Article,Featured,Features,Review

One View Of The Faraday Future Reveal

4 Jan , 2017  

I wanted to write this while my impressions were still fresh because the one thing I felt that I never explicitly said during our special episode was…anger. It made me mad. I felt used. Faraday Future, from here on, FF, used me for a sucker and I had to sit there and take it. Why? Well, let’s talk about it.

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Article,Features,Hypermiling

Pulse and Glide

17 Jul , 2016  

– Tony Schaefer

In this post, I will attempt to provide a simplistic overview of a hypermiling technique known as “Pulse and Glide” (P&G). Before we get started, you need to know that the application and technique for P&G is variable based on many factors such as the car, terrain, traffic, current speed limit, etc. For all those reasons, this will be an overview and not overly detailed. My concern is that if I provided any real details: 1) you would try to apply the details where they don’t fit, and 2) someone will argue the minutia of the details.

How Do You Pulse and Glide?

Many times, I compare hypermiling to riding a bicycle. This works because almost everyone knows how to ride a bike, which makes it a universal reference. Also, you most likely remember how tired you can become if you do not ride efficiently. Though neither you nor your car will get tired, you have to focus on the amount of effort being exerted; the goal is to travel farther with less effort.

The Pulse. Just like riding a bike, the intent of the pulse is to get up to speed. When accelerating from a dead stop, use a brisk acceleration: accelerate quickly but not stomp on the gas. Once you have reached a speed that is, perhaps, a little faster than the speed limit or average traffic speed, let up on the accelerator.

The Glide. Think about riding that bike. Once you have reached a decent speed, it requires only a minimal amount of effort to maintain it. In fact, depending on the situation, you might be able to coast for a long distance before needing to pedal again. In exactly the same way, the point of the glide is to “stop pedaling”.

The first and second generation Prius were exceptionally good at gliding because they had a “dead band”. This dead band is a spot in which there would be no power coming from the engine or batteries to drive the wheels and also no regeneration from the wheels to the batteries. A practiced driver could work the accelerator into that dead band and let the car roll.

Unfortunately, this type of “free wheeling” is nearly impossible in almost all modern hybrids. And so it is with modern hybrids that the glide is an attempt to reduce the energy flow to a point as low as possible.

Pulse Again. As you can imagine, after coasting for a while, you will start to slow down. Once you’ve slowed to a speed you are no longer comfortable with, pulse again. Unlike the dead-stop pulse, this time you want to use just enough acceleration to get back up to speed. Just like riding that bike, it’s not a sprint back up to speed but rather just enough.

And then you glide again. Then pulse, then glide, repeat.

Why Does it Work?

The concept is simple: the entire intent of P&G is to glide more than you pulse. The following image provides a sort-of representation starting from a dead stop, accelerating up slightly above the desired speed, gliding, pulsing, and then gliding again. As you can imagine, the farther you can glide the better. The black line in the following image might represent the average traffic flow, the speed limit, or simply the speed you want to average. Your situations will vary.

Pulse and Glide Image

It works because gliding is essentially free. It’s the pulsing that costs you. Therefore, rather than paying to constantly maintain a steady speed, you allow your speed to vary. The trick comes in making sure the pulsing uses less effort than would otherwise be used maintaining a steady speed.

Situational Considerations

  • As with all hypermiling techniques, obey all posted traffic signs and do not impede the flow of traffic for your selfish desires.
  • If you have rolling hills, that is awesome. Pulse up the hill and glide down the other side. They key is being able to gauge the most efficient time to transition from pulse to glide and vice versa.
  • One hypermiler told the funny story of being pulled over because the policemen observed he was “incapable of maintaining a steady speed” and assumed he was drunk. I didn’t say it was funny for him. He said that once he explained what he was doing, the policemen didn’t bother writing a ticket.
  • If you see a stoplight up ahead, consider modifying your pulse and glide timings to either glide into the stop or pulse a little faster to ensure catching the green light.

 

 

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What Drives Us episode

2013 Ford Fusion Energi Plug-in Hybrid

4 Jun , 2016  

– Tony Schaefer

Special Note: I drove the Ford Fusion Energi during a particularly cold December week in order to test its cold-weather performance. Taking exterior pictures in sub-freezing temperatures is not pleasurable. For that reason, there are not many personal pictures accompanying this article.

2013 Ford Fusion Energi

I have to admit I was really looking forward to driving this car. My wife owns a 2010 Fusion Hybrid and really likes it. I wanted to see this new generation of Fusion and experience how Ford has incorporated the plug-in technology. After all, this might be my wife’s next car.

