just tap to make adjustments. The steering wheel has the usual controls for accessories and speed control. The dash gives you lots of interesting information about how your Mirai is doing.

I peeked in the trunk. It’s tall and wide, but not as deep as a non-electric, since the hydrogen tank takes up a little room back there. No big deal, but you won’t pack any surfboards in there.

My ride was in the western area of San Francisco. I started up on 2nd Avenue and the car accelerated heartily, emitting just a slight whine. The sound is what you’d expect from an EV. I didn’t hear anything that sounded like a fuel cell, as it does its crucial work in silence, apparently. Brakes are nicely modulated, steering has a well weighted feel, and the car feels a lot like a Lexus, appropriate since it shares its platform with one. This is definitely much more car than a Camry or a Prius.

I wound through the San Francisco Presidio and down past Crissy Field, then climbed the steep Divisadero Street hill quietly and effortlessly. Then, I headed west again, returning to where I started, all too soon.

Hydrogen cars are likely to be part of the future automotive solution. If plug-in electric vehicles have a range problem, needing a recharge every 80-100 miles today (excepting Tesla), hydrogen cars have an infrastructure problem. They don’t have a range problem per se, with an EPA rating of 312 miles per tankful, but fueling stations are extremely scarce.

Toyota is investing in building up a network, working with companies such as First Element to set up stations throughout California. In the San Francisco Bay Area, there are a few, including one in Hayward, just a couple of miles from my home. I heard yesterday that there’s a station in Harris Ranch (near the Tesla supercharger) that allows San Francisco-to-Los Angeles trips, complete with a rest stop and a tasty meal. Toyota has 20 certified stations in California today.

An issue could arise if you took your Mirai out of state, away from hydrogen fuel and Mirai-certified service locations. Like driving a compressed natural gas (CNG) vehicle, fueling will be the issue. Take your other car to see Mount Rushmore.

How about if you have a mechanical issue with your Mirai? You must take it to a Mirai-certified Toyota dealership, which has the proper tools, service bays, and training to take care of the fuel cell. For ordinary things like brakes, you can go to any Toyota shop. There are eight certified Mirai dealerships in California–four in the north and four in the south.

So, what’s the price on this baby? I didn’t see an actual window sticker, but the retail is $57,500. However, consider this. You can buy or lease this car now. The current lease deal is $499/month for 36 months, 12,000 miles a year. Not only do you get California and Federal rebates, but Toyota is offering one of its own. And, as more than icing on the cake, Toyota will issue you a card good for up to $15,000 worth of fuel for the first three years. Service is included for that period too. So, lease the car and you essentially pay nothing but your lease payment for three years. Considering the competitors in the $57,000 range, such as Mercedes-Benz, BMW, and so on, it’s almost a steal.

Yes, as a Mirai driver you’ll have to think about refueling, and you may have to go out of your way. You can’t just pick up and drive to South Dakota on a whim. But, if you do have travel in mind, Toyota offers seven days a year of free rental of another vehicle. So, drop off your Mirai and take, say, a Highlander for a trip.

There are some questions. What will hydrogen cost when you DO have to start paying for it? Currently, it’s made primarily using natural gas, and costs $13-16 a kilogram. The tank holds 5.1 kg, so that’s $65-80 per fill-up. In three years, the cost could drop substantially.

Another issue is, just how environmentally friendly is hydrogen fuel if you need to use natural gas to make it? For now, natural gas is the easiest way, but there are numerous alternatives, including using waste to generate it. See the numerous videos on Youtube for much more information.

When Toyota introduced the Prius in 1996 in Japan (and 1999 in the U.S.), it was a bold venture, and the initial buyers were pioneers. Of course, those cars used regular gasoline, but still, it was a little bit of a risk. Now, in its fourth generation, on an all-new platform, the Prius leads the way in hybrids. Are you ready to be a pioneer, too? The Mirai is at the forefront. And, Toyota has opened its thousands of patents, so other manufacturers will be offering their own hydrogen fuel cell vehicles, helping to make the case for more fueling stations. It’s an exciting time.

Chevrolet Volt – The Perfect Compromise

Posted on May 5, 2016 by stevegoesgreen

The all-new Chevrolet Volt may be the best solution today for moving to greener driving to reduce CO2 emissions and mitigate the effects of climate change. It’s an electric vehicle (EV) without the drawbacks.

The many advantages of driving an EV include smooth, quiet motoring, minimal service requirements, and the feeling that you’re part of the solution and not the problem.

