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Electric Cars

2019 Kia Niro EV: A DriveWays Review…

by Frank A. Aukofer

Although it sometimes seems as if Elon Musk’s Tesla gets all the publicity, an increasing number of fine electric vehicles are rolling into the market. An intriguing new one is the 2019 Kia Niro EV.

It is an engaging small crossover sport utility vehicle that also comes as a gasoline-electric hybrid or a plug-in hybrid. The EV competes against half a dozen other electrics in the sub-$40,000 category, including the Chevrolet Bolt, Kia Soul and Nissan Leaf hatchbacks; the Hyundai Kona subcompact crossover, and the Tesla Model 3 sedan.

2019 Niro EV

Because South Korea’s Hyundai owns about 38% of Kia, the Niro EV shares its power train with the Hyundai Kona, though with slightly different tuning. Kia and Hyundai gasoline and hybrid models also share engines and transmissions but do their own designs, styling and other components.

The Niro EV uses a 356-volt electric motor that delivers 201 hp and 291 lb-ft of torque. Power makes its way directly to the front wheels because electric motors deliver maximum torque immediately so there’s no need for a conventional automatic transmission.

Though Kia lists the zero to 60 mph acceleration time at 7.8 seconds, independent tests put it in the 6-second range. Top speed is 104 mph and the government rates the electric equivalent city/highway/combined fuel consumption at 123/102/112 mpgE.

2019 Niro EV

Among the current purely electric powered vehicles, the Kona EV delivers a respectable advertised range of 239 miles on a full charge, less than the Kona’s 258 miles. However, the Niro is heavier, five inches longer than the Kona and more expensive. Also, you are likely to get fewer miles in real-world driving.

You can enhance the range two ways: Select the Eco drive mode instead of Normal or Sport, which increases motor drag to regenerate the battery pack. You also can use the steering-wheel mounted paddles to accomplish the same thing, even in Sport mode. However, the owner’s manual does not tell you how the paddles work.

If you opt for the Niro EV, with all its virtues, make sure to invest in a Level 2 240-volt charger, which will recharge your Niro in nine hours and 35 minutes, easily overnight. If you stick with your standard 110-volt household outlet, figure on a weekend. That charging time is 59 hours. If you have access to a 100-KWh DC fast charger, you can top up your Niro’s battery to 80% in an hour. All numbers come from Kia.

2019 Niro EV

The Niro’s base price is $37,995, including the destination charge. But because it is new it qualifies for the federal government’s $7,500 tax credit for electric vehicle purchases. The credit has phased out for the Chevy Bolt and Tesla Model 3. Unfortunately, for now the Niro is available in only 12 of the 50 states: California, Connecticut, Georgia, Hawaii, Maryland, Massachusetts, New Jersey, New York, Oregon, Rhode Island, Texas and Washington.

Tested for this review was the top-line Niro EV EX Premium, which had a starting price of $44,995. It includes full basic safety equipment plus forward collision avoidance, lane keeping and following assist, driver attention warning, blind spot collision warning and rear cross-traffic alert, and stop-and-go adaptive cruise control.

2019 Niro EV

In addition, the tested EX Premium came with automatic climate control, heated and ventilated leather-upholstered front seats, navigation system, motorized sunroof, Harman Kardon premium audio, SXM satellite radio, Apple Car Play and Android Auto, wireless smart phone charging, Bluetooth wireless connectivity, power driver’s seat, and LED headlights and taillights.

On the road, the Niro EV is a sprightly performer. With the electric motor’s instant torque, it gets a quick jump off the line while other automobiles and trucks are just getting revved up.

2019 Niro EV

The steering has a hefty feel, not unlike that of some European luxury cars. It validates the old adage that a small car should drive like a big car, and vice versa. Small bumps and potholes do not upset the suspension system, which easily soaks them up.

However, the Niro EV’s short wheelbase — the 8 feet 10 inches distance between the centers of the front and rear wheels — results in some fore-and-aft pitching on undulating surfaces.

Overall, the handling is competent and secure, partly due to the Niro’s low center of gravity. The battery pack is housed under the floor. Front seats are well bolstered and the outboard back seats deliver space and comfort.

