Earth Day 2017 – Driving My Electric Car

IMG_8417This Earth Day comes at a time of significant concern for our home planet. Our new president, continuing in his belligerent, ill-advised way to work against the needs of our children and grandchildren, has appointed climate-denier Scott Pruitt as head of the EPA. He’s approving pipelines, reducing regulations, and we hear rumblings about backing out of the Paris accords. What can a concerned person do?

At times when the government isn’t cooperating, you need to act on your own. One of the things I do is to drive an electric car. On January 8, just weeks before the election of our frightening new leader, I took delivery of my  Kinetic Blue Chevrolet Bolt EV. As a journalist, I sometimes drive other cars to review them, but my goal for 2017 and forward is to test and promote cars with battery power–full electrics and also the many hybrid options for folks to drive electric part of the time.

Hybrid cars offer a way to slip into EV driving without risk, because you have a gas engine and an electric motor in the same car. Some come with a larger battery for storing some power to drive in a pure electric mode for a while. For example, the plug-in Chevrolet Volt has an EPA range of 53 miles in pure EV mode before a gasoline engine comes on to charge the battery. The hybrid Ford Fusion sedan delivers great fuel economy by blending its engine and motor to stretch out your fuel about twice as long. There’s a plug-in version that gives you about 27 petrol-free miles. Nearly every car manufacturer offers one or more hybrid today.

Until recently, driving a pure electric meant being constrained by battery range. Cars like the pioneering Nissan Leaf, despite their virtues, couldn’t make it past 80 or 90 miles before requiring a time-consuming recharge. Tesla turned that equation on its ear with its offerings, but they remain out of the affordability range for most people.

My Bolt EV, with its EPA-rated 238 miles of range, eliminates most, if not all, of that worry. Unless you’re planning a cross-country or California trans-state trip, you’re gold. I’ve proven that this winter by using my Bolt for commuting, visiting, and errands all over the San Francisco Bay Area–my home.

Now if I wanted a compact five-door hatchback and was OK with using gas, I may have selected a worthy car like the Honda Fit. It resembles the Bolt EV, but without the 964 pound battery and other amenities, it is a very modest investment, starting at under $17,000 including shipping. I also read yesterday that the new Alfa-Romeo Giulia sports sedan is the same price as the top-level Bolt EV–nearly $44,000. Which one would you pick?

There’s an element of sacrifice to spending that much on a compact (but roomy) hatchback from a mainstream manufacturer, but driving and living with the Bolt EV has been a real pleasure. It’s high enough to slide right in. The back seat is roomy for passengers, and it folds down to provide lots of space for the upright basses and Costco visits. The dashboard is friendly, colorful, and provides a wealth of the information you need. And I really like the interior and exterior styling, even if it attracts virtually no attention on the road.

But if you asked me, I’d say the best part remains the nearly silent, buttery smooth powertrain. I cruise down the freeway at 65 mph and listen to the Bose stereo on the way to work and the feeling is sheer bliss. Without the reciprocating pistons, you won’t feel vibration or hear any of the typical engine sounds. Slide the one-speed transmission into Low (L) and you can use your right foot to do “one pedal” driving that provides some of the feeling of control you used to get  from manual transmissions. Just touch the brake when you need it for sudden stops.

I like knowing that my car is contributing less to global warming than internal combustion engine-equipped cars, but doing it without sacrifice is even better. We Bolt EV drivers have an active Facebook page, too, with more than 2,500 members!

We have a long way to go–and not a lot of time to get there–but individual choices, regardless of what our temporarily derailed government says, can make all the difference. Today, I drove my EV on Earth Day. Driving it every day will help make every day Earth Day. Please join me.

Happy Earth Day.

Chevy Bolt EV Sighted in the Wild!

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Yesterday, as I walked out of the sandwich place where I had just finished my chicken cobb salad, I saw a familiar roofline cruise by. It was a silver Chevrolet Bolt EV, and it turned left into the parking lot. It looked like the car pictured above.

I followed it with eyes and when it parked nearby, I walked up to it. It was an LT model, with the temporary plates from the same dealer where I got my car. I waited a couple of minutes, and when the driver stepped out, I asked, “How do you like your car?”

He was a friendly, white-haired guy named Dan. We chatted about how it was enjoyable to drive, and he mentioned a couple of previous vehicles, included a tired Camry. He volunteered that he wasn’t enamored with the Bolt’s styling (“an angry fish”) so much but liked the way it drove. I showed him a photo of my own Bolt on my phone, because I had walked over and it wasn’t there. We parted after a minute or two.

