Volkswagen e-Golf Delivers

Posted on August 19, 2016 by stevegoesgreen

2016_e-golf_5254 The Volkswagen Golf has been sold around the world for 40 years. A mainstream model in Europe, it’s less central to VW’s model mix in the U.S. However, with a major redesign for 2015 came Volkswagen’s first all-electric car, the e-Golf, and it was worth the wait.

The e-Golf is aimed at pure electric vehicles like the Nissan Leaf. There is no sacrifice in driving enjoyment or practicality in choosing the electric option. In fact, it boasts the same 95 cubic feet of capacity as the gas version, with its battery tucked away out of sight.

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The e-Golf’s motor puts out 115 horsepower and 199 lb.-ft. of torque through a single-speed automatic transmission. This electric Golf still delivers the same fine road feel as the sporty GTI, and at 3,391 pounds, doesn’t feel sluggish. Although it didn’t rocket ahead like a GTI, at 10 seconds from zero to 60, the feel of electric motor-driven acceleration is instant and exciting.

Naturally, the driving range of an all-electric vehicle is at the top of any driver’s mind. The e-Golf gets an official rating of 83 miles, but when I charged the car up, I saw a reading as high as 98 miles on the instrument panel gauge. How you drive, what kinds of roads you drive on, and how you program the car’s adjustable settings make some difference, but this car didn’t feel like it would leave you in the lurch.

The official EPA numbers are 126 and 105 highway. That’s MPGe – miles per gallon equivalent. Use these numbers to compare electric vehicles. Pretty impressive.

To ease your range anxiety, VW provides a roadside assistance program. If you run out of charge within 100 miles of home, they will take your car to a charging station and to get you home via taxi or other transportation method on their dime.

To maximize your e-Golf’s efficiency, there are three driving profiles: Normal, Eco and Eco +. The latter two progressively lower the horsepower and top speed, change the accelerator action, and in the case of the Eco + setting, turn off the climate control, to reduce energy consumption. You can also program the amount of regenerative braking to generate a small amount of juice in the normal setting or produce progressively more in two other settings.

VW provides the VW Car-Net app, so you can keep track of your charging, turn the climate control on or off remotely, and monitor performance data for your car. Part of owning an electric is the science project aspect, where you are thinking about what your car is doing rather than just sitting in it and going. It’s important and fun, too.

The VW Golf was all-new for 2015. It’s a two- or four-door hatchback, but also, in 2015 it took on the wagon role from the Jetta. Numerous engines and trim levels are available, but you can tell the e-Golf by its blue accents.

VW originally sent the e-Golf to market as the loaded SEL Premium model. That means full climate control, heated seats, leather steering wheel and shift knob, alloy wheels, heated mirrors, and the like. Now, VW also offers the SE, which shaves thousands of dollars off the price by swapping out the alloy wheels for steel, LED headlamps for standard halogen, and cloth seats in place of leatherette. Federal and state tax rebates help mitigate some of that cost as well.

Charging is simple. However, using household 110/120 volt current, it could take you 20 hours to fill the battery from empty. A 220/240 volt charger, which you’d install at your house if you owned the car, can do it in less than 4 hours. The e-Golf SEL or SE with the optional Quick Charge package has the SAE combined quick charge socket, so you can get an 80 percent charge in 30 minutes in a pinch.

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It’s particularly quiet inside the e-Golf because when VW removed the vibration-causing gas engine, they went after the little sounds that could annoy you, which were suddenly exposed. The car emits a little sound at low speeds, so oblivious pedestrians are warned of your approach.

Part of owning an electric is the knowledge that you’re reducing your carbon footprint and helping the planet. In that spirit, VW has teamed up with 3Degrees, a renewable energy service provider, to offset the e-Golfs greenhouse gas emissions from its production, distribution, and 36,000 miles of charging.