2019 Niro EV

Specifications    

  • Model: 2019 Kia Niro EV EX Premium four-door crossover sport utility vehicle.
  • Engine: 356-volt permanent magnet synchronous electric motor; 201 hp, 291 lb-ft torque.
  • Transmission: Single-speed direct drive automatic; front-wheel drive.
  • Overall length: 14 feet 4 inches.
  • Height: 5 feet 2 inches.
  • EPA passenger/cargo volume: 97/19 cubic feet.
  • Weight: 3,854 pounds.
  • EPA city/highway/combined mpgE: 123/102/112.
  • Advertised range: 239 miles.
  • Base price, including destination charge: $44,995.
  • Price as tested: $47,155.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

2019 Niro EV

Photos (c) Kia

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2019 Jaguar I-PACE: Driving the Future

by Tod Mesirow

The Future of the Automobile is electric.

The gasoline powered car will battle it out with electrics until all the ice on earth melts and we’re just scrabbling as a species to find food and shelter.

That could happen. If there is a future.

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But for now, billions and billions are being spent by every major automobile manufacturer on electric cars. Think of all that investment like a ship-destroying iceberg. Even if the icebergs are melting, that’s not the kind of momentum you turn around for hydrogen, or diesel. Unless Tony Stark lets everybody in on his super-secret glowing blue power source, we’re looking at an electric wheeled future for all our mobility options.

Sure the purists will hold on to gasoline-powered cars the way Charlton Heston held on to his guns. But he’s gone, and soon, so will the majority of the gasoline-powered vehicles.

And really – what’s to be missed?

Well, I will admit, plenty. The throaty grumble turned to a roar as small explosions power the piston – say, eight of them – up and down as the gears are manually engaged one at a time through the power curve, the wind whipping in the windows or over the windshield, the peripheral view a blur as the world is altered with a sense of certain power and the sensation of speed. I’ve been fortunate enough to enjoy those moments in spectacular cars, and hope to have more such experiences before it becomes completely out of reach for the non-billionaire.

An apparent 180 from those rarefied gasoline infused realms, I was thrilled to have the opportunity to get behind the wheel of a 2019 Jaguar I-PACE all-electric SUV.

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One of the early challenges to Tesla’s dominance from a major manufacturer of the upper echelons of electric vehicles – with a nod to the Leaf, and the Bolt, and others – the I-PACE from Jaguar looks like a car, by which I mean a gasoline powered car, unlike the Teslas, which feel more like high end display booths at a technology trade show, or the cockpit of a shuttle one might find on the starship USS Enterprise. The Teslas are wide open, with minimal controls, and a massive touch screen – like a computer tablet – that replaces every knob and dial on an old-fashioned car.

And that’s part of the appeal. Tesla owners embrace their journey to the future every time they open the door and climb in to their cars. More power to them. But their numbers after the initial stampede seem to have plateaued, and the brass ring of a giant best-selling all electric vehicle has yet to be grasped by any company riding the scary not merry go round. Huge fortunes have to be committed to bring about the electric vehicle future, and there is no way that everyone in the car manufacturing world is not terrified and consistently tense about when the future will arrive.

Meanwhile, the I-PACE.

I walked to the NY garage where I was to pick up the car. It was parked on the street in front of a garage. Passersby stopped and gawked, a few inquiring about it. Being orange helped it stand out from the other cars, but the design was the major factor. It looks sleek, with the signature Jaguar nose, scoops to either side, low to the ground, powerful haunches over the rear wheels. Appealing slope to the roof line, which becomes glass, leading to straight rear, 90 degrees from the ground. Overall, a successful first impression, of refined aggression, that looks commanding and potentially fast.

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The instructions from the representative were brief but thorough – the interfaces all very intuitive.

I was ready to hit the road.

My destination was Rehoboth Beach, Delaware.

As I sat in the car, and the display told me I had a full charge, and 231 miles of range, I wondered how much of a fool I was.

Rehoboth was 210 miles. That gave me a 21 mile cushion. Or so I thought.

