The highly acclaimed EV9 is an advanced EV with impressive capabilities. Like many modern EVs, it is available as a single-motor rear-wheel-drive that is more efficient or a dual-motor all-wheel drive that provides better performance. The 379 horsepower AWD models are only available with a 99.8kWh battery and can venture up to 280 miles on a single charge. The RWD models can be purchased with a smaller 76.1-kWh battery or the 99.8-kWh battery. The EV9 achieves its maximum driving range of 304 miles when the RWD is configured with the larger battery, while the smaller battery provides 230 miles of range. The two RWD models deliver respectable fuel economy for a mid-size SUV, with the long-range version earning a combined MPGe rating of 89 and the short-range version getting 88. The combined MPGe rating drops to 83 with the addition of all-wheel-drive. The purchase of the AWD GT-Line decreases MPGe even further to 80 and reduces driving range from 280 to 270 miles. All EV9 models benefit from Kia’s 800-volt electrical architecture, which facilitates rapid refueling at the fastest public charging stations. Equipped to handle powerful 350-kilowatt DC fast chargers, the EV9 can recharge its depleted battery from 10% to 80% in just 24 minutes. When charging at home using a capable Level 2 AC charger, it will accept 240-volt current fast enough to fully recharge overnight. To sweeten the pot even further, Kia is offering 1,000 kWh of free charging credit through Electrify America’s network.

Many automakers are reducing the costs of their electric vehicles by deploying standard drivetrain platforms that remain consistent across a variety of wheelbase lengths. The versatile strategy saves money by improving economies of scale and reducing design costs. The EV9 rides on the Electric Global Modular Platform developed for the Hyundai Motor Group, which includes Kia, Genesis, and Hyundai. Hyundai’s award-winning Ioniq 5 and Ioniq 6, and the luxurious Genesis GV60 ride on the same platform as the EV9. The expandability of the platform allowed Kia to develop its seven-passenger SUV quickly, filling a niche that has largely been overlooked in the EV market. The spacious interior of the EV9 can be utilized in a variety of ways by folding down seats, and it can be customized for six-passengers by replacing the 3-passenger bench seat with two captain’s chairs.

The EV9’s starting price of $55,000 represents good value, but Kia is determined to reduce that figure by qualifying the vehicle for the $7,500 federal tax credit. Foreign automakers were caught off guard when the finalized tax credit rules disqualified all EVs assembled outside of North America. The first EV9s to go on sale have been shipped from South Korea, but they will soon be rolling off of Kia’s new assembly line in West Point, Georgia, and are expected to become eligible for the full credit. If you and your family are a good fit for the EV9, it’s never too soon to take a test drive.

Unlike the electric Clarity, which originated as a hydrogen fuel cell vehicle and was also configured as a plug-in hybrid, the Prologue was designed from the ground up as a competent BEV. The Clarity had a 25.5-kWh battery pack that provided just 89 miles of range and was only practical as a local runabout. The Prologue SUV is powered by an advanced, 85 kWh Ultium battery pack developed by General Motors, and the front-wheel drive model scan venture 296 miles on a single charge. The range figure drops to 281 miles when the powertrain is upgraded to dual-motor all-wheel-drive, which increases horsepower from 212 to 288.The Prologue is reasonably efficient for an SUV of its size and shape, which are similar to the Honda Passport. The FWD models earn a combined MPGe rating of 99, while the AWDs are rated at 95. All Prologue models deliver fairly standard charging speeds, accepting 11.5 kilowatts of alternating current at Level 2 and 155 kilowatts of direct current at Level 3. Like most modern BEVs, the Prologue is designed to fully recharge at home overnight. It can also make efficient use of the more powerful public charging stations, loading the ample battery pack from 20% to 80% in as little as 35 minutes. Other than its remarkable good looks, the Prologue has no distinctive strength to give it an advantage over its BEV competitors, but it has no glaring weakness either.

Honda has been cautious about its transition to BEVs but continues to build one of the most efficient full-line fleets in the United States. The Environmental Protection Agency’s latest Automotive Trends Report ranks the real-world fuel economy of Honda’s 2022 fleet just below the first place fleet built by Hyundai. The Korean automaker took the gold medal with a fleet average MPG of 29.1 and average tailpipe carbon dioxide emissions of 302 grams per mile. Honda’s silver medal fleet was close behind with an MPG of 29.7 and emissions of 309 grams per mile.