The SE starts at $28,995 with the SEL at $35,595. The SEL earns its extra price with things like Driver Assistance, Navigation, leatherette upholstery, quick charging, and more. The SE with the quick charge option is probably the sweet spot. Leasing remains the way to get into one of these cars surprisingly affordably.

My Pacific Blue tester was a delight. Electric motoring is smooth and pleasant. With an 11-mile commute at the time I tested it, I had plenty of charge left over at the end of the day. This is an ideal commute vehicle, with its quiet, spacious interior and gasoline-free ways, but as with any other electric car (except a Tesla), you’ll need another car for long trips.

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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.

4th Generation Prius–Wacky and Vastly Improved

Posted on July 4, 2016 by stevegoesgreen

The Toyota Prius has been a green car icon for 20 years now (17 in the U.S.). It’s substantially redone this year for its fourth generation.

The most obvious change is the startling styling. The new Prius is longer, lower, and wider, but not like the mammoth late 1950’s American cars. It’s a radical interpretation of the now classic Prius proportions, with a squinting face and a finned tail. Thanks partially to that shape, the new car has one of the lowest cds (coefficient of drag) in the industry – 0.24.

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Since the second generation 2004 Prius, the interior has been space-age and swoopy, but the 2016 model is vastly improved. The sweep of the soft-touch panels from dash to doors is dramatic, and with a lower cowl and side windows, visibility is better too. The center-mounted instruments sit on a dramatically layered and in piano black panel. My tester’s only odd item was a white plastic center console (and on the steering wheel and dash), which reminded me of a porcelain bathroom sink.

The Prius has always provided an energy flow display, but the new one offers two. The center console houses the big, colorful one, but the little one in the slim band below the windshield helps you monitor when the engine is on. With awareness, you can lift off the accelerator slightly to move from gasoline to electricity. Being always informed lets you drive at the highest efficiency.

As a hybrid, the Prius uses both its 1.8-liter gas engine and two electric motors to move. For 2016, the engine is set to be on less, so the car runs as an EV more. Some components, such as the continuously variable transaxle and power unit, are smaller and lighter, and some body panels, like the hood, are made of lightweight aluminum.

The new Prius dumps the old nickel-metal hydride battery technology for modern lithium-ion. The battery pack is smaller and flatter, so it fits under the rear seat instead of beneath the cargo area, leaving more cargo space.

The EPA economy numbers are improved, at 54 City, 50 Highway, and 52 Combined. I averaged a splendid 57.2 mpg over a busy week. After you turn off the car, the instrument panel briefly displays a rating of your driving efficiency for that trip. I averaged as much as 80.1 mpg a ride. The screen displays a score, say 74/100, and suggests other measures of efficiency, such as lowering the climate control temperature or accelerating more gently. The Green numbers are 7 for Smog and a perfect 10 for Greenhouse Gas.

Unlike a pure electric, the Prius lets you drive as far as you like with great mpg. However, previous models weren’t a great joy to drive, feeling a bit removed from the road. The new model is greatly improved. Built on the Toyota New Global Architecture, it features a high-strength body structure and a double-wishbone independent rear suspension. This, along with a lower center of gravity, makes day-to-day driving much more engaging.

The new Prius is much quieter inside, thanks to numerous improvements in sound reduction. That benefits music listening, a necessity for the daily commute grind. My tester featured a JBL system with 10 GreenEdge speakers. I played music from a variety of sources, including an easy Bluetooth hookup with my iPhone. There’s a charging spot on the console, but it didn’t work on my iPhone. I think it’s better with Androids.

The Prius comes with the new Toyota Safety Sense technology. This includes a Pre-collision system with Pedestrian Detection, Lane Departure Alert, Automatic High-beam, and Full-Speed Dynamic Radar Cruise Control. There’s also an Intelligent Parking Assist system available. As you’d expect, the high-tech hybrid is a showcase for Toyota’s other technological breakthroughs.