On the way back to work, I was happy that I’d finally met up with another Bolt EV owner in person, but realized then that I hadn’t asked him the big question:

Why did you get an electric car?

That’s always the big question. The Bolt’s 200+ mile range mitigates most issues, but there’s still a question of cost, and which EV to get. Did the person get the car because of environmental awareness, to save gas, or some other reason? I’ll have to remember that for next time I run into a new Bolt owner. I hope it’s soon.

Chevy Bolt EV Easily Makes a 165-Mile Trip

Not long ago, owning an EV meant you were strictly limited on how far afield you could roam. The typical 70 to 80 miles per charge was a real issue.

That’s why, when I heard the Chevrolet Bolt EV had an EPA range of 238 miles, I knew it was the only choice for me. I couldn’t afford a Tesla, but really needed decent range.

I have a particular reason–my granddaughters live about 80 miles away and I wanted to be able to go visit them in my new car without stopping to charge. So yesterday, nearly three weeks after taking delivery, I made the 165.6-mile round trip.

My driving experience since getting my Bolt EV gave me confidence that I could do it. The driving range display gives estimated range, with “Max” and “Min” brackets above and below it, and the estimate appeared to be close to my actual mileage. But you never know until you try.

I filled my battery up on the Level 2 ChargePoint charger at work on Friday, and topped it off with my little 120-volt charger at home on Friday night. On Saturday, just before we left, the display looked like this:

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Note: That 203-mile figure is with the climate control on. With it off, the number would be about 10 miles higher.

We headed north and plugged in my wife’s iPhone to use Apple CarPlay to enjoy the James Taylor Greatest Hits album No. 1. It provided a soothing experience for a projected hour and a half on the road. I limited myself to 65 mph on the mostly freeway trip. I used the cruise control part of the time, and drove in Low, too. Low, with its greater brake regeneration, adds about 5 percent to the total.

We encountered some traffic in the MacArthur Maze in Oakland and around Petaluma (as usual), and inched along for a little while. Those two sections of the trip regenerated more energy than flying along unobstructed, and made the trip take a little longer. But I was encouraged that as we made progress, the projected range was staying higher than I expected it would.

After we pulled up in front of my son and daughter-in-law’s house, I examined the gauge:

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At an hour and a half, we had driven 82.8 miles, but the range indicator only moved from 203 to 144–or 59 miles. We had nearly three quarters of the battery charge left. That was fantastic!

We spent about four and a half hours with the family, and after a pleasant meal and much animated conversation and some hugs, we climbed back into the Bolt EV and headed home. I wasn’t worried about running out of charge on the way home.

This time, it was later, and traffic flowed steadily at 65 mph the whole way. That meant less opportunity to regenerate electricity, and we took more of a hit in the range. The final screen looked like this (darker because it was nighttime when we arrived home).

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This time, the 82.8 miles reduced the range by 91 miles–about 50 percent more than the trip up there–but not that far off from the actual traveled distance. We had less recharging ability, but saved a quarter of an hour of road time. 53 miles was a fine cushion. Our 165-mile trip showed up as 150 miles of range used. The Bolt EV passed my test.

The silence of the motor and smooth ride made our trip pleasant, the upgraded Bose stereo and Apple CarPlay kept us entertained, and I now know my Bolt EV will do the job!

 

Busy Bolt EV Weekend–Plenty of Juice

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I picked up my Bolt EV last Sunday, but really just drove it home in the rain. I’ve commuted all week, but this was the first weekend to really stretch out. And the weather was dry. (Above: 2017 Bolt with 1965 Eichler house. I lived there as a teenager).

I filled up my battery on the ChargePoint Level 2 chargers at work on Friday, then drove home. With 177 miles available (middle number on the left, I felt confident.

Saturday morning was local errands–the auto supply store for new car washing tools, the florist, and the health food store. Then, I took my wife out to lunch. Normally, we park right behind the restaurant, but this time, we parked three blocks away so I could use the charger. I didn’t mind–it added steps for my Fitbit–one of the many things I plug in to charge these days.

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It was Blink Network station, and I was unhappy  to find that my card didn’t work! It has been a while, I guess. I ended up using the guest method, with its convoluted method of sending you a code, but I had to pay Guest prices. I later found out that if I used the app on my iPhone (which I already had) I could have done the same procedure, but gotten the member rate. I ordered a new card, just in case.