The aptly named Prologue marks the beginning of a new era in Honda’s evolving environmental efforts. State-of-the-art BEVs will make up an increasing share of its offerings between now and 2040.The addition of two new BEVs to Honda’s lineup will help the progressive automaker maintain its extraordinary environmental record. Both the Prologue and Acura ZDX rely heavily on the Ultium platform developed by General Motors, but Honda intends to become more independent as it ramps up extensive new BEV production facilities in Ohio and nearby Ontario. Many of Honda’s loyal customers who care about tailpipe emissions have been eagerly awaiting the appearance of serious new BEVs. The Prologue has arrived, and it was worth the wait.

Dramatic improvements in EV efficiency could theoretically be achieved in a number of ways, according to the study. The main strategies include boosting powertrain efficiency, reducing aerodynamic drag and rolling resistance, improving the efficiency of auxiliary equipment used to heat and cool the cabin, and reducing vehicle mass. The authors believe that notable weight reduction could be accomplished without resorting to vehicle downsizing or compromising safety. Their analysis suggests that total vehicle mass could be cut in half by replacing steel with carbon fiber and employing batteries with higher gravimetric energy density.

The study recognizes the monumental challenges associated with the electrification of road transportation and identifies numerous advantages of optimizing EV efficiency. They estimate that the additional electricity needed to power EVs in 2050 “could be as much as 65% of today’s total demand.” Minimizing this additional load would conserve energy, reduce upstream greenhouse gas emissions, and lower the cost of upgrading the electrical grid. They project that the installation of fewer generation facilities, transmission lines, and distribution lines could deliver annual utility savings of $170 billion. The researchers also emphasize that “society would reap further savings from needing less charging infrastructure (regardless of who provides it) to charge a given fleet of autos with a given range.”

For consumers, efficiency gains would mean significantly lower fuel costs. The study predicts that the efficiency of battery electric vehicles could increase more than twofold, with today’s average miles per gallon equivalent figure of 106 MPGe rising as high as 250 MPGe. The hybridization of internal combustion vehicles could yield similar rewards, boosting average fuel economy from 28 MPG to 92 MPG. The researchers estimate that U.S. consumers spent over $500 billion on auto fuel in 2020 and that their combined savings could be as high as $238 billion per year by 2050.

Enhanced efficiency would also help EVs compete with their gas burning rivals, reducing convenience drawbacks that many motorists find unacceptable. Limited driving range is a major concern, and improving fuel economy is a far better solution than increasing the size of the battery. Tedious refueling is another convenience challenge, and a frugal EV delivers more driving distance for each minute it spends at a charging station.

The optimistic study quantifies the possible benefits of electrification, and the numbers are quite compelling. If the difficult transition away from gasoline is to achieve its full potential, we need to build electric vehicles that are as efficient as they can be.

Legal arguments against California’s zero-emission vehicle mandates have been debated for over a decade. Under Section 209 of the Clean Air Act, California can request a waiver from the Environmental Protection Agency allowing it to enforce more aggressive emission standards using its own regulatory framework. Section 177 authorizes other states to adopt California’s tougher standards once the waiver has been granted. In 2013, the Obama Administration’s EPA granted the waiver, and the Advanced Clean Cars Program went into effect in 2017. The Trump Administration’s EPA revoked the waiver in 2019, but automakers had already designed cleaner vehicle fleets to comply with the program, and a coalition of automakers that included Honda, Ford, Volvo, BMW, and Volkswagen entered into an agreement with California that honored the existing standards. The Biden Administration’s EPA restored the original 2013 waiver in March of 2022, prompting the legal challenge that has now been defeated.

The recent decision represents a significant victory for California and the EPA, but it does not resolve major legal issues that will threaten the viability of the Advanced Clean Cars II Program. Automakers did not take part in the recent challenge against the 2013 waiver, and significant legal arguments were left unaddressed when the judges ruled that the petitioners did not have legal standing to challenge the EPA’s waiver decision. The fossil fuel industry and their state allies were unable to show that a ruling in their favor would redress the harm that the waiver decision allegedly imposed upon them. Automakers had already designed their fleets to comply with the ongoing regulations, which would sunset anyway in 2025. The only legal issue that was resolved on its merits was a constitutional challenge from the conservative states claiming that Section 209 grants favorable treatment to California that violates the equal sovereignty principle. The judges ruled that the Constitution grants Congress extensive power to regulate commerce and that the longstanding waiver provision is consistent with that broad authority.

The EPA is currently reviewing comments regarding a new waiver that would authorize the commencement of the Advanced Clean Cars II Program in 2027. It is likely that the waiver will be granted fairly soon, and that the EPA’s decision will provoke a forceful new legal challenge from the same stakeholders. In the long run, the mitigation of tailpipe carbon dioxide will be driven by the willingness of auto consumers to embrace electrification, not by the outcomes of drawn-out legal confrontations.