You can get your Prius in six flavors. The entry point is the Two, at $25,035. The Three model adds more convenience and technology features, and the Four is the top-of-the-line model. The Two and Three are also available in Eco versions, which use weight-saving and technological tweaks to up the fuel economy a bit. At the top is the Four Touring—the ultimate Prius, at $30,835. All prices shown include the “delivery and handling fee.”

My tester came in a bright new color—Hypersonic Red. A $395 option, it makes the car stand out in traffic. My tester, with the Premium Convenience Package ($1,705) and Advanced Technology Package ($1,935), as well as a Four Season Floor Mat Package ($364) totaled up to $33,884.

The Prius Prime, a plug-in version of the Prius, arrives soon, for even great efficiency.

Today, hybrids have an important role in minimizing carbon emissions into the atmosphere. Driving a Prius is now more efficient and fun. And the extreme styling does grow on you.

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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.

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.

EVs and their Sociable Drivers

Posted on April 13, 2016 by stevegoesgreen

Call it a cult, but EV drivers, I’ve found, are a sociable bunch. We love to talk about our cars, look at each other’s rides, and learn more about the EVs we don’t have yet, such as the Tesla Model 3, which has received more than 325,000 $1,000 deposits in just a few days.

I like to group my little Fiat, Fidelio, with other cars, too. Then, I talk with the owners. Sometimes, I just park him near the other EVs and snap away. Here are a few recent shots.

This one just happened – One Fiat, two Nissan Leafs, in repose.

And for good measure, here’s Fidelio with one of his Tesla friends–also at the office.

And, tonight, three members of the Castro Valley Chamber Orchestra brought their cars together for a photo after a two-hour rehearsal. From left to right, Esteban’s 2016 Tesla, Bev’s 2016 Chevy Volt, and Fidelio, my 2016 Fiat 500e.

They’re lucky. Although we all just started driving these shiny new cars, they get to keep theirs. But Fidelio has to go back to the fleet in 10 days. I’m sad. When you live with an EV for months, it grows on you. The smooth, quiet ride, the silent cabin where the radio plays so clearly. The never stopping at the gas station. The torque.

The Tesla and Fiat 500e are pure electrics, while the Volt–in the center above–is a plug-in hybrid. But the Volt will go up to 53 miles on a charge, so if you don’t travel too far, you can use it as an electric car virtually all the time. In fact, Bev tells me that the new Volt will burn off the gas automatically if it gets too old!

We Drove in the Sunshine

Posted on April 8, 2016 by stevegoesgreen

In 1964, a song by Gale Garnett filled the AM radio airwaves, called We Sang in the Sunshine. Seems Gale would spend a year with the guy, but then “be on her way.” Why a year? I never understood that arbitary limit. If things were good, why not stick around?

In about two weeks, the sweet little Fiat 500e that I’ve enjoyed every day since January 19th is going away. It’s staying here for three months, which is only a quarter of a year, but it’s way longer than the one week that has been the standard visitation period for the last 1,150 plus cars I’ve sampled over the last nearly quarter century.

What hurts is that I’ve really fallen for this little car. Over a couple thousand miles, to work and back, off for an errand or a meal or a band practice, orchestra rehearsal, or trip to the post office, little Fidelio, as I call him, has not failed me. When I walk up to him in the parking lot, I still enjoy his retro styling, based on the original, popular 500 of the 1950’s through mid 70’s–Italy’s “Beetle.”Funny, in a way, that Britain’s popular little postwar car, the Mini, is with us in 2016 too, re-imagined for modern times. Like a European 50th high school reunion.

I love Fidelio’s light blue paint, an intentionally retro shade. His silver plastic hubcaps look like alloy wheels but are hubcaps just the same, and appropriately so. Small, round headlamps and the proportions of the face give Fidelio a Boston Terrier kind of expression. He’s not grinning like a latter day Mazda or a 1950’s chrome mouthed Buick, but he seems happy and content.