The charge pushed me up to 184 miles. At the Blink charger, I met Wayne, a Leaf owner who was fascinated by my Bolt EV. Finally – an eager person to talk  to. Of course that’s what we early owners want, isn’t it?

Next, I drove 33 miles eastward to visit an old friend who was having an 80th birthday celebration. I kept it to 65 mph and drove mostly on the freeway. The range dropped 24 for the 33-mile trip.

After that, I drove south for about a half hour to hear my friend and his daughter play some Jazz. That trip flew by, too, with the Bolt EV at night showing off its colorful screens and cruising near silently down the freeway. After the show, I drove home. My 94-mile trip in the afternoon and evening showed a 91-mile change in the range. This is good to know, since I plan to make other freeway trips, and the numbers are pretty accurate so far.

I put my car on the slow charger at home, since my new level 2 home charger isn’t installed yet. But, it didn’t add more than about 25 miles overnight. I learned today from one of my new friends on the Chevy Bolt EV Owners Group Facebook page that I need to move my charging amps from 8 to 12. That’s supposed to double the charge. I did it, so we’ll see! I’ve been following the progress on my MyChevrolet app.

Sunday’s adventure included my first use of Apple Car Play. It works wonderfully, with big, bright screens for the navigation I needed and for playing music from Spotify. I also sent a hands-free text message using Siri. Plugging in my phone and tucking it under the armrest makes it an out-of-sight out-of-mind experience. I did notice that the screen in the car allowed a lot of functions, including searching for types of destinations, but didn’t let me enter a specific address. For that, I had to use the phone itself–presumably while parked, before starting out. Must be a safety feature.

On the way home, I stopped at Whole Foods, thinking I’d hang out and use their fast EVgo quick charger. But there was a car parked there, so I pulled into the only Level 2 spot there was.

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I walked over to look at the quick charger. I discovered that some jerk had parked his white second-gen Volt in the spot–but wasn’t using the charger! How RUDE. I had about 50 miles left, so it wasn’t an emergency.

As I pondered this state of affairs, a guy pulled up in a black Fiat 500e, hoping to charge up. He parked in a non-EV space and came over. He’d only had his car for a week (like me), but had no EV experience. He’d set the Fiat to charge overnight but the car didn’t cooperate, for some reason. In any case, 500e’s don’t have a quick charge socket, so he wanted a Level 2 slot. I decided that he needed it more than I did, so I told him to pull around and gave him my spot. I felt I had to make up for the goofball who parked in the Quick Charge spot without using it.

After making a small indentation in the false floor panel in the rear area a couple days ago, I decided to protect the entire cargo area. I bought a workout pad at Big 5 for $19.95 and cut it into shape for my hatch area (with seats folded down). Now I can carry my musical gear without damaging the surface. Besides smelling a little odd, it did a great job.

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Wrapping up this rambling monologue, I had no problem with range–my biggest goal with the Bolt–and enjoyed lots of very pleasant driving all weekend. I  used all three major charging companies in the S.F. Bay Area, and my house, too.

The Bolt EV is turning out to be everything I’d hoped for. My only regret is that I didn’t get around to washing it yet.

 

Fun with the Tesla Model X

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I’ve wanted to spend some quality time with a Tesla for a long while. Sadly, Elon & Company don’t hand out their electronic keys to just anyone, so I didn’t get any significant seat time until my good buddy and colleague Rob K generously lent me his recently acquired bright white Tesla Model X P100D for half a day.

The Model X stands tall and sits wide, making a big impression. The shape is nicely rounded, and while the rear lamps seem almost generic, the nose, with its pert little pout and no grille, is still a little emotionless to me.

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After sending the falcon-wing doors slowly upward and removing the unnecessary child seat from the middle row, Rob attempted to show me the latest holiday Easter egg Tesla provided. Sadly, the car didn’t respond, but I got to see an amazing video of lights flashing and doors wagging on Rob’s phone. Because Tesla can update your software any old time, changes in displays and vehicle functionality can occur regularly. I did learn that Tesla will warn you it’s coming, so you can stop and not drive the car while it’s going on—a safety precaution.

We chatted about the ingenious Matchbox car sized Model X key, which locks, unlocks, opens, or closes the area on the model you touch.

