Plug In America 2013 by Victoria Odson

CHARGED UP!

4 TH EDITION

2 013

The Definitive Guide To Electric Vehicles

Publisher: Plug In America Graphic Designer: Victoria Odson Advertising Sales/Editorial: Kitty Adams Intern: Sarah Gonsier Printer: Bacchus Press Copyright © 2013 by Plug In America. All rights reserved. Printed in the United States on 50% recycled paper with 40% post-consumer content. Library of Congress Control Number (LCCN) 2012956246 ISBN 10: 0615583806 ISBN 13: 978-0-615-58380-8 To purchase copies of this publication or to request permission to reprint all or part of this publication, contact Plug In America at info@pluginamerica.org. For their editorial contributions and/or images, Plug In America thanks Bob Lutz, Greg “Gadget” Abbott, Felix Kramer, Zan Dubin Scott, George P. Shultz, Scott S., Marc Lausier, Luke Ding, Karen Glitman, Ingrid Vanderveldt, Eric Brechner, Ty Newell, Grace Reamer, Kevin Boze, Bill Gravitt, Steve Lough, Gina Coplon-Newfield, David Turock, Colby Trudeau, Ken Swisher, and David J. Nelson.

Advertisers Index Clipper Creek ........................................................................40

Plug In Supply .......................................................................62

Current Motor.......................................................................41

Recargo.....................................................................Back Cover

ECOtality .............................................................................12

Revenge of the Electric Car......................................................9

Ford ..............................................................Inside Back Cover

Smart......................................................................................14

Honda..........................................................Inside Front Cover

Solar World............................................................................20

Juiced Hybrid.........................................................................61

Torklift Central......................................................................59

Luscious Garage ....................................................................49

Toyota.......................................................................................3

Mitsubishi..............................................................................17

VIA Trucks...............................................................................4

Nissan............................................................................... 32-33

Zero Motorcycles...................................................................18

Disclaimer This guidebook has been compiled from a vast array of information from non-profit, government, and industry sources. This information is provided solely for the users’ own interest and evaluation. We have attempted to make clear attribution of sources wherever text, graphics, or statistics were originally created by other organizations, and we have attempted to avoid any copyright infringements. The Board of Directors and volunteers of Plug In America make no warranty or promise about the accuracy of the enclosed information. Additionally, Plug In America and its many volunteers make no endorsement or warranty regarding any commercial ad or business listing in this guidebook, nor do we accept any liability for their products or services.

www.pluginamerica.org

Charged Up!

Inside 5 Welcome 6 The Story of the Chevy Volt by Chad Schwitters

by Bob Lutz

Former GM chairman and "Father of the Volt" recounts the development the PHEV and the technology that will take us into the future.

8 Achieving Efficiency

by Greg "Gadget"

Abbott

The easiest way to find more energy is to waste less. Gadget tells us how.

10 A Plugged-In Life 13 National Plug In Day 15 The Former Secretary and His LEAF by Felix Kramer

EV driver and advocate Felix Kramer works to get "butts in seats."

by Zan Dubin Scott

The second annual event was a big success nationwide.

by Marc Geller

Former Secretary of State George P. Shultz is a Nissan LEAF driver. We sat down with him to talk about his love for his car and the environment.

16 The 2013 Car Showcase

From the LEAF to the Spark to the car of the year. There is a car for everyone.

54 Gift Of EV Chargers Serves As Memorial to Doug Korthof by Ken Swisher

California State University, Long Beach held a ceremony to recognize a gift of two 240-volt electric vehicle chargers dedicated to the passionate advocate for plug-in cars.

TESTIMONIALs 34 My F-250 Is Addicted to Diesel by Scott S. 35 A LEAF in Maine by Marc Lausier Think City by Luke Ding 36 Small-Town LEAF by Karen Glitman 37 Zen Driving in a Mitsubishi i by Bill Gravitt 41 My Super Scooter by Ingrid Vanderveldt 42 My Wife Won't Let Me Drive by Eric Brechner 44 EV Our Way Home by Ty Newell 46 CODA Sedan - We Call It Our Spaceship by Grace Reamer and Kevin Boze 48 A President's Ride by Steve Lough 50 Driving the Plug-In Prius by Gina Coplon-Newfield 52 Everyone Wants a Piece of My Volt by David Turock 53 Notes on the Honda FIT EV by Colby Trudeau

56 Incentives 59 Glossary 60 Resources 63 Plugged In At Work

Charged Up!: The Definitive Guide To Plug-In Electric Vehicles

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Welcome W

elcome to the 4th edition of Charged Up! Plug In America is proud to invite you into the world of plug-in electric vehicles.

We will treat you to information about plug-in vehicles you can currently buy or lease, as well as a snapshot of those that will be available in the near future. We break down, state by state, the incentives available to entice you into driving electric. And we bring you first-hand experiences by the drivers out there who have taken a leap into this brave new world in order to clean the air, save money, and keep foreign oil off our shores. Owners view their cars very differently than non-owners do. When people ride in a plug-in vehicle for the first time, they are almost always surprised (in fact, often astounded) to discover how nice they are to drive. When given tools to calculate their potential fuel savings, they are almost universally surprised to discover how large they are. And when talking to owners about how the vehicles fit into their lives, they are surprised to discover how convenient they are - owners don’t have to wait for a charge (though some choose to on principle).

word about plug-in electric vehicles will have spread so far and wide that it will be difficult for you to step outside without seeing at least one drive by. ”

It’s no secret that plug-in vehicles have reached their highest point of saturation in the market to date. But our work is far from over. While the quick growth in the number of plug-in vehicles on the roads is impressive, the disparity between the cars and the perceptions of the cars by those that have never experienced them is daunting. Plug In America and Charged Up! exist to help change that. One day, the good word about plug-in electric vehicles will have spread so far and wide that it will be difficult for you to step outside without seeing at least one drive by. You will most likely know someone who drives one. And they might even convince you that you would really enjoy owning one yourself.

Chad Schwitters President Plug In America

www.pluginamerica.org

Charged Up!

The Story of Chevy Volt

The

he Chevrolet Volt was conceived as an idea in mid-2006 by a small group of GM executives who envisaged the most technologically advanced and ecologically friendly car in the world. Discussion and sketching soon led to the original Chevrolet Volt concept car, unveiled at the Detroit Auto Show in January 2007. With its lithium-ion battery, it could cover up to 40 miles, at which point a small gasoline engine would maintain a

By Bob Lutz

minimal battery state of charge for another 350 miles. It would offer fuel-free driving for 80 percent of the daily trips made by the average American, yet would, unlike pure electric vehicles, never cause the owner to worry whether or not there was enough charge to get home. The Volt concept was a sensation, being praised as a bold step forward by the nation’s media. Shocked competitors consoled themselves with statements that GM would never build it and was merely engaging in a cheap PR tactic to appear “green.”

Little did anyone realize that GM was dead serious about bringing the Volt to production. A skilled and hugely motivated team, many of whom were veterans of GM’s EV1, was soon assembled. A suitable vehicle architecture was selected, with the Chevrolet “Cruze” being the donor for major chassis components like suspension, steering and brakes. GM’s design team set about developing a body shape that would be roomy, attractive, and, most importantly, have low air resistance to maximize electric mileage. During the next three years, and through GM’s brush with bankruptcy, development of the Volt received the highest priority. Organizational and bureaucratic obstacles were swept aside: nothing would impede Volt’s transition from concept to production. The first Volt prototypes soon traveled the many test tracks at the proving ground, or were placed in chambers of extreme heat and cold. Many were crashed to ensure safety for passengers under the most dire conditions. (The Volt was one of few cars later to receive a 5-star crash safety rating, the top category.) Millions of lines of computer “code” were written to ensure seamless operation and transition from stored energy to engine-generated electricity with no perceptible change to the driver. Finally, the Volt was rolled out as a finished, commercially available Chevrolet. It was named North American Car of the Year by a jury of 50 prominent automotive journalists in 2011. The thousands of Volt fans who had waited patiently could finally get their car! Alas, Volt, perhaps the most significant example of American technology in decades, became “politicized.” The extreme right derided it as a socialist, Obama-mandated green-experiment (note: Obama was not even mentioned as a candidate in early 2007), and many thus misinformed Americans of all political colorations hesitated: was the Volt a good idea?

But, remarkable and unique though the Volt may be, it is only a transitional step - a halfway house between the high-range gasoline cars of today and equally high range EVs of the future. Someday, batteries will store 400 miles or more. The Volt’s gasoline-powered generator would then be redundant. The world’s electrochemical scientists are boldly searching for new compounds and new materials. Lithium sulfur, half a decade away, will store five times the energy of today’s lithium ion. That would take the Volt to about 200 miles of range. A bit farther over the horizon is lithium air, which has 10 times the storage capacity. In theory, that would take the Volt to a 400-mile range, which would be available to the owner every morning after a plug-in the evening before. This, plus advances in fast-charging technology, will accelerate the EV revolution. As I always say, it won’t happen overnight, and EVs need a lot more “inventing.” It will happen. Time is on the side of the EV. For now, the Volt is unique in affordable electric driving, providing the benefit of battery propulsion for up to 40 miles, with the comforting assurance that another 300 miles are available if necessary. It’s truly an American masterpiece, unequalled, three years after its launch, by any other product foreign or domestic.

Bob Lutz is former vice chairman of General Motors and is outside director to the board of directors of Via Motors.

The answer, of course, is a resounding “yes.” Volt has broken through the veil of lies and the fog of doubt and misinformation, and is, as of this writing, the world’s bestselling electric vehicle. Volt buyers are the most satisfied owners of all brands, gasoline or not, foreign or domestic, sold in the U.S. Most owners report well over 250 miles per gallon; quite a few are at 1,000 mpg plus! All appreciate the silence, performance, agility and freedom from range anxiety that the Volt provides. Thanks to its gasoline-driven generator (which can maintain a battery charge for an additional 300 miles after the initial all-electric phase), Volt is currently the only popularly priced EV that offers the range and flexibility of conventional, gasoline-powered cars. And the driver never has that dreaded EV owners’ condition called “range anxiety.”

www.pluginamerica.org

Charged Up!