The downsides of EVs include limited range and the long time it takes to recharge the batteries.

Regular hybrid vehicles combine gas engines with electric motors to extend your fuel out over more miles, but you never plug in. Plug-in hybrids provide a small all-electric range before becoming regular hybrids.

The Chevrolet Volt, which debuted for 2011, was designed as an electric car with a range extender: The Voltec electric drive system. You could charge it up, drive about 35 miles, and then its small gasoline engine kicked in to generate electricity to keep the motor moving the car along.

The totally redesigned 2016 Volt continues on this path, with huge upgrades. Generation one owners gave GM plenty of feedback. Gone are the hard plastic panels with haptic touch controls. The styling is in line with current Chevy gasoline vehicles, like the midsize Malibu. The new car looks great inside and out, with colors and metallic trim befitting a fancier vehicle.

What’s most important, though, is that the new Volt offers an electric range of 53 miles. In a week with my Mosaic Black Metallic test car, I drove in silent, serene full-electric mode for all of my commuting (18 miles each way to work and home), and all of my normal errands. On only two occasions did I need the extended range. The combined range for gas and electric is 420 miles.

When my Volt switched over to gasoline, the instrument panel indicated I had moved from battery power. I could hardly hear the engine when it engaged, and even when the battery was depleted, the car sometimes used it with power generated from braking.

An electric car is rated for MPGe. MPGe assigns a comparative value to the efficiency of different EVs, but it also stands alongside MPG. My week with the Volt generated 118.1 MPGe. The EPA’s ratings are 106 MPGe for electric mode and 42 MPG for gasoline (combined city/highway numbers). Green scores are 8 for Smog and a perfect 10 for Greenhouse Gas.

Compare that to a standard Prius, which gets 52 combined MPG. The Chevrolet Cruze, the Volt’s gasoline cousin, earns 35 MPG combined, itself a laudable number.

The electric motor puts out 149 horsepower (111 kW), and a strong 294 lb.-ft. of torque. The gas engine generates only 75 horsepower, but it’s meant to charge the car rather than drive it. Chevy claims an 8.4-second 0-60 time. I felt confident in it driving uphill on a winding road in the rain.

The Volt comes in LT and Premier levels. My Premier tester flaunted attractive two-tone interior with tan inserts and silvery trim winding around the dash. The center screen is nicely rendered and there’s a jaunty blue plastic top on the “shift” knob. The rear seat now offers a center position, but there’s not a whole lot of legroom for that person. The hatchback is convenient, although it’s a high liftover.

The Drive Mode switch lets you configure the Voltec system. Use Normal mode for maximum efficiency, Sport mode to take advantage of the bountiful electric motor torque, or Mountain mode for maximum power on steep upgrades. The fourth mode, Hold, lets you preserve your battery charge and use only gasoline.

Regenerative braking is crucial for hybrids and EVs, but the Volt lets you prime the pump with a paddle on the left side of the steering wheel for “Regen on Demand.” Use it like a brake, while banking charge. With practice, you can drive almost without using the brake pedal at all.

The Volt has its own personality, with a greeting sound and a “wind down” tone it makes when you turn it off. Because the electric motor is silent when you start the car, the blue Power button is more like turning on your iPhone than turning over your engine.

The LT starts at $34,820 and the Premier, with heated leather seats, a Bose stereo system, and more, starts at $39,270. My tester listed for $39,850. Various leasing options, plus some Federal and State rebates, can make these cars easier to drive home.

While an all-electric car may be the ideal way to go, it’s not practical for everyone today. But if you want a compact car that’ll do pretty much everything and let you drive electric most of the time, the Volt is a great solution.

Fiat 500e – The Cutest EV in Town

Posted on April 24, 2016 by stevegoesgreen

[Note: This article will appear in the San Leandro Times and Tri-City Voice newspapers soon. It’s exactly the size and style of car reviews I’ve written weekly since early 1992 (more than 1,150 of them). But this little car was special to me, both because I kept it so much longer than the others but also because I loved almost everything about it, from the color to the design to the carrying capacity to the total avoidance of gas stations.]

Most people understand that we are facing a climate crisis. Much of global warming comes from burning carbon, which creates CO2, which accumulates and, thanks to the greenhouse effect, keeps more of the Earth’s heat in, leading to rising temperatures, and all the consequences.

Driving an electric car is a positive response to this crisis. The Fiat 500e is one of the most affordable ones, and it’s a joy to drive.