My friend Brett Burke, automotive writer, gave me some helpful advice. Download the apps, he said, that will tell you where there are charging stations. You’ll need them.

He was right.

Jaguar included a small piece of plastic attached to the key chain with an RFID and their account. Radio Frequency Identification. It was linked to a Charge Point account. Which was one of the apps that Brett suggested I download.

Off I went. My iPhone linked easily with the I-PACE, not just because they both use the “I” naming architecture. I had my route plotted.

jipace19mystudioimage01031814Helpfully, the map also displayed Charge Point stations along the route.

One thing that everyone says about electric cars is that there is no power curve. All of the energy is immediately available.

What this means is that when you put your foot on the gas, and press it to the floor, the acceleration is fantastic. Rocket launch amazing. The battery sends all the power the wheels can handle to them in an instant, and that’s why electric cars routinely get to 60 from zero in 4.5 seconds. With a weight close to 5,000 pounds that’s impressive. The lowest priced level I-PACE, the S, has an MSRP of $69,500. Which is part of its appeal.

The First Edition I-PACE I drove has an MSRP of $85,900.

But all that speed comes at a price. The faster you drive, the faster the batteries are drained.

Which is why of the Mode choices, I chose Economy. My goal wasn’t speed, as much as I enjoy speed whatever the power source, my goal was to arrive at my destination without stopping.

Good luck with that, I can imagine some of you saying. And you would be correct.

Because the modern electric cars – there were actually many electric cars built and sold and happily owned by Americans from the late 1890’s through the 19-teens but they lost out at that time to gasoline powered cars – are new, the calibration of power, and speed, and distance, and battery life are not an exact science.

jipace19mystudioimage01031817Which means that as I’m driving south from New York to Delaware, I’m watching the number of miles I have left – my range – reduce at a rate greater than the miles traveled.

In other words – when the display indicated I had 183 miles left, and I drove ten miles, which would, in a perfectly calibrated world, result in 173 miles of range left on the display – the display instead said 161 miles. I was losing energy faster than the display had indicated that I would.

And – this is based on highway driving, in Economy mode, with Cruise Control engaged, so I wasn’t using energy in a reckless, foolhardy or fun manner.

This was serious. I wanted to avoid a charging stop.

Driving the I-PACE is superb. It’s quiet inside, comfortable, all the elements one expects to find in a luxury car. But less the Starship Enterprise and more what all modern cars have become – sleek with touch screens – but with some functions performed by buttons knobs and dials, and not just the touch screen. Awesome sound system. Huge panoramic moonroof.  Seats with many adjustable areas. The automatic systems function well, and are easy to turn on and off. The lane reminder includes haptic feedback – the steering wheel shimmered when the car went over a lane line without signaling first. Super handy for these days of distracted driving. The cruise control includes an automatic braking system that reads cars in front of you, and adjusts speed and braking accordingly. The I-PACE will stop itself when the car in front stops. And the distance from the car in front – when following someone on the highway – can be adjusted depending on the driver’s preferences.

jipace19mystudioimage01031818But range anxiety is real. I’m not the first, and won’t be the last, to experience the concern of running out of power.

“What happens if you run the battery down to zero?” someone asked me.

The car stops, I told them. Time to call the Three A’s. As my Mom calls them.

So running out of power, out of charge, out of energy, is something to be avoided.

The Charge Point app has a location function built in, among other helpful tools, so it knew where I was. And I knew where I was going. I searched along the route and found a Level 3 charger at a Royal Farms in Smyrna Delaware.

Royal Farms are like 7 Elevens for people who have not been to one, but better in my opinion. The sell gasoline, and all manner of food and snacks. And they sell giant drinks for $1.00. Including unsweetened iced tea. Or if you want a sugared fizzy soda beverage – they have that too, of course. They also had two chargers, and both were available.

Entering the Royal Farms at a destination and doing some elementary school level math I figured I had 40 miles to spare. Which felt like a big enough cushion. I wasn’t trying to run the car to zero. That would not be pleasant.

But from the time I realized I had to make that stop, and actually arriving at the Royal Farms, with less than the 40 mile buffer, I was a tad anxious.