Achieving

Efficiency W

henever I do an electric car conversion for a customer, I send out an energy consultant to conduct an energy audit. What I find is that most people waste more energy than they would use to drive their car. Make a few simple changes and they get to basically drive for free.

Ideas are cheap so I’m going to throw some out there right now: Diesel electric trains have huge resistors on top of the engines to use as electric brakes. They engage the electric motors when going downhill to slow the train. The excess power turns these resistors glowing red. It just gets lost to heating the atmosphere. New electric trains put that power back into the lines, so other trains can use it. It makes the whole system more efficient. It’s like the cable cars in San Francisco: The ones going down the hill help the ones going up. There was a time when energy was expensive, so what did the first utilities do? They sold the wasted heat. Buildings close to generating stations bought their steam from the power companies to heat the buildings. We should be using those kinds of ideas today. In Indianapolis, you can see the smokestacks of the power plants out across the flat landscape. There was one within a few blocks of my hotel. I could see the smoke and steam rising as the plant fired up in the morning just as the sun was rising. The hotel had huge power lines coming into the building to run the individual heat pumps for each room. They had kerosene heaters just inside the doors before entering the lobby. All this with a generating station a few blocks away wasting half of its energy right out into the air.

By Greg “Gadget” Abbott

T he easiest wa y to find mo r e ene r g y is to waste less . I t is su r p r ising how wasteful we have become in an age of cheap ene r g y. We should be situating businesses that require heat in their manufacturing processes near power plants. It saves energy and money. It makes good economic sense. It provides a hedge against the rising cost of fuel. There is a lot of talk about using fuel cells to produce power. They are at least as efficient at producing energy as coal-fired power plants. But they are 100 percent efficient if you include the heat produced. This is called cogeneration. How about this for some outside-the-box thinking: A laundromat that uses natural gas to make its power but uses the waste heat to run the dryers? Air conditioners are just heat pumps. They pump heat from one place to another. Pump it out of the room and it gets cool. The problem is that the hotter it is outside, the harder it is to get rid of and the less efficient it gets. Think of a big radiator outside getting rid of the heat from inside. On ships they pump the heat to a heat exchanger that is connected to the sea. It’s much more efficient to get rid of the heat into cold seawater. On land why not use a swimming pool. The inside of the building is cool and the pool is hot as a bonus! Speaking of swimming pools... how does anyone lose a home to wildfire when they have a swimming pool? Sprinklers on the roof of a properly designed home run by a small pump... I could go on. It doesn’t take that much imagination to figure out lots of ways to maximize energy. I drive an electric car and I have solar panels. I’m planning for passive solar heat. The price of fuel and energy can go through the roof and it won’t affect me. The whole country should be thinking that way. The whole world should be.

Charged Up!: The Definitive Guide To Plug-In Electric Vehicles

Greg “Gadget” Abbott is the owner of Left Coast Electric, which converts and restores classic cars in Los Angeles. He was one of the stars of Chris Paine’s 2011 film Revenge of the Electric Car and is one of the strongest voices of the electric vehicle community.

FROM THE DIRECTOR OF WHO KILLED THE ELECTRIC CAR?

“Fascinating...a hugely entertaining portrait” —Hollywood Reporter

“Riveting...with unprecedented insider access” —Vanity Fair

Now Available on DVD and Digital Download  www.newvideo.com/rotec

10 10

Charged Up!

A Plugged-inLife

By Felix Kramer

W e plug in ou r gadgets - wh y not ou r ca r s ?

y experiences with driving electric goes back to my childhood. I remember bumper cars at amusement parks, and electric toys that ate up so many throwaway batteries we bought them in bulk. Now advanced rechargeable batteries power our phones, cameras, tablets, and computers. It feels natural to plug in everything every day. Is it a big leap to add cars to the list? How do we think about plug-in electric vehicles (PEVs)? For a long time, PEVs seemed marooned in pigeonholes like lame (underpowered, strange-looking, less reliable) or exotic (costly, made by small companies, for niche markets). But now they’ve really arrived. Buyers can shop for a growing range of models. Now PEVs are starting to prove they can actually be better choices than gas-guzzlers! Journalists are handing out Car of the Year awards to many all-electrics and plug-in hybrids. In their reviews and comparisons, PEVs are often tops in customer satisfaction, acceleration, driver amenities, and total lifetime cost of ownership. Industry analysts predict broad adoption can follow, as high initial costs come down. Buying a PEV is no longer a leap of faith or a noble sacrifice. We can sync our driving needs with performance levels. They can be every family’s second car. And the only car for millions of urban and suburban households -- with a rental, carshare, or friendly swap for special purpose trips. But what will it take for most drivers to understand that? The “aha” moment for people who read about these awards and see ads, and are curious to learn more about PEVs, comes when they try out the cars at showrooms and events, or when a driver offers them a chance get in and take a spin. My own PEV story follows the mantra: it takes getting “butts in seats” to make all the difference. In 1999 I happened upon a few dozen GM EV1s at a hotel. I stopped to look, but didn’t try one -- and I missed their significance. In 2002, I first drove a hybrid. It didn’t plug in, but I was

impressed that when its engine turned off at stoplights, it started again quietly with electricity. The following year, I drove in a Chevy Suburban that Prof. Andy Frank at UCDavis had retrofitted into a plug-in hybrid. Then, plug-in advocate Paul Scott gave me the full electric experience in his Toyota RAV4 EV. Test drives won me over, motivating me to do all I could so anyone could try out a plug-in. That led me to a thrilling five-year stretch when CalCars.org and partner startups converted hybrids. We put hundreds of plug-ins on the road and gave thousands of neighbors, auto industry insiders, engineers, environmentalists, business executives, elected officials, journalists, and other thoughtleaders the opportunity to say, “Wow!” -- and then ask, “If garage engineers and small companies can improve hybrids, why won’t automakers produce cars with plugs?” We took cars with giant “100+MPG” signs to conferences and car shows, brown-bag lunches at Silicon Valley companies, even to Washington, D.C. We brought along a great prop -- a yellow “dongle” that plugged in to a standard 120-volt outlet. Taken up and used as a symbol

Charged Up!: The Definitive Guide To Plug-In Electric Vehicles

at legislative hearings and many events, the dongle became more powerful than we’d expected, proving we already had infrastructure everywhere. At the same time, advocates organized Don’t Crush and then Plug In America, moving automakers to build EVs. And we saw a direct connection between our Johnny Appleseed efforts and carmakers’ decisions to build the Chevy Volt, the Prius Plug-in, the Ford C-Max Energi and other plug-in hybrids.

The moment of understanding Once you’ve driven a plug-in, you get what’s called the “EV grin.” In my family, we feel punished when we can’t drive our Volt and LEAF -- we can’t wait to get out of gas jail. Of course, we also have other big reasons to fuel our cars with cheaper, cleaner, domestic electricity. I sometimes wear a t-shirt I call my “Petrocide” t-shirt. A stick figure beside a fuel pump is blowing out his brains with a gasoline nozzle. Shocked people used to caution me about delivering such a provocative message. But I haven’t heard that since the BP Gulf blowout and Hurricane Sandy. PEV drivers want to get cars off oil to improve energy security. Many go further, recognizing that unless we go beyond fossil fuels as soon as possible, coal, oil, and gas will destroy our world. Plug-in cars plus “negamiles” (reducing vehicle miles through mass transit and driving less) and a zerocarbon power grid, can start us down that road.

Drivers’ unique contributions PEV drivers welcome every chance to talk about their cars, which is fortunate because buying or leasing a PEV is just the start of our public engagement. Why the urgent push to spread the word and share the driving experience? Because the success of plug-in cars is not guaranteed. For instance, if the $2,500/$7,500 federal tax credit is defunded, it will significantly affect sales. Building a pipeline of demand will shore up support for the tax credit while strengthening the resolve of carmakers to produce more PEVs. Carmakers have built really wonderful PEVs but have often fallen short in promoting them. We realized something was very wrong when it took more than a year after the first big-company PEVs hit the market in late 2010 for their ads to show regular people loading, driving, and talking about them. (Could it be because some in the industry or their marketing firms haven’t had their own EV grin moments?) A funny thing has happened to many PEV drivers. We’ve discovered we’re selling cars! People tell us, “Because of you, I went out and bought one!” And we’ve realized we could help dealers, too -- easing their load and often, because we know our cars’ ins-and-outs, are better able to answer questions than salespeople.

Carmakers have noticed and graciously acknowledged drivers’ importance to sales. When Brendan Jones, director of Nissan LEAF marketing & sales strategy, spoke at the 2012 National Plug In Day in San Francisco, he turned heads talking about the driver community. (The seven-minute video at http:// youtu.be/Hkey12m0xhg is worth watching.)

He said: “I will tell you after 25 years of experience in the business, I’ve never found this much energy, enthusiasm, entrepreneurial spirit and emotion surrounding one vehicle as I have with the Nissan LEAF and all electric vehicles in general. There’s [no] more excitement and passion about changing the way we move, about doing something for the environment, about getting the country off foreign oil, etc., than there is around the EV movement. It’s something different. And it’s the first time people can own a car and actually feel good about what they’re doing with it, and that’s outstanding. “And when you hear that enthusiasm coming from the public, it can’t help but rub off. And what I mean by that is more of our sales come from you guys than come from our sales and marketing efforts. And for that again I have to thank you, because when you go into a parking lot, or you drive through your neighborhood, and you talk about the vehicle with so much enthusiasm and passion, that just helps to sell cars. It makes my job very, very easy.” New ways to connect drivers and EV-curious people with PEV advocates have come up; many drivers enthusiastically and unselfishly have fun showing their cars! What do you get when you mash up local PEV driver groups, the Electric Auto Association, Plug in America, and CalCars with Meetup.com and Match.com? DrivingElectric.org! It’s connecting everybody. It’s a website where drivers can create profiles, upload pictures, and share stories. People hear about it from drivers or flyers on PEV windows. Via an online map, they connect with a PEV driver who lives or works near them. That way they get answers to questions, can take test rides and drives, and even do short car swaps. With DrivingElectric as a “utility” for companies and nonprofits in the plug-in vehicle community, along with a range of other efforts by advocates and drivers, we could double the demand for PEVs in 2013. What a triumph that would be for drivers and for us all!