Simply driving the car wasn’t enough. I wanted to test it. Hybrid drivers know their car will return the best mileage in warm months. Every plug-in manufacturer promotes the mileage earned by a fully charged vehicle. What I wanted to do was see how well the Fusion Energi would perform during a Chicago December being plugged in only sporadically. By capturing a snapshot of how the Energi performs during difficult situations, I hope to get a sense of how good it can be during the best of situations. Additionally, I hope to get the car again during the summer months for a true comparison.

Exterior

Fusion Energi GrillComing from the 2010 to the 2013 is a huge change in terms of the exterior. Parked side-by-side, you would have difficulty identifying them as versions of the same vehicle. Gone is the high-chrome grill and in its pace is the large open grill that has become Ford’s standard. I know there are many people who liken it to high-end luxury cars and they praise the aggressiveness. I’m not blind; I see it. It’s just not my cup of tea.

Having said that, the leading edge of all Fusion models does indeed take an aggressive stance. In darker colors, the combination of the grill and headlights presents a frowning, angry profile.

This front-end extends beyond he front wheels more than I anticipated. Couple this with the hood slanting down away from the driver and I had very little idea where the front of the car actually was at any point. Parking was a fun game of trying to pull into a spot without curbing out.

All-in-all, except for that front-end, I can’t help but to describe the Fusion styling as under-toned. Ford keeps with minor details and only a few accent lines. Ford has an established history with established models; there is little need for them to go out of their way to make their vehicles flashy and showy. They keep the Fusion clean and in doing so keep it classy in my opinion.

J17721Of course, the easiest way to identify the Fusion Energi is the plug port just forward of the driver’s door. From some angles, it’s easy to miss. This port is covered with a round door that swings open when pushed. It’s lined with an LED ring. When unplugged, there is nothing very interesting about it. When plugged in, however, the ring pulses and provides a visual indication of the battery’s state of charge by illuminating a growing portion of the ring until it’s fully charged/illuminated. That’s a nice touch and avoids the need to power up the car to check charge level.

Interior

2013 Ford Fusion Energi Titanium DashboardLike the previous hybrid iteration, the 2013 Fusion Energi dashboard has an analog speedometer flanked by two full-color LCD computer screens. This is, by far, one of my favorite features with the Fusion vehicles. Rather than dedicate space to single-purpose gauges, Ford has computerized the displays so you can decide which gauge to display. The car I drove was the SE model, not the highest-tier Titanium. For this reason, I feel that my displays and options were limited. At least I hope so because our 2010 Fusion Hybrid had better displays than the 2013 Energi I test drove.

The driver controls the display of the dashboard screens with arrows mounted on the steering wheel. There are two sets of arrow buttons: right thumb for the right side and left thumb for the left side. For the most part, using these buttons with your thumb is okay. Unfortunately, the [up] button is curved around the top of the steering wheel post making it almost physically impossible to easily push with your thumb without adjusting your grip on the steering wheel. Even once you get comfortable with the arrow buttons, changing the screens can be a navigational nightmare. After a while, I came to know where the screens were located in the maze of levels and sub-levels. It made me wonder whether you’re supposed to simply pick a screen and stick with it. Switching is certainly discouraged. I found the audio entertainment navigation on the right side much easier to navigate than the vehicle information displays.

2013 Ford Fusion Energi Steering WheelEasier to reach are the cruise control buttons on the left and phone controls, voice controls, and volume controls on the right. The greater scheme of the layout becomes apparent when you consider the left side of the dash is vehicle information and the left side of the steering wheel is car-related. The right side of the dash is infotainment and the right side of the steering wheel controls media. Once you get it, you get it.

The dashboard coloring is very easy on the eyes. Ford has employed shades of red and blue to create a nice, strain-free ambience. To offset the cool, relaxing hues, there is a “Ready” indicator, which lets the driver know the car is started and ready to be driven. If the overall dashboard can be described as relaxing, the “Ready” light, by comparison, can be described as “highlighter-green LED shone directly into your eye.” I can understand the need for a “Ready” light since powering on the car rarely includes starting the engine. However, once the car is shifted into Reverse or Drive, the “Ready” light becomes moot. Ford is not alone in the “Ready” indicator, of course, but it is the only car I’ve driven that left a blind spot on my retina.

2013 Ford Fusion Energi Capacitance ButtonsMy first impression of the overall cockpit and center console was underwhelming, but not in a bad way. The lines are clean and capacitance buttons replace most of the conventional air conditioning buttons and knobs. This means they use the electrical capacitance of your fingers to trigger the buttons. When you remove the push buttons and dials found in most cars, you are rewarded with a cockpit that is clean and sleek.