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With a little simple guidance on the controls, Rob sent me off. My goal was to ride through the local curvy roads, and hit the freeway, and head south to my see my other friend, Michael C, with whom I’d have a relaxing lunch. Then I’d take him on a ride so he could sample the X too.

The X feels like a room on wheels, with seemly acres between you and the opposite side door. The surfaces wear real carbon fiber, leather, suede, and high quality plastic. The simple fold of the interior door grip is kind of a Scandinavian Design touch.

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The windshield is humongous, reaching way up overhead. Tinting keeps you from getting fried, but what about sun visors? Tesla folds them in half lengthwise and tucks them up next to the windshield pillar. They attach magnetically. When you need sun protection, you pull it out and position it where the sun is. That may be in the center of the glass in front of you or at some other angle—you decide. It was still a habit to reach for it and be disappointed—but I settled in after a while.

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The controls are not too hard to figure out. The shifter feels familiar in a modern German sedan way. Steering is smooth and assisted, and the electric motor is nearly silent, so moving out at a light is like asking the magic carpet to please hurry along. I noticed aggressive regenerative braking, so that you can essentially do “one pedal” driving. The brake pedal is a nice place to rest your foot when you’re sitting at a light.

Much has been made of Tesla’s enormous 17 -inch capacitive touch screen—sitting there like a huge iPad—but it’s not just a sea of undifferentiated icons. The stuff that fills an ordinary 7- or 8-inch screen becomes the top half of a screen twice that size. The climate controls, looking clean and logical, are arrayed along the bottom. I saw mostly audio settings and the navigation map and instructions sharing the remaining real estate. So, no squinting required. When I requested directions—using voice commands—the system misunderstood the name I gave, but got it right the second time.

When you request a map, it fills the ENTIRE panel, so it’s easy to follow. The narration was completely familiar.

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The combined 532 horsepower from the front and rear electric motors, and awesome 713 lb.-ft. of torque propel the 5,594-pound Model X along like you’re being launched out of a slingshot, and that’s not even including the expensive Ludicrous mode. Car and Driver clocked a 3.3-second zero-to-60 time.

With the electric motor taking up little space up front, the Model X offers a “frunk” to hold some smallish things.

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I decided I’d better visit one of the famous Tesla Superchargers. So, I asked for directions to the nearest one using the voice button. I was directed a few miles away, to the lot at the Computer History Museum. I saw a collection of mixed Teslas parked there, along with something else—a waiting line. Mike, the patient attendant, said that this was one of the busiest Supercharger locations, and lines were normal. I think that some of the more remote locations would be easier to simply pull into. Because I had plenty of charge, I decided that I could wait for next time to sample the charging experience.

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I got a chance to sample the car’s semiautonomous driving skills. It’s stone simple to operate. Just pull the little cruise control stalk twice and a blue steering wheel icon pops up on your screen and the car stays in the center of its lane, follows the curves of the road, and stops safely behind the car ahead.

You’re not supposed to let go of the steering wheel, although you can. But after a few seconds, the perimeter of the instrument panel flashes and a message pops up – Put Your Hands on the Wheel! We’ll be having no lawsuits here, thank you very much. I did ride a few times with my hands on my knees and it felt odd but safe. I’m sure the full autonomy mode will seem like no big deal when it arrives—probably sooner than you think.

When I arrived at my lunch destination, I found a place around the corner and parked. Then, I wondered how I was supposed to turn the car off and lock it. After searching fruitlessly for the “start” button, I phoned Rob. He said, “Just put it in park. When you step out of the car and walk away, the doors will close automatically and the car will lock. Who would have thought of that? It goes against my 47 years of dutifully locking my car every time I leave it. When you walk up to the car, with your key in your pocket, the doors pop open a little, swinging fully open when you draw near.

Those expensive, trouble-prone, but awesome rear falcon-wing doors are fun. I opened and closed them with the door switches. All the doors open and close on their own with just a hum and a gentle electric pull. You could get used to this.

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The big audio half of the panel temped me to sample things I don’t normally listen to. Rob mysteriously didn’t have my favorite—SiriusXM Radio—hooked up, but I touched an icon to hear a podcast about porta potty maintenance and some unfamiliar musical selections on the Tesla Top 20 Music channel.