Felix Kramer, a San Francisco Bay Area cleantech entrepreneur and advocate, founded CarlCars.org in 2002 and DrivingElectric.org in 2012. www.pluginamerica.org

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National Plug In Day S econd A nnual

By Zan Dubin Scott

he 2012 National Plug In Day, co-sponsored by Plug In America, the Sierra Club, and the Electric Auto Association was once again a big success. We staged the event in 65 cities, up from 29 last year, and reached upwards of 25,000 people coast to coast. More than 1,500 EVs were on display and more than 1,600 people took test drives. In addition to the number of cities that participated, several city events attracted crowds into the thousands. Sacramento for example, saw a crowd of 4,000, and Philadelphia hosted 2,500 people. What we are developing is a growing grassroots sales force for EVs. The people who are driving these cars and know about them just can’t say enough about them. It’s clear that this isn’t just a passing interest; it’s this great, passionate desire that’s growing month by month. People aren’t just interested in clicking "like" on somebody’s Facebook page, but rather spending many of their own free hours to get the word out to others, because they feel so strongly about these cars.

We also had a tremendous media response. We had at least 135 articles, blogs and television spots on this year’s National Plug In Day. We had more congressional recognition. We had proclamations of recognition and appreciation more than ever before. With National Plug In Day, we have really opened people’s eyes and we’re expecting that the 2013 event will reach 100 cities and maybe even expand internationally. A lot of industry professionals, including major auto companies and EV charger manufacturers, were very impressed and they can see what can be done on a grassroots level. They want to be more involved next year and that can only mean bigger and better things.

Zan Dubin Scott is Communications Director and the Chair of the Outreach and Education Committee for Plug In America. For more information, visit pluginday.org. A ribbon cutting for 8 new ChargePoint stations in Santa Barbara (right and below) with Mayor Helene Schneider and Congresswoman Lois Capps.

Courtesy: Sarah Fretwell

EVs of all kinds gathered at Chrissy Field in San Francisco. (Photo: Felix Kramer/DrivingElectric)

Courtesy: Sarah Fretwell

Ann Arbor, MI

www.pluginamerica.org

the smart electric drive. mother nature‘s wild child.

the all-new smart electric drive is 85% recyclable, 0% emission expelling and 100% fun-to-drive. there’s also plenty more that’s in the 100% category. like 100% customizability. 100% smoothness, thanks to a single-gear transmission. 100% excellent charging, with 122 MPGe in the city.* and it’s 100% the only electric that comes in a cabriolet. add instant torque, a low center of gravity for extra nimbleness and an MSRP of just $25k** for the coupe and $28k** for the cabriolet, and you’ve got an equation that adds up to mother nature giving you a high ﬁve.

*here‘s the scientiﬁc skinny: this number is based on an EPA formula of 33.7 kW/hour equal to one gallon of gas energy. the EPA rated the smart at 122 MPGe in the city, 93 MPGe on the highway and 107 MPGe combined. (that‘s pretty impressive if we do say so ourselves.) if you‘re a race car driver, you‘ll get less. if you drive a turtle, you might get more than that. it‘s just an estimate so use the number only for comparison. **price does not include the federal tax credit of $7,500 and before any additional state and local tax savings. smartusa.com

smart—a daimler brand

the Former Secretary

His LEAF

and

By Marc Geller

n 2010, former Secretary of State George P. Shultz found out that Nissan CEO Carlos Ghosn was to give a lecture at Stanford about the LEAF. Secretary Shultz attended the lecture and approached Ghosn afterward. “I’d like to buy one,” he told the CEO. “Okay, we can get you one,” Ghosn replied.” I want two, Shultz said, and a few short months later, he and his wife were the proud owners of their very own LEAFs. I had the opportunity to meet with Secretary Shultz at his home in Palo Alto to discuss why he became interested in driving electric, how much it means to him to drive on the power of the sun, and the government’s role in it all.

Describe your experience with your LEAF. T:11”

S:10.25”

I drive my car around here all I want, and I’m never even close to running out of electricity. I have solar panels. Now, five years later, I have paid for the panels. So I’m driving an electric car on sunshine, which, incidentally, is inexpensive. Costs you nothing. So what’s a gas station? I don’t know what a gas station is. We have a charger at our apartment in SF and a charger here and that’s all we need. I only had one scary experience and that was years ago in my EV-1. It was in SF. My car was all charged up. I was going to the SF golf club and I missed my turn and I had to go a little further than usual to get there. After I played golf I got back in the car to come back here to Stanford. When I got to the top of the hill at Sand Hill Road, my charge disappeared. However, it’s a downhill coast from there. Fortunately I hit all the green lights and I coasted all the way down the hill, generating enough power to get home. So I said to myself, “you know one of the things electric cars teach you is how to drive a car.” You wind up driving differently. You don’t rush up to a stop sign and jam on the brakes. You see a stop sign ahead and you drift up to the stop sign. There are all kinds of things you can do that mean you would learn how to use less energy to get the car to go wherever it’s going.

Why do the public and companies express so much concern about the ratio of electric cars to public chargers? There’s always a chicken and egg problem to get something going. And I think you always have to start. And you can’t start where you finish. You have to start somewhere.

What role do you think government should play? I think government’s role should be to support energy R&D. Stay out of commercial businesses. The batteries have come about because there has been a lot of support. And I like to see not only government support, but also company support. In the case of Stanford and MIT, which I’m most familiar with, a great deal of the money, a bulk of the money, is coming from private sources. And that’s good because these are the people who know how to take an idea and commercialize it.

What is the relationship of renewable energy to electric cars? As people point out all the time, if you have coal-firedproduced electricity, and you hook an electric car to it, you haven’t done much about reducing carbon. So you’d like to have an electric car hooked to the sun, as I do. And then you’re driving on sunshine not producing any carbon. But at any rate, an electric car is a step in the right direction. You’re not doing any polluting while you’re driving.

What is the relationship of national security concerns to your interest in electric cars? I started out in 1973 as Secretary of the Treasury when we had the Arab oil embargo. There were national security issues here. And economic issues. And now there are environmental issues. So all this tells you we should be using more secure sources of supply that are steadier and cost less and are less polluted. So when I get a chance to put a solar panel on my house and drive an electric car from the electricity it produces, I’m serving national security and I’m serving the environment. www.pluginamerica.org

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Charged Up!

2013 Cars Inside Nissan LEAF – 19 Chevy Volt – 21 Tesla Model S – 22 Fisker Karma – 23 CODA Sedan – 24 Mitsubishi i – 25 Toyota RAV4 EV – 26 Toyota Prius Plug-in - 26 Ford Focus EV – 27 Ford C-Max Energi – 27 Chevy Spark -28 Honda Fit EV – 28 Smart Electric – 29 Think – 29 Fiat 500e – 29 Brammo – 30 Zero – 31

Charged Up!: The Definitive Guide To Plug-In Electric Vehicles

EV Lineup

A breath of fresh air.

The 100% electric Mitsubishi i-MiEV. Ranked the “Greenest Vehicle of 2012”*

e hear a lot about protecting the environment these days. But what are you doing about it? Well, here’s an idea: The Mitsubishi 100% electric i-MiEV, the most aﬀordable and fueleﬃcient electric vehicle in America. Add the generous government credits3 you’ll get for driving an ecologically inspired car, and you’ll be protecting quite a few things. Including your wallet.

• Eight-year/100,000-mile main drive lithium-ion battery limited warranty • Most fuel-eﬃcient mass production car in America at 112 MPGe 2

• Available for as low as $21,625

• No gas, no tailpipe • Fully chargable in just 7 hours

i.mitsubishicars.com *Ranked by the American Council for an Energy Efficient Economy. 1. ES TRIM: $29,125 MSRP - $7,500 federal tax credit = $21,625 after tax credit. SE TRIM: $31,125 MSRP - $7,500 federal tax credit = $23,625 after tax credit. Manufacturer's Suggested Retail Price. Excludes destination/handling, tax, title, license etc. Retailer price, terms and vehicle availability may vary. See your Mitsubishi retailer for details. Destination/handling charge is $850; Alaska/Hawaii $975. 2. Fuel efficiency based on 2012 EPA Annual Fuel Economy Guide mileage estimate of 112 MPGe. Actual mileage equivalents may vary. 3. Tax savings subject to rules and availability. Taxpayer must incur federal tax liability to receive full benefits. Consult your tax professional. Actual prices set by retailer. 4. With optional home charging dock (240V/15A, EVSE).

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Nissan LEAF Image courtesy of Janitors on Flickr

Nissan LEAF owners travelled from around the UK to meet up at the Silverstone racing circuit in November, forming a convoy of 225 cars. The drivers broke the Guinness World Record for the â&#x20AC;&#x153;largest parade of electric vehiclesâ&#x20AC;? beating the previous record of 218 held by Chrysler in the U.S. (Image courtesy of Nissan)

Mileage: 106 city/92 hwy/99 combined MPGe Range: 73 miles EPA Battery: 24 kWh Motor: 80 kW Charging: 3.3 kW charges to full in approx. 7 hours from 240V Top Speed: 90 mph Cost: $35,200 - 37,250 Warranty: 8 year/100,000 miles (battery)

Image courtesy: Nissan

WEBSITE: nissanusa.com/leaf-electric-car

@NissanLEAF facebook.com/nissanleaf

Image courtesy: Nissan Nissan begins eMotor trials will be produced in Decherd, Tenn., about 70 miles away from where Nissan will build the 2013 Nissan LEAF in Smyrna, Tenn. www.pluginamerica.org

The solar powered car has become a reality

Plug your electric vehicle into the sun with solar panels made by SolarWorld, the world’s greenest solar manufacturer.

solarworld.com Source: SolarWorld ranked #1 on the Silicon Valley Toxics Coalition’s 2011 Solar Scorecard.