The EPA’s original proposal, published in April of 2023, was praised by environmentalists but opposed by the Alliance for Automotive Innovation (AAI), a powerful lobbying group that represents the interests of major full-line automakers. The stringency of the tentative proposal was calibrated with an optimistic assumption that two thirds of newly sold light duty vehicles could be battery electric vehicles (BEVs) by 2032. The AAI was quick to point out that the proposal’s rapidly increasing stringency levels set a blistering pace for BEV sales that exceeded ambitious goals articulated by President Biden during his first year in office. The AAI’s president and CEO, John Bozzella, characterized the proposal as being “neither reasonable nor achievable in the timeframe proved” and a “de facto BEV mandate.”

Strenuous opposition from automakers represented a major new rift with the Biden Administration, but the EPA was well positioned to accommodate their concerns. The standard rulemaking process includes a formal procedure for considering stakeholder comments, and the agency had solicited specific feedback on defined alternatives to its favored proposal. One of those alternatives provided slower stringency increases during the early years of the program but reached the same high level of stringency by 2032. This alternative ended up being adopted along with other adjustments that granted near-term flexibility to automakers. When the finalized regulations were celebrated at a Washington, D.C. ceremony, John Bozzella came to the podium to offer the AAI’s endorsement. He graciously honored the leadership of the EPA and assured the audience that the auto industry remains fully committed to electrification.

Most environmental organizations recognize the unprecedented strength of the finalized emission standards and have not criticized the modest concessions made to automakers. These groups were well represented at the elaborate ceremony, where the stage was adorned with shiny new electric vehicles. Supportive speakers from the environmental community included Amanda Leland, Executive Director of the Environmental Defense Fund, and Albert Gore, Executive Director of the Zero Emission Transportation Association. Closing remarks were delivered by White House Climate Advisor Ali Zaidi, who spoke eloquently about the power of ingenuity to provide hope as we struggle to mitigate climate change.

The EPA’s ability to hammer out an acceptable compromise on tailpipe emissions stands in stark contrast to the legislative paralysis that plagues the U.S. Congress. President Biden vowed to enact sensible, centrist policies, and his administration’s new tailpipe standards are consistent with that promise.

When evaluating a BEV’s environmental benefits, upstream emissions and energy conservation are important considerations, and the miles-per-gallon-equivalent (MPGe) rating is the main specification to watch. The MPGe figure provides the number of miles that a BEV can travel using 33.7 kilowatt-hours of electricity, which is the same amount of energy found in one gallon of gasoline. Of all the 2024 light duty vehicles sold in the United States, Hyundai’s fully electric Ioniq 6 SE long-range rear-wheel-drive generates the smallest quantity of carbon dioxide. Its extraordinary 140 MPGe rating is as good as it gets, allowing the sleek sedan to travel 361 miles on a single charge.

For altruistic folks who are hesitant about driving a BEV, an efficient hybrid is an excellent option. HEVs have been reducing global tailpipe emissions for over two decades, and efficient models continue to deliver valuable environmental benefits. Comparing the emissions from an HEV to a conventional gas burner is straightforward, since both are rated using the same MPG metric. Toyota’s 2024 Prius LE front-wheel-drive is the most efficient HEV sold in the United States, boasting a stellar MPG rating of 57. The hatchback’s MPG figure is over twice as high as the average MPG of all new light duty vehicles sold in the U.S. during 2022, which was 26.

PHEVs combine the efficiency of hybrid technology with the ability to travel moderate distances on imported electric fuel. A plug-in hybrid receives an MPG rating for its gasoline fuel economy, an MPGe rating for its electric fuel economy, and an electric range rating that quantifies the distance it can travel using stored electricity. Toyota’s 2024 Prius Prime SE outperforms other PHEVs by a wide margin, achieving an MPG of 52, an MPGe of 127, and an outstanding electric range of 45 miles. When powered by electricity, the Prius Prime’s superior MPGe rating is comparable to some of the most efficient BEVs. On longer journeys, its sophisticated hybrid engine consumes gasoline sparingly, providing 600 miles of total range.

If you are planning to support the climate effort by buying a BEV, an HEV, or a PHEV, you are to be commended. Whatever powertrain you choose, your purchase will make the biggest impact if you select a model with exceptional fuel economy.