It’s certainly the cutest electric car out there. The retro design is based on the 1957-1975 500, which served as Italy’s VW Beetle or Mini—an affordable and beloved people’s car. The gasoline model arrived 2011, and in 2013, the all-electric version debuted.

Fiat graciously sent me the Celeste Blue model with the black and steam (white) interior I ordered for a three-month test. When the car was delivered, I photographed it, and a rainbow came out. That was a good omen.

The driving experience has been wonderful. With 600 extra pounds of batteries over the gas version, the 500e sits firm and stable on the road.

The old-fashioned dash panel brings a smile. Chrome circles surround the gauges and controls, and the white plastic panels emulate the original car’s painted metal surfaces.

But this is no retro ride. It’s got full climate control, loads of airbags, heated seats, a navigation system, SiriusXM Satellite Radio, Bluetooth, and much more. The white leather steering wheel gives an upscale look and feel, like something from Coach.

The 83 kW motor puts out 111 horsepower and 147 lb.-ft. of torque. It moves the nearly 3,000-pound 500e along like a mini rocket.

The standard gasoline version has more horsepower (135) but much less torque (97), so the 500e is more fun. The one-speed transmission (no shifting needed with electric motors) is a set of four push buttons on the console.

The 500e’s 24 kWh lithium-ion battery is rated at 84 miles per charge, although with careful driving, I often charged it up to a reading of as much as 109 miles. The battery comes with an 8 year, 100,000-mile warranty.

For electrics, the EPA uses the MPGe calculation in place of MPG (no gallons). The 500e earns 121 City, 103 Highway, and 112 Combined. I averaged 138.2 MPGe driving 2,829 miles. The Smog and Greenhouse Gas numbers are both top-score 10’s.

I took my little Fiat everywhere, except on longer trips. I didn’t want to risk running out of charge. It easily handled my 18-mile-each-way commute every day and went on a variety of errands around town.

Thanks to the folding rear seats and hatchback, I carried my upright bass to orchestra rehearsals and concerts. I schlepped Blues band gear to shows. I hauled loads of groceries.

I did most of my charging at work, on a nice set of six ChargePoint units. I plugged in when I arrived, and by late morning, the ChargePoint charger sent me a text that the battery was full. I went down and unplugged, so another EV driver could charge up.

We have an informal community of EV drivers at work, and people are excited about their cars and want to talk about them.

Charging at 240 volts (Level 2) at work takes only a few hours. At home, at 120 volts (Level 1), it takes overnight and then some. If you own an EV, you should look into installing your own Level 2 charger.

Driving is blissfully silent, with minimal road or wind noise, which means great music listening.

The simple instrument panel features a center round gauge that prominently displays digital speed and range. On the left, there’s a graphical and numerical display of battery charge. On the right, you can monitor driving behavior with colors on a curved bar. Eco—green—is normal driving. Power—red—is when you’re accelerating hard for passing or entering the freeway. Charge—blue—indicates regenerative braking, which helps recharge the battery without plugging in.

My daily charge at work cost about $2 to $2.50. Electricity would be cheaper at night at home. The window sticker states that the estimated annual fuel cost is $600, a $6,000 savings over the average car. And maintenance costs are very low for EVs, with no oil changes and fewer moving parts to break.

My car retailed at $33,190. However, most of these cars are leased, and some amazing deals are available. Federal and State rebates help make it affordable. Gas-powered 500s start at just $18,490.

I fell for my baby blue Fiat 500e, and named him Fidelio. I’ll truly miss having him around. He was totally charming, relaxing to commute in, and handled all my normal driving needs. And for longer trips, we just took the family car.

Goodby to Fidelio, My Fiat 500e

Posted on April 24, 2016 by stevegoesgreen

April 22 wasn’t a day I was looking forward to. After just over three months, it was time to turn in my test Fiat 500e, Fidelio. But, I did what I had to do, and handed over the keys.

I’ll publish the article that will appear in my newpaper venues and their websites in my next blog post. All of these blogs have been part of my day-to-day life with an all-electric car.

Fidelio performed just as he had to, and took care of all of my needs, except one. His range, at 84 official miles and a little more in reality, was perfect for commuting and errands, but just not enough to make him a car for all reasons. Would that be enough to keep me from running out and buying a twin of this sweet little car? Maybe. For now, I have lots of happy memories. He was completely charming and ran flawlessly.

Stevegoesgreen.com will continue to cover electric and hybrid (and alternative fuel) vehicles. Stay tuned!

His last photo.

stevegoesgreen

Time to move to a more environmentally conscious life

Tag Archives: cars