America’s largest solar manufacturer since 1975

Chevy Volt

Images courtesy: GM

Mileage: 98 MPGe combined electric; 35 city/40 hwy/37 combined MPG gasoline Range: 38 miles (EPA); then uses gasoline Battery: 16.5 kWh Charging: 3.4 miles of range/hour (120V); 8.7 miles of range/hour (240V) Top Speed: 90 mph Cost: $39,145 Warranty: 8-year / 100,000 miles (battery)

@chevrolet facebook.com/chevrolet youtube.com/user/Chevrolet

Apps Volt Driver Challenge A community of Volt owners engaged in friendly competition. Track the efficiency of your Volt and set goals to maximize it. Then one-up other Volt drivers to earn achievements, scorecards and a spot on the leaderboards.

OnStar RemoteLink Shows the battery level and charge mode of your Volt â&#x20AC;&#x201C;120V or 240V. Remotely verify that your Volt is plugged in, schedule a future charging time and receive charge alerts. Also lock or unlock, or remotely start your Volt.

myChevrolet Find your Volt on the parking reminders map or get roadside assistance when you need it. Access to your Ownerâ&#x20AC;&#x2122;s Manual and schedule a service appointment.

www.pluginamerica.org

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Charged Up!

Tesla Model S 40 kWh range model Mileage: (not yet rated) Range: 160 miles (manufacturer estimate) Battery: 40 kWh Charging: 10 kW on-board charger; up to 31 miles of range per hour of charge • 20 kW twin chargers yield approx. 62 miles of range per hour of charge and are available for $1,500 • Mobile charger includes adapters for 110V and 240V outlets Top Speed: 110 mph • 0 to 60 in 6.5 seconds Cost: $57,400 Warranty: 8 years/100,000 miles (battery) 60 kWh range model Mileage: 94 city/97 hwy/95 combined MPGe Range: 208 miles (EPA) Battery: 60 kWh Charging: 10 kW on-board charger; up to 31 miles of range per hour of charge • 20 kW twin chargers yield approx. 62 miles of range per hour of charge and are available for $1,500 • Mobile charger includes adapters for 110V and 240V outlets Top Speed: 120 mph • 0 to 60 in 5.9 seconds Cost: $67,400 Warranty: 8 years/125,000 miles (battery)

Motor Trend Magazine 2013 Car Of The Year The Model S garnered a unanimous vote from the panel of Motor Trend judges and guest judges, considered among the savviest and toughest critics in the industry. This is the first time in Motor Trend’s memory that every judge was in unanimous agreement.

85 kWh range model Mileage: 88 city/90 hwy/89 combined MPGe Range: 265 miles (EPA) Battery: 85 kWh Charging: 20 kW on-board twin chargers yield approx. 62 miles of range per hour of charge • Mobile charger includes adapters for 110V and 240V outlets Top Speed: 125 mph • 0 to 60 in 5.6 seconds Cost: $77,400 Warranty: 8 years/unlimited miles (battery) 85 kWh Performance model Mileage: 88 city/90 hwy/89 combined MPGe Range: 265 miles (EPA) Battery: 85 kWh Charging: 20 kW on-board twin chargers yield approx. 62 miles of range per hour of charge • Mobile charger includes adapters for 110V and 240V outlets Top Speed: 130 miles • 0 to 60 in 4.4 seconds Cost: $92,400 Warranty: 8 years/unlimited miles (battery)

@TeslaMotors facebook.com/teslamotors plus.google.com/+TeslaMotors vimeo.com/teslamotors

Courtesy: Tesla Charged Up!: The Definitive Guide To Plug-In Electric Vehicles

Fisker Karma Images courtesy: Fisker

Mileage: 54 MPGe combined electric; 20 city/21 hwy/20 combined MPG gasoline Range: 33 miles (EPA) then uses gasoline Battery: 20 kWh Motor: 150 kW Top Speed: 95 mph (Stealth mode); 125 mph (Sport mode) Charging: 3.3 kW charger; between 6-14 hours (120V/240V) Cost: $95,900-$108,000 Warranty: 50 month/50,000 miles (standard)

WebSITE: fiskerautomotive.com

@FiskerAuto facebook.com/fiskerauto youtube.com/user/fiskerauto

www.pluginamerica.org

Charged Up!

CODA Sedan

Mileage: 77 city/68 hwy/73 combined MPGe Range: 88 miles (EPA) Battery: 36 kWh Motor: 100 kW/134 hp (peak) Top Speed: 85 mph Charging: 6.6 kW onboard charger replenishes at 220V in six hours Warranty: 10-years/100,000 miles (battery); 5 years/60,000 miles (power train) 3 years/36,000 (standard) Cost: $39,900 before incentives

â&#x20AC;&#x2DC;â&#x20AC;&#x2DC;

Images courtesy: CODA

When people ask us why we chose the CODA sedan, we always remark how we love the way it drives. The location of the lithium iron phosphate battery in the undercarriage of the vehicle gives it a low center of gravity that hugs the road and propels the vehicle like a sports car. - By Grace Reamer and Kevin Boze

Seattle, WA

Website: codaautomotive.com

@codaautomotive facebook.com/Coda youtube.com/CodaAutomotive plus.google.com/+codaautomotive

Charged Up!: The Definitive Guide To Plug-In Electric Vehicles

(Read their testimonial on page 46)

25 25

Mitsubishi i

Images courtesy: Mitsubishi

Mileage: 126 city/99 hwy/112 combined MPGe Range: 62 miles (EPA) Battery: 16 kWh Motor: 49 kW Top Speed: 81 mph Charging: 3.3 kW charger; 7 hours (240V); 22.5 hours (120V) Cost: ES $29,125; SE $31,125 Warranty: 8 years/100,000 miles (battery); 5 years/60,000 miles (powertrain)

Website: i.mitsubishicars.com facebook.com/iMitsubishi @iMitsubishi

‘‘

But it is not just the external effects of EVs that are notable. There's also an internal change that occurs. A fellow EV driver described it as “Zen Driving.” It feels like I undergo a personality change when I get behind the wheel of my i. I become more tranquil and patient. - Bill Gravitt (Read his testimonial on page 37)

www.pluginamerica.org

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Charged Up!

Toyota RAV4 EV Courtesy: Toyota

Mileage: 78 city/74 hwy/76 combined MPGe Range: 103 miles (EPA) Battery: 41.8 kWh Motor: 115 kW/154 hp Charging: Times vary between 5 â&#x20AC;&#x201C; 44 hours depending on use of 120V or 240V in normal or extended mode Top Speed: 85 MPH Cost: $49,500 Warranty: 8 years/100,000 (battery) Website: toyota.com/prius-plug-in and toyota.com/rav4ev

facebook.com/toyota @toyota youtube.com/user/ToyotaUSA plus.google.com/+toyotausa

Toyota Prius Plug-in Hybrid

Courtesy: Toyota

Mileage: 95 MPGe combined electric; 51 city/49 hwy/50 combined MPG gasoline Range: 11 miles (EPA); then uses gasoline Battery: 4.4 kWh Motor: 60 kW/80 hp Charging: 120V charges the small battery to full in three hours; 240V charges in 90 minutes Cost: Hybrid Plug-in: $32,000; Hybrid Plug-in Advanced: $35,925 Warranty: 8 years/100,000 (hybrid); 60 months/60,000 miles (power train); 36 months/36,000 miles (standard)

Charged Up!: The Definitive Guide To Plug-In Electric Vehicles

Ford Focus Electric

Courtesy: Ford Motor Company

Mileage: 110 city/99 hwy/105 combined MPGe Range: 76 miles (EPA) Battery: 23 kWh Motor: 92 kW Top Speed: 84 mph Mileage: 105 MPGe Charging: 4 hours (240V); 20 hours (120V) Warranty: 36 months/36,000 miles

‘‘

The Focus EV is an excellent car by every measure. It’s comfortable, great performing, with excellent features. Now all we have to do is to get the word out to others. - Ty Newell (Read his testimonial on page 44)

C-MAX Energi Mileage: 100 MPGe combined electric; 44 city/41 hwy; 43 combined MPG gasoline Range: 21 miles (EPA); then uses gasoline Battery: 7.5 kWh Charging: 7 hours (120V); 2.5 hours (240V) Top Speed: 62 mpg (all-electric mode) Cost: $32,950 website: ford.com

Courtesy: Ford Motor Company www.pluginamerica.org

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Charged Up!

Chevy Spark

Courtesy: GM MILEAGE: not yet rated Range: 80-100 miles (manufacturer estimate) Battery: 20 kWh Li-ion Motor: 92 kW Charging: 3 hours (240V) using 6.6 kW onboard charger Cost: $36,625, 3-year lease in California and Oregon

GMNewsUS facebook.com/generalmotors www.youtube.com/GMBlogs

Honda Fit EV

MILEAGE: 132 city/105 hwy/118 combined MPGe Range: 82 miles (EPA) Battery: 20 kWh Li-ion Motor: 130 hp (more than 100 kW) and 400 lb.-ft. (542 Nm) of torque B120V, 240V, DC Fast Charge, AC 240V Warranty: 8 years/100,000 miles Cost: under $25,000 with tax incentives.

WebSITE: automobiles.honda.com/fit-ev/

facebook.com/hondafit

Charged Up!: The Definitive Guide To Plug-In Electric Vehicles

Courtesy: Honda

Smart Electric MILEAGE: 122 city/93 hwy/107 combined MPGe Range: 68 miles (EPA) Battery: 17.6 kWh Motor: 30 kW Charging: 240V charges to full in 7 hours Website: smartusa.com facebook.com/smartusa @smartcarusa youtube.com/smartusatv plus.google.com/+smartusa

Courtesy: Smart

Think

MILEAGE: not rated Range: 100 miles (manufacturer estimate) Battery: 24 kWh Motor: 34 kW Charging: 8-10 hours (240V); 18 hours (120V) Top Speed: 70 MPH Warranty: 3 years/36,000 (basic)

Courtesy: Think

FIAT 500e

Website: thinkev.leftbankcompanies.com facebook.com/THINKCityEV @think_ev

Courtesy: Fiat

MILEAGE: not rated Range: 80 miles (manufacturer estimate) Battery: 24 kWh Mileage: City: 116 MPGe; Highway: 100 MPGe; Combined: 108 MPGe Charging: 120V charges in fewer than 24 hours; 240V charges in fewer than four hours Top Speed: 85 mph (137 kph) www.pluginamerica.org

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Charged Up!