The California Energy Commission provides authoritative data on statewide ZEV sales, and their online graphics illustrate the accepted meaning of the ZEV misnomer in governmental nomenclature. One graphic describing California’s light duty vehicle population compares the total quantity of registered “ZEVs” and “non-ZEVs” that were on the road at the end of 2022. The 1,111,028 recognized ZEVs include 763,557 battery electric vehicles (BEVs), 335,574 PHEVs, and 11,897 fuel cell electric vehicles (FCEVs). The 28,189,748 non-ZEVs include 26,188,730 conventional gasoline vehicles, 1,394,237 HEVs, 598,147 diesel vehicles, and 8,634 vehicles labeled as “other”. The descriptors used in the graphic highlight the emissions from HEVs while downplaying the emissions from PHEVs. HEVs are referred to as “gasoline hybrids”, but PHEVs are identified without mentioning their fuel. The three favored powertrains classified as ZEVs are presented alongside their standard abbreviations, BEV, PHEV, and FCEV, but the conventional hybrid powertrain is not paired with its standard abbreviation, HEV. Ardent BEV advocates object to classifying hybrids as EVs and vehemently reject the HEV abbreviation. They tend to look the other way if a hybrid has plug-in capability, and the commission’s graphic is consistent with this arbitrary prejudice.

A similar graphic posted by the commission shows ZEVs making up 25% of California’s light duty car sales in 2023. Sales figures from the last three weeks of December are yet to be tallied, but the encouraging year-to-date ZEV totals include 379,727 BEVs, 64,091 PHEVs, and 3,143 FCEVs. California’s cumulative ZEV sales were approaching 2 million as 2023 was coming to an end, with 493,964 gas-burning PHEVs contributing to the impressive total.

It may seem useful to distinguish BEVs, PHEVs, and FCEVs from other vehicles powered exclusively by gasoline or diesel, but the ZEV misnomer has now become the basis for dubious public policies favoring PHEVs over HEVs. Pervasive bias against HEVs is unfortunate, as efficient HEVs are environmentally superior to inefficient PHEVs and are making an important contribution to the mitigation of climate change. It would be more forthright to confine the ZEV appellation to fully electric BEVs and hydrogen powered FCEVs, but such a change seems highly unlikely.

The proliferation of Level 3 fast chargers will be especially helpful to EV motorists on long excursions. Here in the United States, a high percentage of public chargers are poky Level 2 units that deliver alternating current at 240 volts. It takes 6-10 hours to replenish a typical EV battery when charging at Level 2, and these relatively inexpensive chargers are more appropriate for home or workplace charging, where the EV sits unused for long stretches. They are also quite useful when staying overnight at a hotel. Every EV has an onboard device that converts widely available alternating current to direct current so that it can be loaded into the battery, and home charging would not be possible without these onboard devices. Level 2 chargers have been introduced in convenient public locations because sometimes it is helpful to purchase a small amount of fuel while the EV is parked for an hour or so, but Level 2 charging is far too slow for a typical refueling stop during a long journey. Level 3 fast chargers send direct current straight to the battery at a much higher wattage, allowing a capable EV to recharge in less than 30 minutes. Level 3 charging is still considerably slower than conventional refueling, but most EV owners find the comparison with gasoline perfectly acceptable when the advantages of home charging are taken into account. Refueling an EV is a little less convenient during long trips, but home charging eliminates all trips to charging stations whenever the EV is close to home.

The seven automakers that are building the Ionna network will only succeed if they can overcome reliability issues that have plagued other electric fuel providers. Tesla’s proprietary network has a high percentage of Level 3 chargers and is known to be very dependable, augmenting the attractiveness of its outstanding EVs. Tesla is starting to open up its superior network to EVs manufactured by other automakers, but Ionna will be looking to earn its own reputation for reliability. Automakers in Europe have collaborated to create a similar network called Ionity, and that joint effort has been very successful.

Ionna will also be striving to make the overall refueling experience more pleasant than it is now, providing shelter from the elements, refreshments, and bathrooms. These amenities are usually available at gas stations, but are sometimes hard to come by when charging an EV in a parking lot. Motorists are also accustomed to paying for gasoline quickly with a credit card, but EV charging stations often have cumbersome payment procedures that vary from one provider to the next. Ionna intends to streamline the payment process and do everything it can to make charging on the go as painless as it can be. If the joint venture succeeds, it should become a lot easier to market electric vehicles.

Like many automakers, Volvo currently offers a limited number of battery electric vehicles, marketing two models in the United States that are very close siblings. The fully electric 2024 C40 Recharge and XC40 Recharge have matching powertrains and exterior dimensions that are almost identical. The C40’s distinguishing feature is a sloping roofline that offers more headroom in the front, while the XC40’s handsome flat top profile favors passengers in the back. Both models are available as a single-motor rear-wheel-drive or as a dual-motor all-wheel-drive, with the dual-motor setup increasing horsepower dramatically from 248 to 402. The additional horsepower has a significant impact on efficiency, lowering the C40’s MPGe rating from 107 to 99, while the XC40’s MPGe drops from 106 to 98. The reduction in fuel economy contributes to a substantial loss of range, with the C40 RWD venturing 297 miles on a single charge and the C40 AWD only venturing 257. Adding AWD to the XC40 has a similar effect, lowering the range figure from 293 miles to 254.