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The biggest surprise for me was that after a few minutes, I felt relaxed and at home in the Model X. It’s so pleasant and the electronics work so simply and subtly, that I wanted to just park it and hang out, like a relaxing little hotel room. The driving experience, especially in a P100D model, is super brisk, but the exclusive amenities are what make this a six-figure car. See the website for details.

 

 

My Chevy Bolt EV is Finally Here!

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I ordered my Bolt EV on October 11, 2016. Today, January 8, 2017, I picked it up and drove it home in the rain. A little water wasn’t going to stop me from getting my blue baby.

Sometimes, when you get something you’ve been waiting for, there’s a letdown, but today things went fine and turned out exactly as I hoped they would. And thanks to Don Mays and the folks at Boardwalk Chevrolet in Redwood City, it was painless, too, although I was there for over three hours.

It’s a funny story, really. On Friday, I took my 1993 Plymouth van to the junkyard to be crushed for California’s old gas car buyback program. You can read about it here. On the way home, I got a call from Don, my Chevy salesman, letting me know that he wasn’t exactly sure when the Bolt would land at the dealership–but it would be soon. I had been hoping that by finally getting rid of my ancient ride, I’d clear cosmic space in the universe for the Bolt. And–it turned out I was right. At around 4 p.m. Friday I got the call. The truck carrying my car had just arrived (it’s one of those blue ones).

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I knew that Sunday was going to be stormy, but we got up and waited for the phone call. At 11:12 a.m., just after the dealership opened, Don called and said my car was ready for pickup. So off we went–my wife kindly offered to drive me over.

When we arrived, we saw two Kinetic Blue Bolts in front. I checked the window sticker and identified mine. It was on the charger. Apparently, when they brought it over from the service area it had just 90 miles on the battery–not full–but it gathered some more while it sat there waiting for us.

Of course, there’s paperwork to do when you lease a car, but it was easy enough. Interestingly, they ask you to sign an agreement regarding whether to mount a front license plate bracket or not. Apparently this is a big deal to Corvette buyers (who don’t want the holes drilled). I personally expect to wear my plates like the law requires, so I just said, “sure.”

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The lease process was straightforward. They give you a $2,500 “lease cash” payment, and then take off the Federal $7,500 off the lease price (since I’m not the buyer). You can request what you want the monthly payment to be and how much you want to put down to get it. As it turns out, I had planned to put down a substantial cash amount to lower the monthly payment. I ended up giving them $9,000 ($10,000 minus my $1,000 deposit) and ended up with a $335 a month payment, including taxes. Of course, there’s no January payment–it’s included. I’ll be receiving a $2,500 rebate from the State of California (eventually), and I’m getting $1,000 from junking the van, so it’s not as bad as it sounds.

Don brought my dripping wet car into the dealership so we could get pictures (like the one at the top). The car was nicely prepped–shiny and clean. The interior was spotless and with just 3 miles on the odometer. There were even a few pieces of protective plastic still on the door handles. I’ve smelled a lot of new cars as a journalist, but this is the “freshest” of them all so far.

I’m glad I chose the lighter interior. All cars receive the white band across the dash and onto the doors, and white console trim, but mine is light gray on the doors and light gray and white on the leather seats, so it feels bright and airy in there. The other choice is dark gray and light gray. Here’s a cool design element–at night, a blue line outlines the lower dash.

New cars have a lot of electronics in them, and EVs especially require some explanation. I sat in the car while Don showed me some features. While he installed my temporary registration and removed my window sticker, I set up my OnStar account–a GM benefit for safety and turn-by-turn directions, among other things. The SiriusXM radio came right on, as you’d expect.

The Bolt EV has bright, colorful displays in the instrument panel and dash center, so it’s easy to know what’s going on. They put on a little video celebration when you first touch the glowing Start button. Then, the screens appear. They are certainly more interesting to look at than the Ford Sync3 system, which works fine but is more of a monochrome blue. The instrument panel has a large digital speedometer, and the slim typeface is quite stylish.

The steering wheel has some controls on the back, like Chrysler/Fiat products, with volume on the right. You can select audio presets on the left side of the wheel. The front of the right side of the wheel has a set of arrows to make selections from a complex menu of inforation and settings, too.

The back of the left side of the steering wheel contains a paddle to initiate regenerative braking–kind of like putting your foot on the brake. This can add to your range and give your foot a rest.

When the lease process was done, I pulled away, and everything felt right. I cruised along the freeway and through the city of Hayward on my way home. I then took my new car on a couple of errands around town. Nobody noticed it, as far as I can tell, but it was dark and rainy out there.