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Fidelio’s interior is perfect for me, a slim 5-8 man. For being a little car, a Fiat 500e is a tall one, too, so headroom is generous for me–and would be for taller folks, too. The seats sit up high and firm, in a vinyl and sport cloth with jaunty red stripes.

The dash features numerous chrome rings around pretty much everything from the instruments to the climate and radio controls to the gleaming door handles that lock when you push them towards the door.

In an age of dull gray, plain tan, and somber black interior shades, my little Fiat enjoys a broad stroke of white. The dash panels mimic the painted ones of the original cars, and bring back a nostalgic pang for cars of my youth, with their expanses of painted metal and projecting light switches and radio knobs. All dangerous, but we’re talking about feelings here.

One thing about an electric car–especially, perhaps this one. It’s very very quiet in there when you’re rolling down the road–even at freeway velocities. Someone said recently something about double-insulated glass, but I can say that the nicer-than-I-expected audio system delivers crisp, clear, balanced sound on my favorite FM station–KCSM Jazz 91, as well as my favorite Sirius XM Satellite Radio selections.

Electric motors spin contentedly, and don’t vibrate like gas engines do. When you press the right-side pedal, Fidelio just moves out, quickly. The torque in the single-speed transmission is surprising and delightful, and the extra weight of hundreds of pounds of lithium-ion battery beneath you guarantees a low center of gravity. While most errands are in town and back and forth to work, I got out on to a few curving back roads now and again, and was once again amazed by the handling and just plain fun of this little beast.

Numbers come up in regular car stories for things like engine horsepower, cargo capacity, and fuel economy, along with Government efficiency ratings. In an electric car like Fidelio, it’s all about range. Sure, there’s a speedometer, but you really want to know how far you can go, all based on battery charge. Fidelio’s ingeniously simple center dial displays battery percentage off fullness both graphically with a green left parenthesis and with a number (85%, for example). At the bottom of the dial is the range display, big and bold.

What’s funny is, sometimes the range number grows while you’re using power. It means your average is improving based on your recent driving. Downhill, or stop-and-go? That means you’re generating new electricity and using little stored energy. Flying along at 65 on the freeway, especially uphill, takes it away more quickly. There’s a little arrow that goes up or down (or is invisible) to indicate the trend.

To keep the range numbers good, I charged my car at work on a Level 2 charger in front of my building. Level 2 means 240 volts. I can fill up the battery from around half full, which it usually is by the time I’ve commuted home and back to work, before lunchtime. Then, with my EV driver courtesy, I move Fidelio aside for another company employee.

Charging becomes a routine. You wave your little card in front of the ChargePoint bollard, it beeps, then you plug in the large handle which feels a bit like a gas filler, and then verify the machine is charging. Then, walk away. ChargePoint notifies me with a text message when it notices that Fidelio isn’t absorbing any more charge.

Sometimes, I’ll charge overnight at home at lowly 120–Level 1. It can take 12 hours to do what 4 hours does on 240. But it means I have a full battery to use on the weekends.

Over my two and a half months of driving, I’ve had to use our family gas burner a few times for trips to visit the grandchildren, or a bass lesson 50 miles away. But nearly always, Fidelio is available and steps up to the job.

My upright bass, which I play and also use to measure automotive cargo capacity, fits in the back when I flip down the second row seats. It just barely makes it, and only at a particular angle. But it works. I can also carry a bass guitar and a practice amplifier. If I need my big amplifier–it won’t fit. If it’s an electric only gig, everything slides right in. This is a small car, but a practical one.

It’s hard to think of anything annoying about Fidelio, but there are a couple of nits. First of all, the flip-out “switchblade” key often opens in my pocket. Also, the sunvisors are pathetically slim and short, so you’re of luck if the sun is low in the sky as you drive north or west. The Bluetooth-connect, voice-activated telephone dialer works fine for calling numbers in your phone, but if you need to dictate the numbers, it suddenly becomes deaf. And that’s the end of my complaints.