A word about capacitance buttons. These function on essentially the same principle as smart phones in that the small electrical current in your finger closes the circuit and activates the button. The idea of capacitance buttons in a vehicle was clearly conceived in warmer climates. One morning, it was 8°F. The car had been sitting outside all night. After knocking the fresh snow off the car all I wanted was warm air and heated seats. But what really warmed my heart was taking solace in the mental image of a Ford executive somewhere outside Dearborn, Michigan, being forced to remove his gloves – just like I had to – in order to use the buttons that heat his car.

And don’t even try to tell me about those gloves with the special fingertips so you can use your cell phone. I shouldn’t have to buy new gloves just to heat my car. I was 8°. A couple months later, it was -12° with a wind chill of -40° and I’m scraping ice off the windshield. That’s not special capacitance glove weather; that’s hockey glove weather.

Once engaged, the cabin heats quickly and efficiently. I base the heating of the cabin on a couple things: when I can remove my gloves (voluntarily) and when the engine will shut off. These factors tell me that the cabin is warm, the engine is warm, and the A/C is no longer drawing huge amounts of heat off the engine. In the Fusion Energi, I had reached both qualifications within about a mile and perhaps ten minutes. Granted, when you’re sitting in a cold car, this seems like a long time but it’s faster than other cars I’ve tested. Heated seats, as always, help.

I tend to adjust the dashboard illumination quite a bit based on natural lighting. I bump it up during the day and tone it down in the evening. Rather than a rheostatic wheel seen in other cars, the Fusion Energi uses up and down arrows to allow specific stepped adjustments. I personally prefer this; it just feels more precise.

In my wife’s 2010 Fusion Hybrid, the headlights do not automatically turn off when the car is powered off and locked. Rather, it reminds the driver to turn them off with a series of chimes. I normally admit when I am being petty but in this case, how hard is it for the car to know that it is parked and powered off? For the cost of the Fusion Energi, in the 21st century, headlights that turn themselves off should be standard.

The headlights controls themselves left me a little baffled. Employing a dash-mounted dial to the left of the steering wheel, I found it neither easy to see, reach, or understand. I am one of those drivers who uses the headlights as a communication method with other drivers. On one commute, I wanted to blink my lights to indicate that I would yield right-of-way to a car wishing to turn in front of me. This requires only a twist of the stalk in my current car; in the Fusion Energi I couldn’t figure it out and ended up snubbing the poor guy.

Under the center console, Ford has taken advantage of a dead spot by building in a storage cubby. Due to its height, location, and depth, I found it considerably easier to put things into this cubby than to fish them out again. One little gem was the cigarette lighter power plug which could be used as a phone charger.

In the center armrest console, Ford has fitted 2 USB ports, audio/video ports, a cigarette lighter power port, a pen holder(!), holder for business cards, and removable tray. Fortunately, Ford redesigned this area: it’s oddly oriented and nearly impossible to access the USB in the 2010 Fusion Hybrid; in the 2013, the ease of access is impressive. Topping it off is the cord minder and the ability to close the armrest without pinching the cords.

2013 Ford Fusion Energi Aux AudioI plugged my phone into the USB to see if it could access my playlists. Within a few seconds of plugging in, the active playlist started playing though the stereo system. This is as expected, of course, but some cars do not play well with Apple’s iOS 7. The phone quickly appeared as a media source on the central screen and all steering wheel controls were active. It started indexing my phone for the voice-activated commands.

I’ll finish my interior review with a feature I hadn’t seen in a while: individual driver presets. Once you find the seat position and side mirror combination that works for you, push and hold one of the buttons to program it. Up to three presets can be stored allowing multiple drivers to have the car return to their perfect settings the next time they get in. Or you could do what I did: program one of the buttons to move the seat to a position that makes it easier for you to get in and out.

Drivability

So many times people ask me about the differences of driving a hybrid versus a conventional car. No doubt a plug-in hybrid would make their heads spin. Rest assured, the accelerator is still on the right, the brake is still on the left, and the steering wheel still makes the car change direction.

One thing I noticed immediately was the amount of engine noise. I’m familiar with continuously variable transmission (CVT) systems generating high RPMs and sounding like they are working harder than they actually are. All that is not new to me. What surprised me was the volume at which the Fusion Energi engine came in and operated. Though it was hard to feel the transition from EV to engine, there was no mistaking the sound when the transition occurred. Case in point: I was near the front of a line of waiting cars being held by a construction flagman. When he waved for us to start moving, the Fusion Energi spun up and the flagman gave me a look as though I was intentionally revving the engine.