So, my new Bolt EV is finally parked in my driveway, and my adventure has begun. Stay tuned.

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Flashback: Fiat 500e Video Review from Last Year

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On the eve of the arrival of my long-awaited Chevrolet Bolt EV, here’s the finished version of a video review I did on the Fiat 500e EV last April. Unlike my normal one-week test period, I got a three-month loan of this cute little all-electric car. Thanks again, Scott Brown of Fiat Chrysler Automobiles.

Little did I know when I got my Fiat test car on January 19, 2016 that a year later I’d be starting a new, longer-term EV adventure. But driving this car for three months gave me an appetite for gasoline-free motoring. I named the little blue hatchback Fidelio, and he was a faithful ride.

There are lots of posts on Fidelio on this blog from January through April 2016 to read. Enjoy my wrap-up in this video.

 

Bill Mattos, One of the First Three Bolt Owners

There’s a lot of excitement over Chevrolet’s award-winning new Bolt EV. Chevrolet promised to begin deliveries in December of 2016, and on December 13, in Fremont, California, three lucky customers drove their Bolts home. One of them was Bill Mattos, a retired law enforcement officer, who happens to live right there in town.

It turns out that Bill has been an EV enthusiast for a long time, since he got a rare opportunity to drive GM’s EV1 back in 1999.

“I was taking my Saturn to the dealership and saw this strange-looking car plugged in there,” said Bill. “It was the EV1. They let me drive it and we burned up a lot of electrons. I was blown away.”

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Bill couldn’t buy or lease one—the waiting list was long, and GM notoriously cancelled the EV1 program—but he decided then that as soon as GM offered another EV, he’d be one of the first people to get one.

He got his chance when the diminutive Chevrolet Spark EV came out.

“I really liked the Spark’s acceleration, and it was easy to get in and out of,” Bill said. “But there was the 85-mile range, and while I enjoyed riding in the HOV lane, I sometimes felt a little intimidated by the big cars.”

Bill’s next EV was the larger Chevrolet Volt—a hybrid. He got the second-generation 2016 model. But not long after, he read about the upcoming all-electric Bolt and got excited.

“It sounded like a Spark on steroids,” he said. “I read everything I could find about it.”

And, Bill told the folks at Fremont Chevrolet to let him know immediately when they started taking orders so he could be the first one on the list. And that’s just what they did. On October 2, Bill drove down to Fremont Chevrolet and placed his order.

As it turns out, Fremont Chevrolet is the top EV seller in the Bay Area (and Fremont also happens to be where EV rival Tesla’s plant is located). So, when GM decided to deliver the first three Bolts there, Bill got a call to come on down and pick up his car. The dealership sent a car for him, since he would be driving his Bolt home.

“They had a whole lot of Bolts there, but most were going to other dealers for demo cars,” said Bill. “I originally ordered a silver one, but since I was getting to be first in line, I chose the red one, which included the fast charge port.”

The dignitaries presented Bill with his car, showed him how the features worked, and he was on his way. (Photo courtesy of Fremont Chevrolet. Bill Mattos, left, with Ron Meier, Chevrolet Western Regional Manager.)

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Bill really likes the car so far.

“It feels bigger inside than it looks on the outside, and it’s easy to get in and out of,” he says. “And the acceleration is great, although all EVs have that.”

Bill likes the ergonomics of the new Bolt, and how, with its 238-mile range, he doesn’t have to plug it in every night.

He’s had a few challenges using the new displays, but Bill knows it’s just an initial adjustment—and part of being an EV pioneer.

If you’re in the Fremont area and have a hankering for a new Bolt, contact Kurt Mietz, Fleet and Commercial Specialist, at Fremont Chevrolet. Call 650-766-7777 or email to: kurtm@cacargroup.com.

Chevy Bolt Anticipation

img_6908It’s two days before Christmas (and one before the first night of Chanukah). Anticipation is in the air. But I’ve been in a state of anticipation since October 11, when I ordered my Chevrolet Bolt.

As an auto writer, I’m always driving someone else’s car for an article, but I decided that this car is the one I want for me. I think it will be ideal for my needs–even if I’m only spending part of my time driving it.

What I’m trying to learn now is patience. It’s one thing to walk into a dealership, stroll around the lot, find a car you like, and then sit down and negotiate to drive it home. It’s another thing to order a car you’ve never actually seen or even driven and wait. You hope it’ll be as good as you’ve heard.