Volvo offers a broader selection of plug-in hybrids, and these partially electrified vehicles provide moderate environmental benefits. The current lineup includes the S60 Recharge and S90 Recharge sedans, the XC60 Recharge and XC90 Recharge SUVs, and the drop-dead-gorgeous V60 Recharge wagon. All of Volvo’s plug-in hybrids are only available as all-wheel-drives, and all of them are extremely powerful. The S60 sedan and the V60 wagon are the most efficient, achieving identical levels of fuel economy. Both have an MPGe rating of 74 when powered by electricity and an MPG rating of 31 when powered by gasoline. They also earn identical all-electric range ratings of 40 miles.

Volvo will be advancing its environmental goals considerably with the introduction of the 2025 EX30, a smaller, fully electric crossover that will start at under $37,000. Like the C40 and XC40, the EX30 will be available as an efficient, single-motor rear-wheel-drive or as a powerful, dual-motor all-wheel-drive. Volvo says that its most efficient EX30 will travel 100 miles on just 26.5 kilowatt-hours of electricity, which would make the frugal RWD one of the more efficient EVs available in the United States. Slightly larger than the popular, discontinued Chevy Bolt, the EX30 will provide an attractive new option to consumers hunting for smaller, more affordable EVs. Orders are being taken now, and deliveries will commence in the summer of 2024. Volvo is also introducing a jumbo, fully electric SUV called the EX90 that will start at around $80,000 and compete with a crowded field of similar luxury EVs.

Many unpredictable factors will affect the pace of EV adoption, but proactive automakers like Volvo are sure to speed things along. The EX30 will be an especially valuable newcomer, accelerating an EV market segment that has steadily fallen behind.

Five notable Tesla models are currently listed as eligible for the full $7,500. The All-Wheel-Drive Model Y has an outstanding MPGe rating of 123, making it the most efficient BEV on the list. The high performance version of the Model Y is also eligible, but its MPGe rating of 111 is somewhat lower. The only Model 3 to qualify is the high performance version, which has an MPGe rating of 113. Of the five eligible Tesla models, the Long-Range Model X is the least efficient, with an MPGe rating of 102. A promising 2024 Rear-Wheel-Drive Model Y is the final Tesla listed, but its MPGe rating has yet to be posted. Absent from the list is the disqualified Rear-Wheel-Drive Model 3, Tesla’s most efficient model, which has an exceptional MPGe rating of 132.

Volkswagen’s ID.4 models disappeared from the list when new restrictions went into effect on January 1st, but eight versions of the ID.4 reappeared on January 24th. All eight qualify for the full $7,500 credit. The 2024 ID.4 Pro is the most efficient, earning an MPGe rating of 113. Most of the ID.4 models have an MPGe rating of 107, and the addition of all-wheel-drive drops fuel economy to 102. Volkswagen is currently the only foreign automaker to qualify its BEVs for the tax credit. In order for an EV to be eligible, it must be assembled in North America, and VW builds its ID.4s in Tennessee.

The only other efficient BEVs that qualify for the full tax credit are discontinued Bolt models that might still be available at Chevrolet dealerships. General Motors suspended production of the Bolt and the Bolt EUV at the end of 2023, and the popular hatchbacks are not expected to return until 2025. The Bolt’s MPGe rating of 120 makes it the second-most efficient BEV on the list, and the slightly larger Bolt EUV is not far behind at 115. For car buyers concerned about climate change, the frugal Bolts are excellent, affordable options, but they need to be purchased right away.

Five plug-in hybrids are eligible for a tax break, but only the Chrysler Pacifica qualifies for the full $7,500. The Ford Escape is the only eligible PHEV with admirable fuel economy, earning an MPG rating of 40 when burning gasoline and an MPGe rating of 101 when powered by electricity. Toyota’s state-of-the-art Prius Prime SE boasts an MPGe rating of 127 and an impressive MPG rating of 52, but it is not eligible.

The list of qualified vehicles is sure to grow as automakers adapt their EVs to the new restrictions. Sadly, those restrictions have little to do with fuel economy, and many inefficient EVs will continue to be subsidized. If the environmental benefits of the tax incentive are to be maximized, thoughtful consumers will need to choose wisely.