Engine noise aside, I did enjoy the overall drive. There were two separate snow storms during my time with the car. At no time did I feel concerned or unsafe. The Fusion handled very well in deep and falling snow. It was extremely capable in turns on slippery roads. My wife was not too pleased with the flashing traction control light on the dash, but that’s how you know it’s working. And work it did.

(OK, I admit that I was playing around and testing the traction control. Don’t tell my wife.)

The Fusion Energi has a push-button parking brake. It’s just a sign of the times, I know. But there’s just something about yanking that hand brake or stomping the foot brake that really lets you know it’s engaged. Pushing a button seemed too removed from the process. The same could be said for push-button start, I’m sure. No doubt we’ll see this in more and more cars in the near future.

The car I drove didn’t have a HomeLink button allowing the driver to program the garage door code into the car. Something like this eliminates the need for a separate and bulky garage door opener. As I said before, I didn’t have the top-of-the-line Fusion Energi but my wife has the top-end 2010 Fusion Hybrid and her car doesn’t have HomeLink either. Is this a Ford thing? Are they convinced people would rather have an ugly garage door opener hanging from their visor? Respectfully, I disagree.

Hybridability

As expected, getting excellent mileage in a plug-in while it’s running on electricity is easy. I don’t have the tech to calculate the amount of energy consumed to convert grid power to wheel power so I can’t speak to the MPGe. Some people might be a little disappointed in that; this makes it easier to identify the people who worry too much.

As I mentioned previously, I didn’t want to take advantage of fully recharging every night. I didn’t want to start each day with a full pack. What I wanted was to get an impression of how the Fusion Energi would perform for those people who only get to charge intermittently. To that end, I plugged in only two of the six nights. Also, it was Chicago in December. It was cold. I only parked in the garage on those nights I charged the batteries. Most mornings, the car was starting cold with a fully discharged battery in below-freezing temperatures.

First, I want to talk about charging. Ford uses what they call “My GO Time” scheduled charging. This is amazing! Not only can you schedule when to charge the batteries, you can tell the car to preheat the cabin to a preset temperature. Let’s discuss each of those components. There is ongoing debate whether it’s best to charge the car as soon as you get home or right before you drive it. Using “My GO Time”, the Fusion Energi will start charging when it needs to in order to be ready when you need it. Thus, it uses the ‘right before you need it’ philosophy. Also, preheating the cabin while the car is plugged in not only saves you from sitting in a cold car; it saves you from having to run the engine to generate heat. It’s part creature feature and part efficiency. One last thing about this: one morning I was running about ten minutes late. The heater was still engaged maintaining the designated temperature. I was in love.

2013 Ford Fusion Energi Included PlugThe Fusion Energi uses the standard J-1772 plug and comes with a 25-foot cord. I was concerned that it might not be long enough but it was fine. Even though the placement of my garage’s plug was nowhere near where the car’s plug port is, there was plenty of cord to spare. One point Ford stresses: Do Not Use An Extension Cord! This point is stressed repeatedly just about everywhere there’s a mention of plugging in the car. Just don’t do it. Most of the time, the car will be plugged in unsupervised; you won’t be there if the extension cord fails; you won’t know until your garage is burning down. Just don’t do it.

Driving the Fusion Energi, the car rolls surprisingly well. Why am I surprised? Because you can normally tell when a car is using regenerative braking or just capturing energy from spinning the wheels. There is usually a feeling of drag when you take your foot off the accelerator. The display screen indicated that regeneration was taking place, but I couldn’t tell which made me wonder just how much energy was being captured.

fusion_energi_EV_ButtonWhen I wanted to use the EV button, I found it awkward to reach. It’s located to the right and of the center-console shifter. In other words, exactly opposite the driver. It’s as though it’s hiding behind the shifter and my morning mug of coffee. Seriously, it’s inconvenient enough to be discouraged. I can understand that it’s not a good idea to overuse the EV button for multiple reasons, but this placement just felt like an afterthought. As though someone at the last minute realized they didn’t have a location for the EV button. Finally, someone said, let’s make it easier for the passenger to use than the driver. On the grand scheme of things, though, if this is what I’m complaining about, I’m just whining.

You might be wondering why I was reaching for the EV button so much anyway. Well, the Fusion Energi just didn’t seem to use EV Mode very aggressively on its own for my taste. I’m willing to conceded that this might be weather and temperature related, but I know my route and I know where a hybrid should be able to shut off the engine. Including my wife’s 2010 Fusion Hybrid. After a couple days, I realized the Energi just wasn’t going to shut it off so I took matters into my own hands. This is where I want to drive this car again in the summer to see if the lack of EV was indeed temperature related along with my desire to heat the cabin.