Brammo Images courtesy: Brammo

Empulse (6.0, 8.0, 10.0) Range: 60 miles; 80 miles; 100 miles Battery: 6 kW; 8kW; 10kW 88.8V Lithium-ion Motor: 40 kW Sealed Permanent AC Synchronous Top Speed:100+ MPH Charging: 6 hours; 8 hours; 10 hours Cost: $9,995; $11,995; $13,995 Warranty: 1 year limited; extended warranties available during second and third years

Website: brammo.com facebook.com/brammoinc twitter.com/brammosays youtube.com/brammo plus.google.com/+brammo

Charged Up! : The Definitive Guide To Plug-In Electric Vehicles

The Engage series includes the Engage MX (anticipated $9,995), Engage SMR (anticipated $10,555), and the Engage SMS (anticipated $10,555). For the third year in a row electric motorcycles convened on Laguna Seca’s world famous track for FIM’s e-Power electric motorcycle racing series. Team Icon Brammo took second and third place on the podium. Steve Atlas finished a close second at 14’34.963 with an average speed of 133.678 Km/h, just 2.903 s econds behind first place winner, Barracuda Lightning’s Michael Barnes.

Zero Images courtesy: Zero

Zero Street Bikes Zero S (ZF6/ZF9 models) Range: 76/114 Mileage: 487 MPGe Battery: 6 kW/9kW Lithium-ion Motor: Double-stator axial flux permanent magnet, brushless motor with integrated forced air cooling Top Speed: 88 mph Charging: 1 kW onboard with 110V and 220V capabilities; charge times range between approx. 2-9 hours. Cost: $11,495 Warranty: 2 years/unlimited miles Zero XU Range: 42 miles Mileage: Up to 539 MPGe Battery: 3 kW Lithium-ion Motor: Axial flux permanent magnet Top Speed: 65 mph Charging: 1 kW onboard; 110V will charge in just over 3 hours and 220V will charge in 2 hours. Cost: $7,695 Warranty: 2 years/unlimited miles

Zero Dirt Bikes Zero X Range: 60-120 minutes (trail riding)/38 miles (city) Mileage: 487 MPGe Battery: 3kW Lithium-ion Motor: Forced air cooled, axial flux permanent magnet, brushed motor Top Speed: 56 MPH Charging: 1kW standalone charger replenishes the battery in 3 hours using 220V Cost: $9,945 Warranty: 1 year/unlimited miles (standard); 2 years/unlimited miles (power pack) Zero MX Range: 45-90 minutes (motocross tracks)/1-2 hours (trail) Battery: 3kW Lithium-ion Motor: Forced air cooled, axial flux permanent magnet, brushed motor Top Speed: 54 MPH Charging: 1kW standalone charger replenishes the battery in 3 hours using 220V Cost: $9,495 Warranty: Standard: 1 year/ unlimited miles; Power pack: 2 years/unlimited miles zeromotorcycles.com

Zero DS

Zero Dual Sport Zero DS (ZF6/ZF9 models) Mileage: 480 MPGe Range: 75 miles/112 miles Battery: 6kW/9kW Lithium-ion Motor: double-stator axial flux permanent magnet, brushless motor with integrated forced air cooling Top Speed: 80 MPH Charging: 1kW onboard charger with 110V and 220V capabilities replenishes the models between approximately 2-9 hours Cost: $11,495 Warranty: 2 years/unlimited miles

www.pluginamerica.org

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Charged Up!

MY F-250 T

Is Addicted to Diesel

wo years ago, as diesel prices were climbing ever higher, my fuel bill was approaching $500 per month. Now, I’ve always liked trucks (I’ve owned quite a few), but this was getting ridiculous. The price of fuel was as much as the truck payment. Add the fuel bill, plus truck payment, plus insurance, and we’re talking $1,200 a month. Just by chance, while looking on the Internet, an ad for Nissan LEAF pre-registrations popped up. So I decided to take a look. The ad told me of an electric car that could reduce my fuel bill to almost nothing (although this small car was a fairly expensive $25,000 after rebates). I’d never considered buying a small car like this before, but if it could pay for itself in fuel savings compared to my truck, what would I have to lose? After doing some research on the practicality of electric vehicles, I was convinced that Nissan was capable of building such a car. So in September of 2010, I put a $100 deposit on a LEAF that would arrive in a few months. And if I didn’t like the soon-to-come reviews, I could get my deposit back. Over the next few months as I learned more about electric cars, I only became more interested. I started to realize that I would not have to support the gas “dealers” anymore (our cars are like fuel junkies). I wouldn’t have to wonder if diesel was going to be $6 or even $7 next summer. The oil companies are there for only one reason: to make a profit. And they will make as much profit as they can. It’s their job to.

By Scott S.

I would also not be sending any of my money to the Middle East. No money to Saudi Arabia or any of the other countries that wish our country harm. If I were to put solar panels on my garage, my fuel bill would conceivably go to zero dollars. What’s not to like about this whole equation? I received my car in June of 2011 and have about 12,000 miles on it. I use it mostly to commute to work in San Francisco, which is nearly 50 miles from my house. I’m also very fortunate that I’m allowed to charge my car at work. The biggest benefit of this car is the reduced fuel bill. On average, I would guess that it costs less than $50 per month in electricity. I have not had any problems with the car, and only brought it to the dealer twice for tire rotations. There is basically no other maintenance - no oil changes, no air filters, etc. This car also has the best build quality of any car I’ve ever owned - no squeaks or rattles, just silence. When I’m driving down the road, the only noises I hear come from the cars next to me. If you can live within the range limits of this car, I cannot recommend it enough. I think electric vehicles are here to stay, and I’m actually thinking of getting a second one for my wife. I just wish they’d build an electric truck.

Charged Up!: The Definitive Guide To Plug-In Electric Vehicles

Scott is a San Francisco firefighter.

A LEAF in Maine By Marc Lausier

reserved the Nissan LEAF on April 26, 2010, and it was delivered on March 9, 2012…that’s a long wait for a car. Especially for a type A personality! I live in the coastal town of Scarborough, Maine. My goal was to obtain the first LEAF sold in the state, which I was able to achieve. When I started driving the car, the mileage indicator was reading 3.8 miles/kWh. I’m currently at 4.7 since the majority of my driving is “in city” so the range is easily 100 miles, which is well within my needs. The electricity cost factors out to be about $35/1,000 miles, which is a significant fuel savings as compared to gas. Operating an EV makes for a different and much better driving experience due to the quiet performance of the highly responsive and efficient motor…the car is a blast to drive. Couple that with the benefits to the environment…what’s not to like? I’ve driven 4,000+ miles and I can say with confidence I’ll never own a gas-powered car again. The LEAF isn’t your cup of tea? Then visit Plug In America’s website (pluginamerica.org). There are several EVs hitting the market now and in the near future so you should find something that will work for you. From Maine’s Atlantic shore…happy driving and may the wind be at your back!

Marc Lausier is a retired pharmacist and is proud to have received the first-ever Nissan LEAF in the state of Maine.

Think

City

By Luke Ding

made the decision to purchase my Electric Think City after 30 seconds into my test rive. It was such an easy decision. Think City is the car that I have been looking for. It is also the first car that I own. Before Think City, I have always felt the whole lifecycle of car ownership was rigged from production, marketing, and distribution, to operation and maintenance, along with upstream and downstream of oil and gas. The whole ecosystem came across to me as overly expensive, complicated, unsustainable and harmful to the environment. Having lived in different cities around the world including China, Canada, Germany and United States in the past 15 years, the downside of car ownership has never outweighed the convenience of having one until I tested drive Think City. What made Think City stand out was that I was no longer at the mercy of the “establishment”; I don’t have to take it in for maintenance for 40,000 miles nor do I have to deal with oil, gas, spills on my garage floor or any moving parts. It’s great during stop-and-go traffic and manages the highway very well. And even though it’s a small car, it’s got a decent amount of trunk space. After owning it for eight months and reaching 5,000 miles, I have realized that it offers even more benefits. It catches the eye of people from all walks of life, especially the younger generation. And I have peace of mind driving my Think City, as well as lending it to friends and family. Additional perks of my car are that I get to take advantage of HOV lanes and the toll benefit, and, it is cheaper to drive than taking public transit.

www.pluginamerica.org

36 36

Charged Up!

LeaF Small-Town

By Karen Glitman

’ve never been a pioneer although I always marveled at those with the pioneering spirit. What exactly drove someone to say, “Let’s just climb over one more mountain range to see what’s there?” But now that I am the owner of an all-electric Nissan LEAF, I count myself among a growing number of pioneers ushering in a new era in driving. My LEAF is my primary vehicle: I take it grocery shopping, to drop kids off at friends’ houses, take them to the movies, the orthodontist and back and forth to work. So why drive an all-electric vehicle? There are a number of reasons. First off, I’ve never liked stopping for gas. I have always considered this as one of the two biggest wastes of time in life. Besides a waste of time, pumping gas is never a pleasant experience (what’s on those fuel pump handles anyway?). It got me to thinking, “How many hours of my life have I spent standing next to a gas pump waiting for the tank to fill?” My calculations reached three hours a year or seven days of my life staring at a gas pump and breathing in the fumes. Another factor was maintenance. It’s a hassle to schedule and there is always something more needed involving some engine part I’ve never heard of. I’m not a gear-head or car nut or even a technology geek. I’m a not quite 50 years old working mother and wife living in Jericho, VT (pop. 5,000) about 17 miles and 800 feet of undulating elevation from Burlington where I work.

good. The anxiety I feel, which is slowly dissipating, is the same way I would feel with one-quarter of a tank of gas. I do have an ICE backup for longer trips, which may simplify things. It has started to get a little cold here in Vermont with morning temperatures in the low 20’s to upper teens. But by our winter standards there’s a long way to go. I have noticed two things; charge time is taking longer in the cold and the range is definitely decreased with the use of the heater. The latter I expected but I had not thought that the cold would affect charging times. In the summer charge time was often faster than what the car suggested it would be. If it said 11 hours to 80 percent, it would often take nine or 10 hours. Now in the colder weather it’s almost the opposite: if it says 11 hours it often takes 12. The true test will be on our below-zero mornings. What’s different about driving an EV? Nothing really, aside from the XM radio, navigation system and Bluetooth phone, which aren’t particularly unique to EVs. For me driving an automatic is the biggest difference after 30 years of driving stick. And since I’ve had my EV I’ve noticed the sound of ICE’s starting up – what a racket! I imagine a time in the near future where we will all of sudden notice the absence of noise and say, “Remember when the cars were so loud we had to build sound barriers?” How pleasant our downtowns and neighborhoods will be without that noise. So, how do I feel when I drive my EV? One word: free.

