Some workplaces provide charging, as well. The ideal place to charge your EV is at home, but some people live in apartments. Although the charging networks are expanding, this uncertainty can create “range anxiety,” although most people hardly ever drive more than about 40 miles a day, and modern EVs feature more than 200 miles of range. EVs take longer to charge, and there are fewer places to charge them today than there are gas stations. Some of the materials for today’s EV batteries must be mined, sometimes in dangerous and unsustainable ways. Some companies, including GM, are working to use renewable energy in their vehicle production. Electric motors deliver all of their torque the moment they are working, so acceleration is amazing, and the low center of gravity from the battery pack helps them handle well.Įlectric drivetrains contain a lot fewer parts, so there is much less to go wrong, and routine service is minimal (forget oil changes, tune-ups, radiator flushes, and even brake pad replacement thanks to regenerative braking).ĮVs have no tailpipe emissions, but are not 100 percent clean, of course, because like all cars, their production uses energy from various sources. Many countries (and even some states) are passing legislation to support the phasing out of gasoline-powered cars in the next 10-15 years.Įlectric cars have a lot to offer. Today, major companies, including GM, Ford, Volkswagen, Hyundai/Kia, and Mercedes-Benz, are proudly announcing their upcoming models (while continuing to sell lots of internal combustion vehicles).ĮV sales, juiced by Tesla’s success, are increasing every year, but still represent a small percentage of the market. The first mainstream EVs in the U.S appeared a decade ago, as the all-electric Nissan LEAF and the Chevrolet Volt plug-in hybrid. This post talks about electric cars, the climate crisis, and actions we all can take to help solve it, including driving electric vehicles (EVs).Ī Quick EV History The Nissan LEAF paved the way in 2010. A smartphone app allows users to schedule charging and precondition the cabin while the car is plugged in.By Steve Schaefer Taking delivery of my Chevrolet Bolt EV in January 2017. Two 7-inch WVGA displays (one of which is a touchscreen) provide access to basic functions, vehicle information and a graphical efficiency coach. The result is GM's most aero-efficient car since the EV1. So engineers added details such as a gently sloping rear hatch, a flat bottom and small creases and fins that manage airflow. "We didn't want the automotive equivalent of Brussels sprouts," says Bob Boniface, the Volt's lead designer. Aerodynamic DesignĮxtending the EV's range means minimizing drag, which can lead to bland shapes. But the Volt is more than the sum of its cutting-edge parts: It's a dramatic reinvention of the great American car, without sacrificing the great American road trip. For a plug-in series hybrid, there's a lot of hardware-a gas engine, a large battery and electric motors-and clever ideas under the hood, pushing the price to $41,000 ($33,500 after the federal subsidy), a princely sum for a small car. It is smoother and quieter than a Cadillac, plus in-dash screens add the gee-whiz element of revealing the car's inner workings. And while the Volt may not be as fun to drive in the conventional sense as, say, a Corvette, there's still a sense of occasion behind the wheel. When the car's 16-kilowatt-hour battery pack becomes depleted, the car automatically switches to a gas engine-a transition that is remarkably smooth (it's nearly impossible to discern on the road). With the Volt, Chevrolet is intent on squelching those fears. It's an EV early adopter's worst nightmare: running out of juice, miles from the nearest charging station.
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