The gauges I used the most were the ones that showed the amount of demand I was placing on the car versus the amount of demand it could support before disengaging EV mode. Using this gauge, I could adjust pedal pressure to stay in EV mode as long as possible to minimize the use of the gasoline engine. The same gauge provided real-time MPG results. In a nice touch, Ford has the battery charge level nestled up next to the gas level in an unassuming manner. Simple arrows point up when charge is being added to the battery and down when charge is consumed. I’m guessing the average driver isn’t going to dwell on the battery state of charge as much as I do and this minimalistic approach provides information without over-exaggerating its importance.

2013 Ford Fusion Energi Dash - Collage

These displays are easy to read and very informative. I feel as though they provided the right blend of information for me to really work the car for maximum mileage. Speaking of which, let’s look at the numbers.

I’m going to be throwing around mileage numbers so keep in mind that the 2013 Fusion Energi is rated at 44mpg city and 41mpg highway for a combined 43mpg.

The average temperature on my morning commutes was about 16.5°. I did not shy away from using the heater and the heated seats. On the mornings when I started with a fully-charged pack, I achieved 180.2 mpg at 14° and 81.5 mpg at 8°. The difference between the two drives was the route: one is slightly longer but more conducive to hypermiling; the other is highway almost the whole way. On the mornings when the car sat outside and started with a dead plug-in battery, I averaged 38.4 mpg. Considering the circumstances, I consider this a commendable mileage number representing manageable drop in mileage. Shoot, I know Prius owners who see sub-40 mpg in the winter.

Ford claims the Fusion Energi should be able to travel up to 21 miles on a fully-charged pack. Perhaps it was the temperature, but the farthest I was able to travel on plug-in charge was 14.4 miles. I expected a hit to the range; it’s very well documented that every battery pack loses performance in cold temps. But from 21 miles to 14 miles is a 33% drop. That’s rather significant, in my opinion.

The evening commutes were usually warmer than the mornings though twice it was snowing and one evening I was hurried. Because my morning commute is far enough to completely drain the plug-in charge, my evening commute was always just as a normal hybrid. Five commutes, averaging 15.5°, gave me an average 38.3 mpg. This is just slightly less than my morning commutes but due to terrain, I see this in my own car and am not surprised.

For the entire week, my average mpg was 42.2, elevated by those two days when I fully charged. Let’s pretend I charged every night and averaged 130 mpg every morning (the average of 180 and 81). Perhaps I could expect to see close to 170 mpg. This should be above 200 mpg in the summer months. I shouldn’t have to tell you how excited I would be to see those numbers.

Familability

The Fusion, in my opinion, is a really good family sedan. I’m not just talking about the Energi; I’m talking about the Fusion in general. Ford has had many years to get the dimensions correct and, as far as I’m concerned, they’ve done a good job.

You can easily fit a family of four; each person gets their own cup holder. There are two in the front and two in the back. All are located in the center of their respective rows making for easy reach for all. Additionally, each of the four doors has a bottle holder built in. The placement of the cup and bottle holders keeps them within reach but also out of the way.

It seemed to me as though the back seats were just a bit stiff. It would be fine for hauling some coworkers to lunch, but as a kid I wouldn’t want to sit back there for a long drive. I drive to my folk’s home a few times a year: 375 miles each way. The kids are only as well mannered as their butts are comfortable.

The general slant of the back half of the roof seems to encroach on headroom in the back. I’m 5’9” and my hair was lightly brushing against the ceiling.

And then there’s the trunk. Let’s put it this way: the trunk comes preloaded with a 7.6 kW battery. That’s my best effort at putting a positive spin on it. Seriously though, it’s a plug-in hybrid. The battery has to go somewhere. Every plug-in hybrid makes the same – or similar – trade-off. There’s no getting around it. The Fusion Energi is no different. So, in my opinion, to complain about the battery encroaching into the trunk is just silly. If it bothers you that much, just buy the Fusion Hybrid.

Bags in the Trunk - 500I found that the trunk has room for five paper shopping bags. Maybe six if you cram. It measures 39” wide, only 13” deep, and 20” tall. Officially, the trunk is around 8 cubic feet. This is about half that of the regular Fusion. If trunk space is your biggest concern, due to kids activities, golf outings, tailgating, etc., then you might not have much luck here. The battery shape makes for some interesting trunk dimensions including a “shelf” on top of the battery that is 7” tall and 18” deep.

The 12-volt battery is located in a cubby just to the side of the trunk. I’ve seen this in other cars and assumed there’s a jump point under the hood. If this is new to you, it simply means there is a terminal under the hood that you can use with jumper cables and it’s as though you were connected to the 12v directly. Unfortunately, I couldn’t find the button or lever to pop the hood so I never found out. Seriously. I searched for several minutes in all the expected places then I searched in oddball places. Then I looked for the manual in the glove box but there wasn’t one.