IMG_4910Electric car chargers cost money. The price differs from station to station. The amount of charge per time on the charger varies as well. Level 3 chargers are the fastest. The app said in an hour it would yield 180 miles of range. More than enough.

So I put the car on charge, and went for a walk around Smyrna.

Which is an interesting many hundreds of years old town. Brick sidewalks. 19thand 18thcentury houses. A great small public library. And a really delicious falafel at a small restaurant that seemed to be run by a husband and wife in a shopping center named Freedom Plaza. Every now and then America can still offer up surprises.

Back at the car, all was well, and the display indicated many more miles of range than I needed.

Because the Level 3 charging stations seemed to be a bit scarce, and because I had to return to New York in a few day’s time, I used the I-PACE sparingly around Rehoboth, mindful every time I turned it on, I was using energy, and of my upcoming trip.

Why not plug it in to the house current? The rate of energy gain from the 110 outlets available were not worth buying or finding the long extension cords. Again – the infrastructure, out on the road and at home – needs to be built out to reduce or remove the range anxiety.

IMG_4815When it was time to head back to NY, I had more than enough range to reach my Smyrna charger – mine, because it had served me well before, and therefore was my friend – and with a full charge there, more than likely enough range to reach the garage where I was to drop it off.

Pulling in to the Royal Farms, I was happy to see the Charge Point available. Even though the app indicated it was free, part of the modern world is that technology is often less than reliable – it fails us in unpredictable ways, which is worse, and why range anxiety falls under an entire umbrella of technological dread – not just fear of Terminators, but fear of internet connected toasters and microwaves, of all of IoT in general, and the people or robots watching everything we do.

I plugged the I-PACE in, used the RFID, heard the buzz of electricity flowing into the car, saw the % start to climb, and headed out on another walking tour of Smyrna.

When I returned after an hour plus I was confronted with the unhappy fact that for whatever reason the charging had not happened as it had before. Or as I had wanted it to. I was 4% more charged than when I had arrived at Royal Farms. Not good.

There was no need for immediate panic – no one was injured, it wasn’t a disaster – but it wasn’t ideal. I called the Charge Point people, and a nice woman on the line was able to link her system up to the car, and the Charge Point station, and confirmed that what I was seeing was correct – the charge hadn’t happened as planned. She didn’t know why. We both came to the genius conclusion that I should move the car to the other Charge Point right next to the one that had failed – which luckily was unoccupied – and try again. She stayed on the line as I moved the car, and plugged in the other charger. Again I heard the buzz, the charge started, and it seemed as if all would be well. I waited a few more moments with her on the line, as the battery began to fill up, and after passing 4% gain, was assured enough to thank her for her help, hang up, and head out for more walking around Smyrna.

IMG_4826Happily – luckily? – upon my return after another hour – I found the batteries had reached 98% charge. The range stated was quite a bit more than the number of miles from Smyrna to NY – a good 50 or so – and I thought if I had to stop again I would, but that 2% more wouldn’t make much of a difference. So off I went.

As I drove past all the rest stops on the New Jersey Turnpike – and stopped at one for coffee, where I saw wild mushrooms growing next to the parking lot trash can – why do these not have charging stations? None of them do.

And that’s the big problem with electric cars – today – and was the problem around the turn of the 20thcentury when they were battling it out with gasoline engines. The infrastructure just isn’t here yet. Why haven’t state governments taken steps to combat greenhouse gasses by mandating more electric charging stations? One positive aspect of the horrific illegal and deeply evil scheme promulgated by Volkswagen to cheat everyone on the planet by rigging their emissions testing of diesel engines – for which they were caught and prosecuted – is that as part of the settlement they’re required to spend two billion dollars to install fast charging stations nationwide that work for all electric cars over the next decade. But that’s probably not enough to eradicate the range anxiety that almost any owner of an all-electric vehicle has felt, especially for now.

And yet.

The I-PACE is amazing to drive. It won’t be alone for long among major manufacturers – there are a bunch on the way. The Audi e-tron SUV is due this year, with a base MSRP of $74,800, the Mercedes EQC Crossover arriving in the U.S. supposedly after the start of 2020, has a price for its UK release this July, at £65,640, or $83,625 give or take a few based on currency fluctuation, and the Aston Martin Rapide E with no announced price but a 2020 sale date projection.