Karen Glitman is the Director of Transportation Efficiency at the Vermont Energy Investment Corporation (VEIC), a mission driven non-profit dedicated to reducing the economic and environmental costs of energy. VEIC is the champion of Drive Electric VT, a partnership between the state of Vermont, VEIC and the Rocky Mountain Institute. She’s been driving her Nissan LEAF for three months and has over 3,200 miles on it.

The real tipping point in my decision however was the morning I saw a convoy of army vehicles heading down the road on maneuvers. I was done with gasoline. No longer would I be sending money to those that want to destroy us and I would be keeping the money I spend on energy local (98 percent of the petroleum we use for transportation is imported). Now that I have solar panels on my roof I’m keeping it even more local. I knew that most people travel less than 40 miles a day but somehow we all feel that the norms and averages just don’t apply to us. How could someone living outside a major metropolitan area, heck, outside a metropolitan area altogether, manage daily life with an advertised 100 mile range? I’ve decided to just live my life and see how this vehicle works -- no changes, no compromises no adjustments. So far so

A LEAF in Maine

Charged Up!: The Definitive Guide To Plug-In Electric Vehicles

Zen Driving in a T

By Bill Gravitt

Mitsubishi i

he attraction of electric cars began as a financially driven impulse. Soon however, a constellation of issues came to light that compelled me to continue on that path and even advocate for electric vehicles. My gas-guzzling SUV just wasn't appropriate for the majority of my car needs, mostly around town to the bank, supermarket, hardware store, and other field errands for my work as a property manager. My first EV, a 1981 Jet Electrica, was good for those runs, but its limited range couldn’t do the 35-mile (SF to Burlingame) round trip twice a day that I needed to do six or more days a month. My SUV gets 15-17 mpg on the highway and about 10-11 around town, since the engine doesn't even have a chance to warm up on all the short trips. My gasoline bill (pre-EV) averaged around $300 per month. The Jet Electrica, even with its limited 20-mile range, put a significant dent in those gas costs, but was funky, needed work and was more like a hobby car, a “toy” if you will, than a full-fledged driver. I began to yearn for a “real” electric car that could take me at least to Burlingame, and preferably to farther reaches of the Bay Area. At my age, I wanted some more creature comforts than the Jet could offer, and for my kids, I wanted modern safety features such as air bags and anti-lock breaks. My requirements for my car were: 100 percent electric; had at least 60 miles of range per charge at "normal," i.e. gas-like driving; capable of freeway speeds; four seats; four doors; heat and air conditioning; and brand recognition. The Nissan LEAF and the Mitsubishi i-MiEV came closest to meeting my requirements. I regularly searched eBay and Craigslist for a good deal, and one day it appeared. A used, fully-loaded, local Mitsubishi i-Miev with only 3,000 miles on it, for a price that was comparable to the MSRP for a new car, less the incentives, less a bit more for its “used” condition. It was new enough for me (and a lender), so I bought it the next day. My payments are barely more than my gas bills were. It seemed too good to be true, but true it was. By the way, I continue to see good deals on “used” EVs, for those who consider the affordability issue difficult to surmount.

On the freeway home I beeped my horn at a LEAF, got a spirited thumbs up and flashed the driver a big EV grin. It's hard to explain the EV grin, and it probably differs among individuals. For me, I just feel good driving electric. My car is a pleasure to drive. I know I'm doing the right thing in terms of the economy and the national deficit, which is exacerbated by our dependence on foreign oil, and the defense expenditures to protect the flow of petroleum. It has been pretty well established that electric cars are gentler on the environment, even considering that much of the electricity manufactured involves some pollution and resource consumption. But it is not just the external effects of EVs that are notable, there's also an internal change that occurs. A fellow EV driver described it as “Zen Driving.” It feels like I undergo a personality change when I get behind the wheel of my “i.” I become more tranquil and patient. Many EVer's buy into a game whereby you try to see just how many miles you can squeeze out of a charge, even if you know you have plenty of range left to get to your destination. To do so, you drive more slowly, accelerate gently, take the flattest path and make full use of regenerative breaking.

The Energy Effect Put me behind the wheel of an ICE car and suddenly I want to feel the g-forces of acceleration. In a gas car, the game is often to get to where you're going as quickly as safety will permit (or not). We rationalize that the time is worth more than the gas; an attitude fueled by ubiquitous gas stations and a seemingly endless supply (with only a couple of past “shortages”). During the gas crunch of the late 1970s (gas was about 70 cents per gallon), I heard a woman say “I’ll pay a dollar a gallon if I can get as much as I want.” She exemplifies an American attitude; one for which we have paid dearly. It's ironic that petroleum which is finite, expensive, and polluting is squandered on speed, power and bulk, but the electricity powering our EV's, which is efficient, less polluting, growing in green sustainability, and reasonably priced

Continued on page 38 www.pluginamerica.org

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Charged Up!

‘‘

On the freeway home I beeped my horn at a LEAF,

got a spirited thumbs up and flashed the driver a big EV grin. (especially at night), is conserved and “sipped” to get as much distance out of each kWh as we can. Electricity can even be made at home, provided the sun shines there. If everybody who could drive an EV did so, the fuel savings would be enormous. It would ensure that we have the fuel to run equipment into the far future for which electricity is not yet feasible such as airliners and large shipping vehicles and vessels. But electric cars are being proven feasible now. At present, and for the foreseeable future, purchased electricity is cheaper at night. My “i” currently costs about $.03 per mile to run. When I switch to the EV friendly E-9 rate, my cost per mile will drop to about $.015 (no typo, that's a penny and a half ) per mile. Comparing that the $.40 per mile in my SUV amounts to over a 96 percent reduction in fuel costs. If your car gets 40 MPG, your cost is a dime a mile at $4/gal. The warm and fuzzies I get over those savings are in addition to the tranquility from slowing down and the satisfaction of knowing I'm doing the right thing. In addition to meeting my requirements listed above, the car has several other features that are to its credit. It's nice to have the navigation system, though less useful around home turf. The Bluetooth works very well with good voice recognition and clear audio.

rent a vehicle when I need to tow, haul, use 4WD in snow or go to remote areas in the desert. The frequency of such trips seems to be on the decline, but there's always hope.

But… I love my little Mitsubishi, but to be fair I should point out a few design flaws that when addressed will polish this fine car. I'm 6'3" and although reasonably comfortable driving, would still like to put the seat back another two inches. The visor, when put to the side for shade, does not extend far enough to cut glare to my face. It really needs to be on a telescoping rod. The backseats fold down, which is great -- my dog likes the added room -- but the seat backs that become a deck when the seats are down are very flimsy and will wear out in no time with a dog. I protected mine with cardboard, but factory installation of a stiff but cheap material would not add appreciably to the cost or weight of the car. Also, in order to fold the backseats down, you have to remove the head rests. It's not hard, but is inconvenient when they are put up and down a lot as mine are.

I'm getting accustomed to the false perspective of the backup camera, which allows me to cut it even closer in small parking spaces. Via a remote control, one can pre-heat or precool the car while it's plugged in and save distance capacity in the main battery. The car fits into more parking spaces due to its small size, yet is reasonably spacious inside; no space wasted on a big ol' gas engine. I don't use the audio system much, but my kids will appreciate the USB port to play their own canned music.

Charging The feature that I considered just a bonus, but which may prove to be the most important feature of all, is the Level DC quick charge port. After using them a couple of times, I realized that with more of them in the right places, a whole new world outside of the Bay Area would open up to me without the use of gas. With strategically located quick chargers and a plug at my destination, I could get to Tahoe or Mendocino with only two half-hour stops (lunch anyone?). I wouldn't have had to gas up the SUV for the two times I've used it in the last six months. Considering maintenance, storage and insurance, it might be cheaper to Charged Up!: The Definitive Guide To Plug-In Electric Vehicles

I've heard the heater uses a lot of juice, but I haven't noticed because I like it cool and hardly ever use the heat. Others have complained about the austaire interior, but I'm not bothered by it. Lastly, there's an information read-out “scroll” button that is very poorly placed. The information from that read-out includes: total mileage; trip A; trip B; miles left before charging is necessary; outside temperature; miles before service is needed; and months before service is needed. The scroll button to navigate these data is located deep in the dashboard next to the speedometer. When accessing it, you either bump the wiper control, or need to reach through the steering wheel. A button mounted on the steering wheel would be far superior. Also, since range and miles per unit of charge is always on my mind, the numbers I look at the most are the Trip meter (A or B) and the Miles Remaining number. For my purposes, these two should be broken out of the above group and be always visible. They are key to answering the most frequently asked question, “How far can you go,” generally meaning “per charge?” The easy answer is “about 70 miles.” A more accurate answer is “it depends.” It depends on where you drive, how you drive, what the weather is (not an issue in San Francisco) and how much residual charge the battery had when you plugged it in. In addition to the Miles Left indicator there is a bar chart that is analogous to a fuel gauge showing the drive battery's approximate state of charge. With experience you get to know how many miles you can get per bar under different conditions. If you're familiar with the road ahead you can get a more accurate estimation of your available distance by applying the appropriate miles per bar to the remaining bars than the “range-o-meter” can give you. The device can only look backward to your efficiency in the recent past, not into the future. In the i-MiEV, there are 16 bars. It will travel anywhere from 3 to 5 or more miles per bar. The low figure applies when in a hurry and driving the car like a gas car and taking the shortest route despite the terrain. Conservative driving, with some low-end freeway speeds and no major hills, gets the greater range. That translates to anywhere from about 50 to 80 total miles, probably more under ideal but unrealistic conditions. I've been asked “What do you do if you run out of power with nowhere to charge?” My answer is, “you don't.” If you're going to drive it to the limit, have a place in mind where you will plug in. This would be much less of an issue if charging stations were as common as gas stations. Rarely -- preferably never -- does one drive an electric car until it runs completely out of juice. I personally have run the battery pack down to one bar; where it was flashing as if to say “feed me,” but I have yet to see the turtle indicator, which would warn me that the end of my charge is nigh. The more accurate FAQ should be “How far can you go until your next charge?” The answer is about the same, but would include “it depends on where my next charge will happen.”