Overall Conclusion

There is no denying that I honestly enjoyed driving the Fusion Energi. It seems to have an easy grace and comfort level that is difficult to explain. The exterior is well designed but also seems understated. With such an established line, the Fusion doesn’t really have to try very hard to be taken seriously in the marketplace.

The layout of the dash is very well thought out. The placement of the displays clearly follows a well thought out, logical design approach. This makes it easy to find what you’re looking for without taking your eyes off the road to search for it. The red and blue hues of the displays are easy on the eyes. My only critiques can be on the placement of some buttons and switches. No doubt, once you get accustomed to them it’s no longer a problem.

My cold-weather testing revealed that the Fusion Energi is capable of pretty good mileage even in relatively difficult situations. Without plugging in and charging the batteries, I achieved a respectable mileage of 38.4 mpg. This is what my wife averages in her 2010 Fusion Hybrid in good weather. I’m anxious to see how the Fusion performs in the summer. I predict I could come close to 50 mpg with minimal effort. But, of course, the power of the plug-in is the 21 miles of EV, which should stretch your gas money substantially. Depending on your situation, 21 miles might get you through a whole day.

Fitting a family of four into the Fusion Energi is a snap. The kids will be comfortable in the back except, perhaps, on long trips where I feel the seats might be a bit too stiff. Taller back seat occupants might get claustrophobic when their heads hit the ceiling. Half of the trunk is dedicated to housing the plug-in battery, which severely limits the amount of stuff you can fit back there.

Let’s say you have a minivan or some other vehicle for long road trips and hauling the kids’ soccer gear and whatnot. The Fusion Energi is a very nice and comfortable daily commuter car. Using “My GO Time” you can start every morning with a full battery and a conditioned cabin. With 21 miles of EV and decent pure hybrid mileage, my conclusion is simple: there’s a very high probability this will be my wife’s next car.

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Chicago Auto Show,Features

Tony at the 2016 Chicago Auto Show

12 Feb , 2016  

First stop: Toyota display.  That’s an easy one since they are front and center with something like 46,000 sqft of space.  New Prius on display.  Shocker, right?

Checked out the “Back to the Future” Marai fuel cell vehicle.  It’s “Back to the Future because of the gull-wing doors.  They say it’s a fuel cell vehicle but there’s clearly a Mr Fussion in the rear.  So which is it, Toyota?  Actually, I suppose it doesn’t matter because they are both equally as likely to work as a car fuel system.

Just took a ride-along in the new Rav4 Hybrid.  Very, very slick indeed.  All-time All-Wheel Drive.  Electric motor in the front and one in the back.  My favorite feature is the all-around camera.  Not only does it provide a bird’s eye view as though you are looking down at the vehicle from about ten feet in the air, it can perform a panoramic fly-around.  Really neat feature.  Perhaps this will eliminate really bad parking.  Doubt it.

Also on display at Toyota is the I-Road, the three-wheel personal transport.  The two front wheels hinge up and down as you lean into corners.  The third wheels is centered in the rear.  It certainly looks like it would be a lot of fun to drive, with the footprint of a motorcycle, and certainly protects you from the weather.  However, I’m not convinced it or the driver would fair very well in a collision with an actual vehicle.

Even more extreme is the FV2.  Two very large exposed side wheels and one large wheel centered in the rear.  There’s a smaller wheel in the front, as though Toyota’s trying to hide that one.  This is clearly a show-piece meant merely to get people to the Toyota display.  There is no part of this ‘vehicle’ that seems practical.

On to BMW.  Only two cars here interest me: i3 and i8.  Every time I see the i3 I like a little more.  It’s relatively unassuming and cute in its own way.  The suicide doors make entry and exiting very easy into the rear seats.  As luck would have it, when I was checking it out, there were sone who had never seen it.  I spied on their conversations and was pleased to hear that they were impressed by its overall appeal.  Dare I say that this car would cause them to consider an EV?  Oh yeah, I dare.

Then, of course, there’s the i8.  There’s nothing I could add to the wealth of articles already written about it.  It’s turned off and simply for show.  Getting into it is interesting due to its low-slung seats.  Getting out is not for the feint of heart.  The gull-wing doors, though, are really neat.  Certainly, this is a car you drive because you want to be seen driving that car.