IMG_4825Electricity generation itself is not always a climate change plus. If the electricity comes from burning coal, then in all likelihood there is no net gain over gasoline. But if the electricity comes from renewable resources like solar wind or hydroelectricity then bring it on. California is faced with a glut of renewable energy – and storage is becoming the key issue.

We’re facing a future that in some ways looks exactly like the past. And in other ways, looks and feels a whole lot better.

I will miss the visceral pleasure of gasoline powered internal combustion engines, but I will enjoy the crisp clean and pleasingly shocking speed of electric cars.

The 2019 Jaguar I-PACE is a nice entry point.

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Specifications:

  • Zero to 60 mph in 4.5 seconds
  • 90 kwH battery
  • 234-mile maximum range

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Photos (c) Tod Mesirow

I-PACE interior photos (c) Jaguar USA

2019 Jaguar E-Pace and I-Pace: A DriveWays Review…

by Frank A. Aukofer

You’re forgiven if you haven’t figured out the 2019 Jaguar E-Pace and its sibling, the I-Pace.

Contrary to initial knee-jerk reactions, the E-Pace is not electric, and the I-Pace is not the ghost of past BMW i cars. Nope, in this case the I-Pace is the 100% electric and the E-Pace is merely the little brother of the F-Pace.

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2019 Jaguar E-Pace

In a sense, they are the offspring of the F-Pace, in 2017 the first luxury crossover sport utility from the storied British sports car manufacturer. Now they are three. Next thing you know Jaguar will come out with a big three-row SUV.

Wait. That likely won’t happen because Jaguar is the conjoined fraternal twin of Britain’s Land Rover, which specializes in luxury SUVs. Both are now owned by Tata of India.

Jaguar could hardly have done differently. Truck-based SUVs and car-based crossovers have become so popular across the board that even Bentley and Rolls-Royce build them.

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2019 Jaguar I-Pace

With these crossovers, the affinity of Jaguar with Land Rover becomes more obvious. The center-screen infotainment systems in both the E-Pace and I-Pace are similar in befuddlement to those in Range Rovers and Land Rovers. Also, the nomenclature of HSE for certain models now is common to both the Land Rover and Jaguar brands.

Because the E-Pace was introduced as a 2018 model, the I-Pace electric is the new kid in the family. It also is the most interesting, exciting and expensive of the three, and the less expensive main competitor to Tesla’s Model X75D crossover.

Jaguar I-PACE Global Drive, Portugal, 2018
2019 Jaguar I-Pace

The I-Pace’s power comes from two electric motors — one each for the front wheels and rear wheels, giving it automatic all-wheel drive. In easy cruising, it switches to rear drive for economy. The all-wheel drive is mainly important for foul weather than actual off-roading. There are numerous Land Rovers for customers interested in that sort of thing.

The two electric motors combined make 394 hp and 512 lb-ft of torque, or twisting force. Because electric motors deliver maximum torque instantly, the I-Pace rewards the driver with an exhilarating jump off the line, reaching 60 mph in slightly more than four seconds with its single-speed automatic transmission.

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2019 Jaguar I-Pace

Of course, doing that habitually will cripple the manufacturer’s claimed range of 234 miles and a city/highway/combined consumption of 80/72/76 MPGe, or miles per gallon equivalent. But it might be worth it for some hot-shoe owners.

The I-Pace uses regenerative braking to help keep the batteries topped up. It is so aggressive in slowing the vehicle that it should enable so-called one-pedal driving, as with the BMW i3. But it cuts out at about six mph, so the driver still must use the brake pedal to stop.

Handling is sharp and the steering responsive, abetted by an air suspension system and brake-induced torque vectoring. But the emphasis on handling compromises the ride on rough roads.

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2019 Jaguar I-Pace

Front seats are supportive but not plush and the outboard rear seats have plenty of head and knee room. The center-rear position is compromised by tight space, a hard cushion and big floor hump. Because of the sloped roof, there’s only 26 cubic feet for cargo, which expands to 51 cubic feet with the rear seats folded.