I did manage to get down to the San Francisco Auto Show in November and see a Bolt (see photo above). It was, amazingly, the same color I ordered, and I walked around it, talked with people about it, sat in it, got out, sat in it again, and hovered around it for a while.

I also visited a dealership and drove one. I was pleased that the experience behind the wheel (and in the back seat) was as good as I’d hoped. Having the car win awards right out of the chute was encouraging, too, making me feel like I was making the right choice.

The ordering process itself was simple. I went into the dealership and specified what I wanted–color, features, etc. Then, I waited to hear that the order was submitted. Then, I waited to be informed that the factory had received it. After that, it took a while to find out that the factory was preparing to build the car. Then, I learned that it was built but awaiting transport.

Today, I found out that my Bolt is on its way to California on a train. When it arrives here, it’ll go to a distribution center to be checked out before being trucked over the dealership. When it’ll arrive at Boardwalk Chevrolet in Redwood City is uncertain, but my great salesman emailed me today he may be able to track the progress of the train. That should be interesting.

I wish they could show you your car being built at the factory. I wish they put a little camera with a homing device on it, so you could follow its progress. We’re used to tracking our Amazon purchases from the moment it’s shipped to the minute it lands on your doorstep, so what do you say, Chevy?

Am I being obsessive? I still have a schedule of test cars into the middle of January, and am not giving up my column. But this is only the third time I’ve ordered a car–the second one for my own use–and it’s taking longer than I thought.

It’s definitely a team sport. The Chevy Bolt EV Owners Group on Facebook is approaching 1,000 members. I expect not every single person in that group will sign a purchase agreement or lease, but there’s a real groundswell of interest. As a journalist, I’m hoping to put a real public face on this car, and I plan to take it as far as it’ll go.

A few days ago, I ordered my home charger from ChargePoint. I’ll get it installed and ready for when I need it. I’m hoping to open up some space in my garage during the holiday break, but I’m getting a long enough cord that it’ll reach outside too, if necessary.

Meanwhile, on Sunday, my family will open gifts, and we’ll have a great time together. But my real gift is still on its way. The exquisite pain of waiting makes it all the more exciting.

Lucid Air – Enlightened Personal Transportation

lucid_air_2-25percentAs electric cars go, the Tesla, particularly the groundbreaking Model S, is the pinnacle of style and performance. But in its rear-view mirror, here comes some serious competition—the Lucid Air.

If you’ve never heard of Lucid, that’s not a surprise. Even those of us in the car writing business have heard little. The company renamed itself recently, and they’ve been working quietly to produce not just a concept and a plan, but a real car. I saw it yesterday, and rode in a test version, and it’s the real deal.

Per Zak Edson, Lucid’s Director of Marketing, the car world is stagnant today, with a wide variety of choices that don’t provide a complete experience. The Lucid, however, is designed from the start to combine the feel of a luxury car, the performance of a sports car, and the urban maneuverability of a midsize sedan—all in one vehicle.

The Air, Lucid’s sole car at this point, is meant to relate to you, and be a seamless, personal experience. It’s a new kind of car, a segment-breaker, that is Mercedes E-Class sized on the outside for easy maneuverability, S-Class sized inside, and low and sleek like a sports car. It’s a no-compromise proposition, designed to give you back your energy, space, and time.

Inside, rather than presenting you with a large screen like in a Tesla, the Air gives you an update on the familiar instrument panel, but with more. It’s configurable, and it will know what to show you when you need it. So, for example, the left panel gives you controls for starting up, and once underway, displays your ongoing options.

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The best way to communicate with the Air will be with your voice, just as you would with Siri. And as the car learns your routine, it can give you the best routing to your destination, remind you about stops you should make, and basically, act like the computers in Star Trek. The goal is to keep your phone in your pocket and your eyes on the road. The maximum capability with the minimum effort is the aim here—connected, natural, and adaptive.

The Air will debut ready for autonomous driving, but you’ll have a manual mode and a co-pilot intermediate step, where the handsome center portion of the instrument panel will show you what’s happening so you can intervene if it’s necessary. I rode in a test vehicle on a closed track and saw how the car knows where it’s going, turns on its turn signal by itself, and shows you what’s going on.