Next Stop: Lexus.  I asked about the hybrid line-up and was provided the standard line of six hybrids in the Lexus fleet.  When I asked which ones were here, I was pointed to a CT200h and one SUV hybrid.  Then the other four hybrids were mentioned followed with “we didn’t bring that one.”  I consider the CT200h my fall-back vehicle in the event that I didn’t like the new Prius.  Yeah, I know, tough problem to have.  But sitting here, in this 200h, I have to say that I might be falling out of love with it.  I find the seats relatively stiff and the entire cockpit sort of cold.  Functional, very functional, but not much that makes me happy  to sit here.  Perhaps it’s the model they have on show here, but I would not like this one as my daily driver.

At Cheverolet.  2nd generation Volt has a lot of gawkers and, I must say, it deserves them.  There are certainly some refinements from the previous generation and that makes for a much improved driver and passenger experience.  One of my major turn-offs of the first Volt was the steering wheel which I thought felt a little cheap for the car.  Though the cabin is nice, it strikes me a little too Grand Prix-ish.  Gray plastic.  Soft, gray plastic, but still that 1980s plastic.  All of it: plastic.  And gray.  No doubt it probably comes in other colors and maybe even nicer finishes but this is the car show; pull out all the stops.  I hate to think this is as refined as it comes.  On the up note, of all the gawkers huddled around the car, I didn’t hear a single disparaging comment.  SOme liked the heated seats and heated steering wheel.  Some liked the overall look and comfort of the seats.  Only a few, though, remarked how cool it was to see an America company championing a plug-in vehicle.  Whatever it takes to get them into a plug-in is just fine with me.

The pre-production Bolt on display is not to be sat in.  At least that’s what the lady said as she shooed us out of the car and we scurried like pigoens in the park.  Actually, I think it was more like a herd of cats who had just been caught doing something we weren’t supposed to.  Back to the Bolt: I could really see myself in that car.  It’s got a nice profile, a good size, and is very comfortable to sit in (oops).  The BOlt will be manufactured in Detroit with LG batteries being imported.  Those batteries will deliver 200 miles of range per full charge.  Someone commented that with 200 miles it seels like it’s limited to being ‘a city car’.  How big is your city?  But yeah, it’s not for driving coast to coast but around town, you only need to plug it in every 3rd, 4th, or maybe 5th day.  And that’s not bad.  At some point, inductive charging for vehicles will become more readily available and you won’t even need to plug it in.  One can dream.

I’m not a minivan guy but there are many families that need a minivan for their kids and stuff.  To that end, I checked out the Chrysler Pacifica plug-in range-extended Hybrid.  Like the Bolt, no one is allowed inside. Unlike the Bold, they made made their point by making it inaccessible.  Talking with the representative, I learned that the Pacifica is expected to cover up to 30 miles on a full charge.  Add a full tank of gas, and you’re expected to travel up to 530 miles.  The hybrid has all the same features as the ICE version, except the stow-and-go seats because the floor is full of batteries.  The big idea here is that all those minivans idling in front of the school can be replaced with a minivan that’s just sitting there on battery power and not polluting the kids’ air.  The conventionally version of the Pacifica is due to deliver in the summer; the hybrid in the latter part of the year.

Quite possibly the meanest thing you could do at an auto show is to get lunch and eat it in front of the “product representatives”.  And no, I didn’t do it; I just happened to think of it.

The Ford C-Max remains mostly unchanged from last year.  The C-max body style is nice for a smallish family with a few things to haul.  The hatch back is easy to access and makes for a huge opening for loading and unloading.  The rear seats fold flat and there is tons of space for hauling things.  The hybrid is rated at 40mpg combined.  The Energi (plug-in hybrid) is expected to see 20 miles of full electric before switching over to the gas online engine for a total of 550 miles per tank.  While 20 miles is fine for haunting around town, I have to wonder if it’s enough anymore with other, higher mile, options coming to market.

And let’s not forget the Nissan Leaf.  Quite possibly the most famous EV.  Well, Pre-Tesla, that is.  Certain, the top-selling, consumer-priced EV.  Thanks to a model refresh, the Leaf’s batteries grew from 24kWh to 30kWh.  This 20% increase promises to boost the range from 84 miles to an estimated 107.  Inside, the new Leaf got updated software and new internal lighting touches.  Upper models feature a solar panel on the rear spoiler that trickle charges the 12v battery.  Nissan is extremely proud of the fact that the car and the batteries are both manufactured in Nashville.  There is no doubt the Leaf is another car that is high on my list.

Well, that’s it.  It’s 2:00 and apparently the floor closes at 2:00.  At least that’s what the “muscle” is saying as they shuffle me out.  So it was a six hour day for me from 8:00am to 2:00pm.  I got to see all the things I wanted but am sure there are some things I missed.