A negative comfort note: There’s a full panoramic sunroof that does not open and does not have a sunshade. It darkens in bright light but on bright sunny days the glass gets so hot it radiates heat uncomfortably into the cabin and defeats the air conditioning in some areas.

With a bottom-line sticker of $88,840 on the test car, the I-Pace is uncommonly well equipped with state-of-the-art safety and convenience equipment.

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2019 Jaguar E-Pace

But if you don’t hanker to sample the electric future and still crave a Jaguar experience, there’s the E-Pace, which has a $53,845 price tag and a sportier personality. It is a subcompact crossover, 14 feet 5 inches long and a shade over 5 feet tall.

Surprisingly, despite a tight back seat, it offers nearly as much passenger and cargo space as the I-Pace — a total of 117 cubic feet versus 122 cubic feet.

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2019 Jaguar E-Pace

Power comes from a turbocharged, 2.0-liter four-cylinder engine, a configuration that is taking over the motoring world. In this installation,  it delivers 246 hp and 269 lb-ft of torque.

Well-equipped, the E-Pace has the entertaining handling expected of a Jaguar, though its aggressive and erratic lane-keeping assist  should be simply turned off.

Oh, and by the way, it bucks the luxury cliché of perforated cheesecloth in favor of an effective, opaque sunshade for the sunroof.

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2019 Jaguar E-Pace

Specifications

  • Model: 2019 Jaguar E-Pace R-Dynamic HSE four-door crossover sport utility vehicle.
  • Engine: 2.0-liter four-cylinder, turbocharged; 246 hp, 269 lb-ft torque.
  • Transmission: Nine-speed automatic with manual-shift mode and all-wheel drive.
  • Overall length: 14 feet 5 inches.
  • Height: 5 feet 5 inches.
  • EPA passenger/cargo volume: 93/24 cubic feet.
  • Weight: 4,225 pounds.
  • Towing capability: 1,653 pounds.
  • EPA city/highway/combined fuel consumption: 21/27/13 mpg (premium fuel).
  • Base price, including destination charge: $53,845.
  • Price as tested: $53,845.

 

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2019 Jaguar E-Pace

*    *   *

  • Model: 2019 Jaguar I-Pace EV400HSE four-door crossover sport utility vehicle.
  • Motors: Twin electric-powered; combined 394 hp, 512 lb-ft torque.
  • Transmission: Single-speed automatic with all-wheel drive.
  • Overall length: 15 feet 4 inches.
  • Height: 5 feet 1 inch.
  • EPA passenger/cargo volume: 96/26 cubic feet.
  • Weight: 4,790 pounds.
  • City/highway/combined fuel consumption: 80/72/76 MPGe.
  • Range: 234 miles.
  • Base price, including destination charge: $81,495.
  • Price as tested: $88,840.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

Jaguar I-PACE Global Drive, Portugal, 2018
2019 Jaguar I-Pace

Photos (c) Jaguar Land Rover

2017 Chevrolet Bolt: A DriveWays Review…

by Frank A. Aukofer

It is fair to conclude that the 2017 Chevrolet Bolt constitutes an electric automobile revolution.

There already are many electric cars. But usually they have drawbacks of one kind or another: too expensive, don’t travel far enough, take too long to re-charge or are cheaply built.

Chevrolet, however, has produced an honest, popular priced, entertaining electric that looks and feels like a real automobile with few shortcomings—except for sun visors without sliders to adequately block sunlight from the sides. The Bolt resembles a four-door hatchback, less than 14-feet long yet with the interior space of a midsize car. Chevrolet argues that it is tall enough to be a crossover SUV, though it has front-drive and no all-wheel drive. The feds classify it as a small wagon.

2017 Chevrolet Bolt EV

Never mind. It carries five passengers with plenty of room for four big adults and a fifth in the center rear, although that person suffers with a hard cushion and intrusion from the front console.

Cargo space under the rear hatch totals 17 cubic feet. For extra space, the rear seatbacks fold flat and expand the cargo area to nearly 57 cubic feet.