Placement of charging stations is one of the keys to the success of electric cars. The city of San Francisco has a number of them which I use in order to be counted and provide impetus to install more stations. But they are primarily of use to people from out-of-town. More are needed at farther reaches, so that EV drivers have the confidence to venture out. Building codes should be updated incrementally to require outlets at a percentage of parking spaces built. First some 120V plugs for overnight charging for apartment dwellers. Then add some 240V receptacles as demand grows. Attention to all those in the electrical contracting industry: There's a lot of potential work out there. In many cases a simple outlet will suffice, and an expensive charging station may not be necessary. I had already installed a 240V twist lock plug (NEMA L6-20) for the old Jet Electrica. The portable charger provided with some i-MiEVs will use that type of plug or a regular 120V outlet and I was lucky that mine is one of them. I didn't need to buy a charging station. All I did was drive the car home and plug it in. I have an adapter with which I can plug into an ordinary dryer outlet. Getting power to electric cars does not have to be complicated or expensive. At businesses where I have suggested they provide a way for customers to charge their vehicles, I've received the response “we don't know how to charge for the power.” I'm sure we have the technology to develop smart plugs that will read credit cards or even recognize your car and charge you for the power accordingly. I've heard of parking spots in cold climates that have an outlet so you can plug in your car's block heater. The same could be done in temperate and warm areas for EVs. Another key to the success of electric cars is getting them out there to the masses, if you will. The governmental incentives tend to be income tax-related, which favors those with higher tax liability and generally translates to higher incomes. The incentive programs should be redesigned so that it is irrespective of income, especially for a car like the i-Miev. This is not designed to be a rich person's car. There are plenty of high-end EVs coming out of the pipeline for them. The i can suit many middle-income families. It is very utilitarian.

Bill Gravitt is a 61-year-old property manager from San Francisco.

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My Super

Scooter

By Ingrid Vanderveldt

hose who know me know that I seek the most out of every experience. Prior to owning my all-electric Current Motor Super Scooter, I was a motorcycle rider, through and through. After my first ride on the scooter, I had to be convinced that it was 100 percent electric. The performance is killer. It’s so easy to ride and quiet, yet can quickly hit 70 mph. And if you’re a plugged-in, social experience seeker like me, you’ll love the digital dash that talks to the cloud and other riders, to stay connected. You can’t ask for better customer service either -- both my experience and my bike were personalized. My Super Scooter costs less than 2 cents per mile to operate, and l get lots of friendly waves at the fun, skull and crossbones wrap during my leisurely weekend and around town rides. My High Performance model gets up to 50 miles per charge, and goes about 30 miles at full throttle. It’s simple to charge using the cord provided on a 110V outlet in my garage, and she looks very comfortable next to my custom bike & Royal Enfield.”

Ingrid Vanderveldt is an entrepreneur, investor and business television host. She is the Entrepreneur-in-Residence for Dell and owner of Ingrid Vanderveldt LLC and VH2 Energy Investments. She also co-founded The Billionaire Girls Club. She is currently working on her first entrepreneurship and leadership school for women and girls and has provided grants to 27 women entrepreneurs in Haiti.

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Charged Up!

My M

ife on't Let Me Drive

y wife, Karen, and I recently took delivery of our Tesla Model S. As I wrote in “We Didn’t Want a Roadster” (http://bit.ly/TDJ3c8) on Tesla’s blog a few years ago, the all-electric Model S sedan has long been the car of our dreams. We ordered it nearly four years ago, and it finally arrived September 10, 2012. Now my wife won’t let me drive it.

It’s not that I’m a terrible driver. Karen encouraged me to drive her previous cars nearly every time we went out together. It’s not that she’s been jealous of my three-and-ahalf-year-old Tesla Roadster. Sports cars aren’t Karen’s thing. It’s that the Model S is her car, and Karen LOVES it. Of course, I love the Model S, too. Compared to my Roadster, the Model S holds far more people and stuff, it’s easier to get in and out of, and it has an endless list of creature comforts: 3G Internet (including Internet radio), rear HD camera, customizable dashboard screen along with a 17-inch touchscreen, dual climate controls, Bluetooth, HomeLink, automatic headlights and windshield wipers, customizable suspension and steering, and motorized seats and mirrors whose settings are saved in personalized profiles. There’s so much to play with that it was a week before I realized, “These seats are really comfy. Wow, that’s a pretty touchscreen and the dash is so elegant. Hold on, this is a luxury sedan!” Of particular note is the key fob, which is beautifully shaped like a miniature Model S. Aside from being quite the conversation piece, the key’s shape clarifies trunk access. Press the back of the key, and you open the motorized rear hatch. Press the front of the key, and you open the “frunk” (a second, full-sized trunk under the front hood). However, we rarely take the keys out of our pockets. With the key in your pocket or purse, the door handles slide out when you touch them. Sit down in the driver’s seat, and the car’s systems activate. Put your foot on the brake, switch the car into forward or reverse, and the door handles retract, the doors lock, and you’re off (no start button). Put the car into

by Eric Brechner

park, and the doors unlock. Walk away from the car, and the handles retract again, the doors lock, and the lights flash to indicate your precious baby is safe. Once you get past all the luxury and technology, it’s time to enjoy the ride. Given my Roadster’s road-rocket reputation (0 – 60 in under 4 seconds), I wasn’t expecting the same launch thrill from our standard 85-kWh Model S. I was mistaken. The thrill comes from the instant, vigorous, relentless response of the 362-hp electric motor with fixed transmission. From any speed, you hit the accelerator and take off with no delay or stutter until you are frightened. It’s addictive. Where the Model S ride exceeds my Roadster is in center of gravity. Because the battery comprises much of the car’s weight and forms its entire base, the Model S’s pivot point is below your knees when you break or make a sharp turn. Thus, when you slam on the brakes, the car doesn’t lurch forward. Karen noticed her coffee didn’t tilt when we accelerated around a cloverleaf onto the highway. It’s like you’re in an arcade game—the car stays level and glued to the road. We took a road trip from Seattle to Lake Chelan over Stevens Pass in October. We stopped for lunch in Leavenworth and tried out the charging station behind City Hall. The small Model S J1772 adapter snaps right into car, and the charger snaps into the adapter. Unlike the Roadster, the Model S appears built for most standard chargers. When we arrived in Chelan with plenty of charge to spare, we connected the portable cable to the 110-volt plug outside our room and fully recharged during our weekend stay. All the different adapters snap together easily like Legos. On the way back, the predicted remaining charge at the top of Stevens Pass was 85 miles. By using regenerative braking to control our speed on the way down (much better control than using the brakes), we reached the bottom with 750 miles of predicted charge (around 150 actual miles without the steep downhill discount). I love electric cars.

Charged Up!: The Definitive Guide To Plug-In Electric Vehicles

(Model S on the U-Haul): Seth Luisi

Our Model S was quite an attraction in Chelan. Many people stopped outside our room and marveled at it. That kind of attention surrounds the car just about everywhere we go. A guy pulled alongside us and took a picture with his phone while driving! A little boy dragged his dad over in the parking lot and said, “Dad, it’s the car from the mall!” We parked in a dedicated EV spot outside Safeco Field (another great electric car perk) and were surrounded by admirers. (“That’s just a beautiful car.” “You should totally get that instead of the [BMW] M5.”) At night, the headlights and taillights are gorgeous. They make the car look fierce, which it certainly is—as the Corvette driver’s face attested when we blew past him on the highway. Perhaps the most pleasant surprise about the Model S is that you get a new car every few weeks. Tesla sends the car updates over its free 3G connectivity. You sit down in the car, and the touchscreen tells you an update is available. You confirm when you want the update applied and voila, a new car! A couple of weeks ago, we got personal profiles. Next week we get supercharging so we can drive across the state or across the country for FREE. The communication goes both ways; if we have trouble, the service guys will be able to diagnose the problem from their offices. (Also beneficial for track-

ing the car if it is ever stolen.) I’m sure the updates will be less frequent as the car matures, but it’s amazing to regularly receive a significantly better car without leaving our garage. The net result of all this luxury, performance, and beauty is that Karen will simply not relinquish the driver’s seat. She points to the beautiful dash that shows 3D turn-by-turn directions and album art downloaded from the Internet as music streams from her Bluetooth phone. She raves about the car’s smooth, quiet ride and its tight turning circle. She never misses a pitch of the baseball playoffs thanks to the Internet radio and the ESPN Gamecast on the web browser. I can’t compete and I can’t complain. Yes, I still love my Roadster. Yes, I’m still keeping it. And yes, the Model S’s passenger seat is just as comfortable and adjustable as the driver’s seat. But it would be nice if my wife loved her Model S a little less and let me drive it a little more. In an all-electric marriage, it’s a nice problem to have.

Karen and Eric Brechner live in the beautiful Pacific Northwest near Seattle. Karen is a freelance proofreader and editor, and Eric is a development manager for Microsoft Xbox.

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Charged Up!

