Gas may be cheap these days, but untethering from the local Citgo is still an attractive idea. For many, electricity is the obvious choice when opting out of gas cars. Tesla continues to be the dominant and popular choice in this realm, although Chevrolet is preparing to launch the all-electric Bolt (and its 200-mile range) before the end of 2016, and the Nissan Leaf, Kia Soul EV, and Ford Focus Electric, among others, are currently available at more reasonable prices than the higher-end Tesla cars.
What comes to mind when you hear the term “car battery”? Fifteen years ago, the answer would have been quite obvious. But lately the idea of what a car battery entails has shifted away from that essential-but-oft-forgotten black box under the hood to state-of-the-art propulsion systems of the near future. When talking about batteries, we focus less on volts and more on kilowatt-hours and MPGe. We’ve mentioned batteries a lot lately, specifically in regards to the Chevrolet Bolt, GM’s potentially game-changing affordable all-electric vehicle. But when we talk about the Bolt’s 238 miles of battery range, how is that different from talking about the battery at the end of your jumper cables?
Automakers are on the verge of revving up their electric-vehicle production efforts. Global demand is certainly growing: countries around the world are planning markets in which 100% of vehicles sold will be completely emissions-free. Norway is probably the most prominent example, having declared a 2020 deadline for 100% EV and Fuel Cell adoption. Most auto manufacturers are therefore also moving in that direction, though their timetables aren’t quite as aggressive as Norway’s. Hyundai has promised 8 plug-in hybrids and 2 all-electric models in the next 4-5 years, Volkswagen AG has pledged to offer a plug-in version of every model in its lineup by 2025, and Honda wants fully electric cars to account for two-thirds of its total sales by 2030. So within 5, 10, or 15 years, buyers can expect most new cars being produced to be battery-powered.
We are in the midst of a technological revolution in the auto industry. The amount of change in the last five years has probably outpaced what we’ve seen in the last 50. The next five years could change it all again.
Remember when seat belts and air conditioning were considered big developments in the car world? Then came cruise control and heated seats. I, for one, lost my marbles when I finally owned a car that could unlock with the push of a button.
Now I don’t even need keys to unlock, or start, my car. Heck, I don’t even need gasoline any more. My Nissan Leaf, though, hasn’t even begun to crack the surface of what’s coming.
Earlier this year, Bloomberg published an interesting article on the future of electric vehicles in relation to oil demand. It points out that global EV sales increased 60% in 2015, the same rate of growth seen by the Ford Model T in its early years. Though EVs still only command about 0.1% of the worldwide auto market—and the current glut of cheap oil has kept many people behind the wheels of their favorite crossovers and trucks—more affordable batteries, growing cultural acceptance, and the looming threat of global warming will most likely only improve EV sales from here on out. Bloomberg itself predicts “the 2020s will be the decade of the electric car,” anticipating that at some point EV demand will surpass even demand for oil.
We’ve all been there: January 1st nears, excitement builds, and you set a lofty goal for yourself. Eat healthier. Hit the gym 5 days a week. Engage friends and family in conversations that are not exclusively about cars. You know, your typical New Year’s resolution. In the following weeks, Whole Foods will record record sales and gym memberships will spike. But by mid-February or so, we’ll return to our old habits, and my loved ones will still be trying to remember which seemingly random collection of letters and numbers is made by Cadillac and which by Mercedes-Benz. Our resolutions—promises we made and agreed to stand behind—have become more akin to suggestions. They’re now goals to strive for and be congratulated on, not requirements by which to live. Don’t feel too bad: as it turns out, the auto industry isn’t too different.
There has been a lot of news this week regarding the Environmental Protection Agency and National Highway Transportation Safety Administration issuing new Corporate Average Fuel Economy (CAFE) standards. The reports seem to suggest the government has gone lax on the issue of fuel economy because most Americans don’t seem to care about it.
One analyst, however, suggests the opposite may be true. Stephanie Brinley, a senior analyst at IHS Automotive, read the entire 1217-page midterm report that discussed the standards (something probably 99 percent of journalists didn’t do, including me).
She wrote in Forbes, “The (CAFE) standard and NHTSA projected figures for the 2025 model year targets, however, have now been revealed as a projection rather than a legal requirement. The report is supportive of the progress and direction of the existing standards. The agencies believe automakers can meet the challenge, and that consumers want it.”
The Honda NSX, known in America as an Acura, began life over 25 years ago as a lower-priced and mechanically reliable alternative to the V8-powered Ferrari supercars.
Introduced in 1990, the NSX became the world’s first mass-produced car to feature an all-aluminum body and was powered by an aluminum 3.0-liter V6 engine, which featured Honda’s VTEC (Variable Valve Timing and Lift Electronic Control) system, along with a choice between a 5-speed manual and 4-speed automatic transmission.
The NSX became a spectacular success and remained in production until 2005. Fans mourned the loss of their Japanese supercar and eagerly watched the headlines in anticipation of its return.
As of this year, the NSX is not only back with a vengeance, but it will likely launch an entire platform of supercar goodness.
The Toyota Prius first came off the production line in 1997 and immediately sparked an automotive revolution. Since the day it was introduced, Toyota has sold 3.7 million versions of the Prius worldwide.
Part of that success came from the fact that the Prius was the only hybrid in production when it hit the market. Today virtually every large auto manufacturer offers at least one hybrid model. Even Toyota has expanded its hybrid offerings to include models that compete with the Prius.
Not only is there a glut of hybrids on the market, but automakers are evolving toward fully electric cars, which may eventually push the Prius and its fellow hybrids into obsolescence.
Toyota’s June sales numbers seem to confirm the fall of the Prius. Is there hope for a resurgence?
Once a mainstay on American highways, Chrysler is now driving toward an uncertain future. Its partnership with Daimler-Benz has been replaced by one with Fiat, and while Fiat Chrysler Automobiles (FCA) has kept its head above water (thanks to America’s obsession with pickup trucks and the unyielding power of Jeep brand loyalty), the rest of the business raises more than a few questions. What is Fiat’s true future in the U.S. market? Will Alfa Romeo and its Giulia succeed today after a reputation for unreliability sunk them in 1995? And with only a midsize sedan with a questionable future, a full-size stalwart in a shrinking segment, and the 2017 Pacifica in a crossover-crazy era, can Chrysler stay afloat?