Tune in to next week’s podcast to hear a little more about my experience.  Also, Mark is at the Toronto Auto Show.  Might just be an all car show show next week.  ‘Til then, I’m signing out.

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audio and video,What Drives Us episode

#153 Picking On Evan

19 Aug , 2015   Video

Two minutes news links:

 

Portland airport installs 42 EV chargers

http://buff.ly/1EBdsfM

 

Tesla industrial batteries to help reduce power costs to Escondido high schools

http://insideevs.com/tesla-power-escondido-schools/

 

Sexy Tesla charging robot arm

https://youtu.be/uMM0lRfX6YI

 

Tesla says, “we didn’t mean ‘unlimited'”

http://www.greencarreports.com/news/1099608_tesla-letter-to-rein-in-local-supercharger-use-goes-wrong

 

Where does your energy come from visualizations

http://www.vox.com/2015/7/29/9066685/coal-oil-solar-maps

 

my 2M, University of Waterloo students create autonomous vehicle for campus use

http://kitchener.ctvnews.ca/video?clipId=683180

 

This week in the news…

Mea culpa culpa culpa grande with a nice slice of humble pie…maybe

http://www.macrumors.com/2015/08/14/apple-car-test-track-discussions/

WSJ says Apple’s CarPlay is on the right track

http://www.wsj.com/articles/apple-carplay-review-siris-finally-on-the-right-road-1439920604

Leaf 2.0 more miles

http://www.greencarreports.com/news/1099610_2016-nissan-leafs-two-batteries-84-miles-base-110-miles-for-top-trims-dealer-says

We’re seeing more and more of the Model X

http://www.greencarreports.com/news/1099639_tesla-model-x-prepped-for-delivery-spyshots-and-video

Fourth generation Prius makes it’s debut on 9/8 and we’ll be there

http://priuschat.com/threads/2016-gen-4-prius-reveal-set-for-september-8th.156952/

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audio and video,What Drives Us episode

#149 Observing Korea

22 Jul , 2015   Video

This week Evan, Tony, Patrick and Russell discuss…

Next gen PiP to have 30-35 miles of EV range, according to an anonymous source
http://www.greencarreports.com/news/1099222_next-toyota-prius-plug-in-hybrid-to-have-30-to-35-miles-of-range-source

Toyota starts taking Mirai orders, unicorns everywhere cower in fear
http://www.hollywoodreporter.com/news/mirai-hydrogen-car-arrive-october-809923

Craig Scott, national alternative fuel vehicle manager at Toyota, “With batteries there is a fundamental science problem that we don’t know how to solve.”
http://www.forbes.com/sites/brookecrothers/2015/07/20/toyota-on-mirai-vs-tesla-battery-electric-vehicles-have-fundamental-physics-problem/

Toyota recalls 625,000 Priuses globally (109,000 in the US)
http://indiatoday.intoday.in/story/toyota-recalls-625000-hybrids-vehicles-worldwide/1/452126.html

Apple hires Doug Betts formerly of Chrysler
http://www.theverge.com/2015/7/20/9007149/apple-hires-car-executive-doug-betts-chrysler

This week’s Tesla killer
http://www.manufacturingglobal.com/lean/502/Should-Tesla-be-running-scared-Faraday-Future-is-the-new-kid-on-the-block

Depends on how you define “hybrid”
http://www.koreaobserver.com/hyundai-kia-rank-3rd-in-2014-global-hybrid-car-sales-39306/

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audio and video,What Drives Us episode

#144 Pop Culture Invasion

17 Jun , 2015   Video

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audio and video,What Drives Us episode

#140 Power Trio

21 May , 2015   Video

This week Danny and Russell tackle the topics with the help of Patrick Connor.

It’s 2005 all over again, the return of the “does it make sense” math as applied only to alt cars…(Thanks Evan)
http://www.edmunds.com/about/press/hybrid-and-electric-vehicles-struggle-to-maintain-owner-loyalty-reports-edmundscom.html

Democratic state Rep. Senfronia Thompson criticized the company by saying that “it would have been wiser if Mr. Tesla had sat down with the car dealers first.”
http://fortune.com/2015/05/18/tesla-texas/
And then there’s this…
http://www.greencarreports.com/news/1098276_ftc-calls-michigans-tesla-ban-protectionism-for-dealers

Why you should never read TIME, calling this link bait is being far too nice
http://time.com/3882476/tesla-consumer-reports/

repurposing versus recycling
http://www.greencarreports.com/news/1098326_used-toyota-hybrid-batteries-repurposed-at-yellowstone-national-park

And this, soon to be available through the Prius Chat Shop…

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