The view in the instrument panel screen changes depending on whether you’re driving or it’s doing the work. As a driver, you’ll see supplementary information, like a bird’s eye view, but while it’s driving, you’ll see what the car sees.

You can change the look and feel of the screens too. And, there is a flat iPad style panel that angles out down low for detailed views and entering information, as needed. Push a button to retract it. Sweet.

The clean, subtle style of the interior is exemplified in the way the 29 speakers in the high-end audio system are incorporated in, subtly hidden in the panels, without garish or clashing grilles. And there’s active noise cancelling, so in this nearly silent EV, you’ll hear everything the music can provide.

The car looks like a futuristic version of a full-size sedan. Derek Jenkins, the designer, used his talents before at Mazda, a small Japanese company known for its clean, expressive designs. In the Air, Jenkins has produced a vehicle with subtle surface transitions and some surprises.

The nose, for example, uses ten little headlamps on each side. Each tiny rectangle contains 4,820 individual lenses, like an insect’s eye, and each uses a gimbal to move with the car as it turns. They were going for a look different from the “two eyes” we’re accustomed to.

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Below the lighting strips, behind a cover, are the radar, lidar, and cameras needed to permit autonomous driving. And the shape creates a vortex of air to cool the motor components.

Lucid believes that California provides the perfect blend of technical innovation and the spirit and emotion of life there. So, the designers, led by Sue Magnusson, have chosen California-based interior themes, including Lake Tahoe (warm oranges) and Santa Monica (bright, sunny whites), Mojave at night (dark shades) and Santa Cruz.

I got to experience the four themes not only by touching material samples and conversing with friendly Lucid folks, but by sitting in a solitary seat and wearing Virtual Reality goggles. These themes will be knockouts in real life—I got to see Santa Cruz in the debut sample car. The nearly all-glass roof above each theme is astounding, too.

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Part of the vision for the Air is of air travel in an executive jet, blended with clean interior design, like a spacious, relaxing room. In opposition to today’s complex, busy lines, the exterior and interior of the car are elegant and refined. And the rear seat is configurable as a limo-like bench or as a pair of reclining chairs. The chairs lean way back, and from there you can look right up through the nearly all-glass roof. And with the ultra-spacious interior, the dash panel looks a half mile away.

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How did they get S-Class accommodations inside an E-Class body? Super-efficient packaging.

In a fascinating discussion with David Mosely, Director, Powertrain, I learned about the extremely compact motors, one at each end of the car, that are small enough to fit under your arm (although I imagine they’re quite heavy). Positioning them carefully, along with a new compact type of differential and cooling system, allows for front and rear trunks.

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Damian Harty, the Director of Chassis Engineering, gave me a tour through the suspension’s various aluminum pieces, each of which fits carefully around the structural components near it. It’s ingenious, and beautiful, too.

How about performance? The two small motors, plus a carefully configured battery that fits beneath the car, deliver a hearty 600 horsepower, good for a 2.5-second zero-to-60 time. The standard 100 kWh battery should provide 300 miles of range while the optional 130 kWh battery is expected to deliver 400 miles. The battery is not a monolith but a carefully shaped essential element of the car. It’s shaped to allow extra legroom for the very comfortable rear-seat passengers.

Safety? I viewed a rugged looking body structure that uses top grade aluminum and is designed to deform perfectly in a crash. The advanced safety systems should ensure that that happens very rarely, though.

Lucid plans to produce its cars in a new, state-of-the-art factory in Casa Grande, Arizona, set to break ground in the middle of 2017. It’ll be a sprawling facility someday, but the plan is to roll it out in three phases. Then, as more capacity is needed, they’ll just expand to fill the space. That saves a lot of startup cost while leaving room to grow along with future volume. By 2022, it should employ 2,000 workers.

Peter Rawlinson, Lucid’s chief technical officer, designed the Tesla Model S and has worked with Lotus and Jaguar. Rawlinson told me the goal with the Air is to create one exquisite and high-priced model, at around $100,000. However, as costs go down and volume goes up, Lucid will be able to offer versions at closer to $65,000. That’s what Henry Ford with the Model T prices, although the two cars couldn’t be more dissimilar.

The employees I spoke with at Lucid all told me about the close collaboration they enjoyed with each other while developing the Air. Designers and engineers were collocated, for example, so styling and technical design could communicate throughout the process. The Lucid Air itself then, with it’s perfectly coordinated components, reflects the team of 300 people who created it.