Regarding efficiency, while gas and hybrid cars get fuel economy ratings in MPG (miles per gallon), the electrics get MPGe (miles per gallon equivalent). I’ll state my final numbers when my test is over, but at this point, I’m averaging around 135 MPGe–even better than the government ratings. I’ve seen as high as 178 MPGe, depending on the trip. I’d say that’s EXCELLENT.

I’d really like to just keep driving in the sunshine with Fidelio for years, but he has to go back to the press fleet and please some other folks. I got him with 79 miles on the clock–just break in time. It’s like he’s mine. I could go lease my own 500e, but I think I’ll wait to see if the new Chevrolet Bolt EV will deliver at least some of the zip and an honest 200 mile range. Then it would be perfect. But despite the Chevy’s attractive, up-to-date look and game-changing range number, the Bolt and the other EVs can’t touch Fidelio for driving experience and cuteness.

New Flavors of Hybrid – Kia Niro

Posted on March 28, 2016 by stevegoesgreen

2017 Niro

There are lots of ways to drive “greener,” and Kia is about to provide another. Already offering the Kia Soul EV all-electric hatchback and Sonata Hybrid, they now proudly present the Niro hybrid. About the size of the popular hybrid poster child Toyota Prius, it’s a crossover, so it’s taller, and looks like what folks increasingly are buying. Compact crossovers are hot hot hot. Great timing for Kia. We’ll find out more about this new entry as it hits the market later this year, but it looks like a winner so far.

Read the linked article above for details, but it looks like it’ll hit the 50 mpg target, competitive with the Prius. And like all Kias and Hyundais today, it has the creative eye of Peter Schreyer, former Audi design director, upon its fresh sheetmetal. Likely to be priced competitively, it just makes the choice harder (and better) this year.

The Electric Car Club

Posted on March 23, 2016 by stevegoesgreen

When I started testing my little blue Fiat 500e a couple of months ago, I thought, that as part of my EV awareness, I’d attend meetings of some electric car enthusiast organization.I pictured meeting in a place like an old Hof Brau, and standing in the parking lot before going inside for beers and roast beef, looking over each others’ cars in the fading sun.

night

What I was picturing was the car club of the past. I met the Corvair owners club years ago that way.

Today, the action is in three places, for me. The first is at work, where I’ve created the Electriccars channel on Slack–our company instant messenger application. We have 12 members–most of the electric car drivers in the company. We post photos, talk about range and what we want to buy someday, and we’re pretty well represented. We have drivers of Teslas, Leafs, Volts, A Ford Focus Electric and a Fusion Hybrid, BMW i3s, and a couple of us with Fiats. Here’s our charging array. Fidelio, my blue Fiat 500e, is at the top of the picture, because my battery is full, and I’ve moved aside to let another driver charge up. With 15 EVs and 6 spots, it’s the only way to make it work.

I’ve had numerous conversations in the hallway and in our “Cantina” food and party area. One guy proudly showed me his Volt app, where he could get lots of stats on his mileage and driving efficiency. Another wanted to talk about the differences between the different EVs on the market–or the difference between living with a plug-in hybrid versus a pure electric. Another is eagerly awaiting his opportunity to put money down on a Tesla Model 3–that he’ll receive in two years. That’s patience.

The second way I meet EV drivers is at charging stations. While most of my charging happens at home or at my six-slot office charger, I had a fine conversation with two Leaf drivers in front of the Whole Foods recently. A fellow auto journalist drove to meet me for lunch in his EV test car, and showed me where he went to plug it in while we were eating.

There’s lots of EV action online. I belong to the Fiat 500e group on Facebook. For now, I have a car to show photos of, and stories to relate. So do they. There are proud new car photos, oddball charging shots, and interesting customizations. One guy installed new, more powerful, but less energy-consuming, headlamps. Another posted a shot of his little Fiat next to a giant Chevy Suburban. I had recently taken a very similar shot of my colleague’s orange 500e next to the same kind of behemoth, and posted it in reply. We have fun.