The Bolt’s strength lies in its powertrain. It uses an electric motor that delivers 200 horsepower and 266 pound-feet of torque. It is fed by a 60-kWh battery pack that nestles under the front and rear seats and is an integral part of the body structure.

The combination enables the 3,563-pound Bolt to travel an average of 238 miles when fully charged. Some drivers will do better, some worse. A display tells how the driver is doing. For this review, a varied run of about 50 miles produced 3.9 miles per kWh, which worked out to 234 miles of driving.

2017 Chevrolet Bolt EV

The EPA rates the Bolt at the city/highway/combined fuel consumption equivalent of 128/110/119 mpg-e.

That doesn’t tell the entire performance story. Electric motors deliver maximum torque, or twisting force, the instant they are switched on, eliminating the need for a conventional automatic transmission. On the Bolt, the electronic shifter signals the electric motor on how to behave.

The Bolt bolts to 60 mph in 6.5 seconds, according to Chevrolet. Top speed is 92 mpg, though the tester bettered that slightly at 93.

Straight-line highway cruising is quiet and effortless as the Bolt tracks true without many steering corrections. It handles smartly, with barely any body lean, on twisting mountain roads. Throttle response is instant.

2017 Chevrolet Bolt EV

The Bolt also is set up for single-pedal driving. It has a regenerative system that, on deceleration, sends power to the battery pack. That happens constantly.

But if the driver chooses, the regenerative braking can be enhanced in two ways: Shift into Low and the braking becomes stronger. Also, depress a paddle on the left side of the steering wheel, which makes the regenerative braking even stronger.

Because the regeneration switches off when you mash the brake pedal, the system is designed to let the driver use the Low range or the paddle, or both together, to bring the Bolt to a stop without touching the brake pedal. It takes a bit of practice but maximizes the range.

2017 Chevrolet Bolt EV

Full recharging with an optional 240-volt charger takes about 9.5 hours. With a standard household 120-volt outlet, a full charge takes 59.5 hours, or four miles per hour. An overnight charge of 15 hours delivers 60 miles of range. The battery carries an eight-year, 100,000-mile warranty.

There are two Bolt versions: the tested LT, with sturdy and comfortable cloth upholstery, has a base price of $37,495. The tester had options packages with such items as heated seats and steering wheel, and auto-dimming headlights, which brought the tested price to $38,640.

Top of the line is the Premier, with a base price of $41,780, including the destination charge. With its two options packages, it comes to $42,760.

However, Chevrolet points out that the Bolt qualifies for a $7,500 U.S. tax credit, plus whatever incentives are available from state and local governments. However, a tax credit is something that is part of an individual’s tax return. It is not money refunded at the point of sale.

Some might argue that an extended range electric or plug-in hybrid with an onboard gasoline engine—like Chevrolet’s own Volt—makes more sense. But if a pure electric is your preference, the Bolt is the way to roll.

2017 Chevrolet Bolt EV

Specifications

  • Model: 2017 Chevrolet Bolt LT four-door small wagon.
  • Motor: Electric with gear-set, 200 hp, 266 lb-ft torque with 60 kWh battery pack.
  • Transmission: Motor controlled by electronic shifter.
  • Overall length: 13 feet 8 inches.
  • EPA passenger/cargo volume: 94/17 cubic feet.
  • Weight: 3,563 pounds.
  • EPA city/highway/combined equivalent fuel consumption: 128/110/119 mpg-e.
  • Average range: 238 miles.
  • Base price, including destination charge: $37,495.
  • Price as tested: $38,640.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

Photos (c) General Motors.

Tesla Autopilot

by Tod Mesirow

We’re at the precipice of a new age of automotive options, as the car of the future is just about here. Tesla’s top of the line Model S 90d, while not quite an autonomous car, is enabled with autonomous driving features that certainly make it a gateway technology to what every transportation sector prognosticator says is just around the next bend.  I go for a spin and let the algorithms do the driving – at 75MPH – on the 405 – while changing lanes.

Read and listen to Tod’s report at KCRW.com.

Photo (c) Tesla Motors

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