Of course there are numerous websites to visit, too. And on Twitter, I post links to this blog, and have picked up a bunch of folks to follow–and who follow me–by going there.

I was expecting more camaraderie between EV drivers on the road, but so far, no-one has waved to me from their car. I, of course notice all of them. Maybe they just like not buying or burning gas and aren’t the social type. More (electric) power to them.

Walgreens

I did look around for an actual car club, and found the Electric Auto Association. They have various chapters, but from what I can tell, they are the old-fashioned kind of organization. These are the techie guys who used to install dozens of regular car batteries in an old Honda Civic years ago. They are hands-on, and less of a purely consumer group–although I bet that’s changing.

If it were September, I could participate in National Drive Electric Week, but who knows what I’ll be driving by then? I may own my own EV by the time any local events start on September 10.

I love the social part of being an EV driver. Perhaps it’s the excitement about doing something special that brings some folks together like this. When you drive an electric car, you fit right into the flow of traffic, and especially if you own a model that also has a gas version, you may be invisible to the other drivers. But YOU know you’re battery powered, and that it all makes a difference. Someday, it’ll be the norm.

Make the Right Choice – Drive Electric

Posted on March 5, 2016 by stevegoesgreen

Choices. It’s what everyone is thinking about now, as we plunge headlong into the 2016 Election season. No matter which side you’re on, you have to agree that the people who support each candidate are often vehement about it. People are deciding, and it’s early, but you could say that they are choosing with their hearts and not their heads. He or she is MY CANDIDATE, which means the other candidates are stupid or totally misguided.

At least it looks a lot like that to me.

Regardless, when people go out car shopping, they are bringing all their old habits of living and thinking along with them. They may have practical concerns, but car buying is still an emotional process. And that’s why most people don’t go out shopping for electric cars.

The best reason to buy and drive electric is to protect the planet from the worst effects of climate change. Not burning as much carbon is better. There may be some arguments against this, but they are not coming from anyone who is informed about the situation we’re in.

Besides removing the combustion under the hood, electric cars are smooth and quiet. And, they deliver surprising torque from the get-go. The cars need next to no service, too. Forget oil changes or radiator flushes or hose or belt repairs. They cost less to run. Nice.

So, where’s the rub? Well, you can’t get some of the electrics everywhere. I live in California, and there are plenty here. And, the prices can look expensive. But with great leasing deals, that’s a non-issue.

Driving range can be seen as a concern, but if you have one internal combustion car in the family, it doesn’t have to be. My life of 36-mile-round-trip commuting and local errands perfectly suits Fidelio, my blue Fiat 500e.

What about charging? Do you need to look for chargers and doesn’t it take a long time.? Well, yes, it does take a long time, but if you use Level 2 (240-volt) chargers, it’s much less. But, as a long-time expert in EVs told me, you charge the car while it’s just sitting, doing nothing. It’s no big deal. I normally charge Fidelio at work, and he’s done by lunchtime. Then, I go park him elsewhere, freeing up the charger for the next person. The time to do that is the time I’d spend in a gas station. Granted, it may be more often, but it’s completely manageable.

So, what’s the deal? Maybe it’s just that many people don’t know how great it is to drive an electric car. So… If you have one, take out your friends and family! Give them a chance to see your EV in action. Joel Levin, of Plug-in America, says exactly that. Make it a viral experience. You show your neighbor, who then buys one. Then, the neighbor’s cousin visits and buys one. It takes knowledge and experience to recognize the benefits and pleasures of EVs. And if a pure EV is simply too much, say for a young couple in an apartment who need one all-purpose car, then look at the vast number of hybrid options.

It’s up to us to do something. Choose wisely.

stevegoesgreen

Time to move to a more environmentally conscious life

Tag Archives: climate change