Our Way Home in the Ford Focus EV B

efore 1901, the automobile was a novelty; something most people thought could only be used for aroundthe-town jaunts, whether the car was gas, steam or electric. A young engineer named Roy Chapin changed that perception by undertaking a bold assignment to drive the fledgling Oldsmobile company’s “Curved Dash Olds” from Detroit to New York City in the fall of 1901 in time for the New York Auto Show. The trip was a sensation and instantly brought Oldsmobile fame and business success, as well as an awareness among the public of the automobile’s potential. In a similar manner, today’s EV is thought to be of limited use around town. Yes, EV infrastructure needs to grow. And it will, along with an exciting array of technological improvements resulting in EVs traveling non-stop, coast-tocoast, with their occupants crying for a bathroom stop. My wife Deb and I live in Urbana Illinois, in a 100 percent solar-powered house. Our 8kW solar photovoltaic system is designed to also provide energy for 8,000 miles per year of EV driving. We decided to purchase a Ford Focus EV as soon as they became available. On the emotional side of the decision-making process, I was born in Detroit where my father and grandfather worked in the auto industry, so I had to go with a car made in The Motor City. The Focus EV could only be purchased in California, New Jersey and New York. A car dealer near Deb’s Long Island hometown was one of the few locations where a Focus EV could be ordered. But, how would we bring the car home? Should I bring a generator? Do I need a support car? Maybe we could lug a charge station to plug into laundromats and RV parks? After discussing these logistic ideas with my son, Ben, he asked, “Why don’t you just drive it home?” And he was right. Plug in when and where we can, don’t be in a hurry, and most importantly, enjoy the journey. I’m an automotive history buff, and knew about Chapin’s historic 1901 trip. Our New York-to-Urbana trip evolved

By Ty Newell

from simply driving home to a more extensive journey that included retracing Chapin’s path in reverse, including a stop at Ford’s Michigan Assembly Plant where our car was born, and then heading home. We flew to New York on July 3, picked up our car, and spent the next few days driving around Long Island. On July 8, we launched, heading north to follow Roy Chapin’s path along the Hudson River and the Erie Canal. Our first stop was 60 miles north of New York City at the summer camp where Deb and I met some four decades ago. Unknown to Deb, I had arranged for us to renew our wedding vows at the camp. The following morning, we took off on our EV honeymoon. I did not plan the trip in any detail. I had surveyed a few online EV charge station websites, and it looked like we could reach a Level 2 charger twice each day, and then stop at a bed and breakfast or motel for Level 1 (120 volt) “slow” charging overnight. We had a wonderful trip as we motored through towns along the Hudson and Mohawk Rivers in New York, charging every 60 miles or so. Two folding bikes stashed in the car along with our suitcases gave us mobility to site see while charging. Our “big day” consisted of three Level 2 charges as we drove from Niagara Falls, Canada, to Port Huron, Michigan. On Friday, July 13, we arrived at Ford’s Michigan Assembly Plant. We were greeted by the plant manager and his staff. A special surprise was meeting Bill Chapin, grandson of Roy Chapin. Bill had heard of our trip through his cousin, who is an advisor to Bill Ford. We toured the Michigan Assembly Plant, a truly remarkable facility filled with hardworking women and men. The plant produces a mixture of gas engine, hybrids and all-electrics on the same assembly line. As EV production grows, they can seamlessly shift to more EVs and fewer gas engine models without a hiccup.

Charged Up!: The Definitive Guide To Plug-In Electric Vehicles

We left Detroit on Saturday, July 14, and headed home. College towns are fertile ground for charging stations, and our remaining trip consisted of charging stops in Ann Arbor and Kalamazoo in Michigan, and South Bend and Lafayette in Indiana, and then home. We stayed overnight midway between South Bend and Lafayette where we planned to use a 120-volt receptacle in the motel parking lot as we had done several other nights along the way. Something in the parking lot receptacle disabled our 120-volt charger, which put us in an interesting position. We didn’t have sufficient charge to make it to Lafayette the next morning as planned. We could wait a couple days for a replacement 120-volt charger to be sent to us, or we could try driving to a Level 2 charge station, if one was within our 50 miles of available charge. The only station in range was at Delphi’s facility in Kokomo, Indiana. We limped to Kokomo, turning off the air conditioner and slowing the vehicle to 45 mph in order to ensure reaching Delphi with a little extra charge to spare.

a couple of colleagues and asked if we’d like to go to lunch with them. At lunch as we discussed our odd, poorly planned EV trek, it was obvious that these folks had very, very intimate EV familiarity. Of all the people to meet on our trip, we were having lunch with engineers who were part of GM’s ground-breaking EV1 design team. One of the engineers showed us a video of his young daughter making donuts in a souped-up “toy” EV he made. It was very clear that EV technology is their passion.

Spotting two charge stations in Delphi’s parking lot provided a feeling of relief, followed by dismay as we saw two EVs connected. The charge stations showed both cars were fully charged. Unfortunately, these were not public stations. I asked the security desk if they could try to locate the responsible person so I could beg for a charge. Security found an engineer who could approve a charge!

And, isn’t it great that Detroit can keep its old nickname, The Motor City, as it becomes the center of EV manufacturing, leading America to a new age of prosperity? I think so.

Now here’s the cool part that makes one wonder whether things are random occurrences or pre-ordained. While sitting in Delphi’s lobby, the engineer I met earlier came down with

With our charge complete at Delphi, we were now within easy striking distance of Lafayette, and then home. Our odometer showed 1,650 miles as we pulled into our garage in Urbana on July 16. Over the next two months, we added more than 1,200 miles of solar powered, oil free driving around town. The Focus EV is an excellent car by every measure. It’s comfortable, great performing, with excellent features. Now all we have to do is to get the word out to others.

Ty Newell is Professor Emeritus of Mechanical Engineering at the University of Illinois and an owner of Newell Instruments, an engineering R&D firm focused on technologies for sustainable living. He lives in Urbana, Ill., with his wife Deb, and has four grown children and one grandchild.

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46 46

Charged Up!

CODA Sedan:We Call It Our By Grace Reamer and Kevin Boze

fter three months and 5,000 miles with our CODA, we couldn’t be more pleased with the value and operation of the vehicle. In choosing our first electric vehicle, we did our homework. We researched all the electric vehicles available on the market and took several test drives before choosing the CODA for its 125-mile range, its battery management system, and its relatively compact size and roomy interior.

‘‘

We first saw a prototype of the CODA at a car show in Seattle in 2011, and although we had never heard about the company previously, we were intrigued by the unique combination of features it offered. Because the CODA was available only in California during 2012, we decided to fly to the Silicon Valley where the factory is located for a test drive. It took only a single, 30-minute drive to convince us that this was the car we wanted. As we glided silently past the iconic Sarah Winchester House and swung onto the freeway ramp, Kevin said, “Let’s see what it’ll do,” and punched the accelerator. That instant torque of the 134hp motor kicked in and the CODA shot forward like a rocket and up to freeway speed in no time, and we merged effortlessly into midday traffic. By the time we had pulled back into the dealership, we had no doubt this was the car we’d been waiting for.

We had vehicle production number 24 shipped to Seattle, and we

sedan,” but it doesn’t. It’s better. It is nimble, responsive, and climbs hills easily, and the seats are as comfortable as a favorite easy chair. It’s not a magic carpet ride, but it’s close. We call it our spaceship. Perhaps the best feature is the absence of that famous “range anxiety,” because the CODA has lived up to its advertised range. This is our commuter car, and it easily handles daily 60-mile round trips. It also works fine for weekend day trips around the region. After an 83-mile drive at freeway speeds, with three occupants and cargo, we still had 25 percent reserve power on the battery when we arrived at our destination.

We frequently hear people tell us, “but it looks just like a normal car.” That’s true. The Coda is designed to look and function much like any gasoline-powered sedan. The elegantly simple design has an instrument panel and electronics that are advanced yet intuitive and uncluttered. The dial-type, forward/reverse selector is a novelty, but it’s easy to get used to, and the low profile of the dial means it’s never in the way.

After plugging in to a charging station for three hours while attending a family gathering, we were ready to drive all the way home. The CODA has no problem getting us where we need to go. And it is easy to track the power remaining with a dashboard display that constantly computes the minimum and maximum miles remaining based on our average driving habits over the previous 100 miles. Technology is put to good use here with simple, descriptive graphics.

Another question we hear frequently is how expensive it will be to replace the 31kW battery. But with the 10-year, 100,000-mile warranty on the battery, which uses a longerlasting and more stable chemistry, this is not a big concern with the CODA. We also appreciate the battery-management system that keeps the battery cool or warm enough for the most efficient operation. We look forward to seeing

Charged Up!: The Definitive Guide To Plug-In Electric Vehicles

became the first Coda owners in Washington State. That means you don't have to go to California for a test drive. If you are in the Northwest, we would be glad to show you our Coda. how well that works during the winters in Seattle when the temperatures can get down to 20 degrees F or colder. The only disadvantage with the CODA is the lack of Level 3, 440-volt fast-charging capability. It uses either 110- or 220-volt. But we have not found that to be an issue for us. If we want to take a long trip, we plan recharging for times

Kevin at Maple Leaf car show, July 2012

when we would be stopped anyway, such as meal breaks or sightseeing. Kevin is not a fan of long drives in the first place, and even when we were a gasoline-engine family, we usually used other options such as bus, rail or flying for more distant destinations.

Continued on page 49

Test drive in Santa Clara, CA - April 2012

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48 48

Charged Up!

APresident's Ride By Steve Lough

s the president of the Seattle EV Association for the better part of the last 31 years, I have had the pleasure of test driving almost every known production EV, past and present, as well as dozens of home conversions.

that I know of, if you have to make a point, the i will deliver. The handling is very tight, and the turning radius is fantastic. The fit and finish of everything I can see is in keeping with Mitsubishi quality.

Our family could have bought a Volt or a LEAF, or waited just a little longer for the Ford Focus EV. In the end the first reason for purchasing the Mitsubishi iMev, or “ i “ as we call her, is because of its unusual look and shape. For me personally, having a car that looks a bit out of the ordinary says electric car to me.

At our utility rate of 9 cents/kwh here in Seattle, a 60-mile free way trip will cost you $1.44 to refill! Not bad. I bought the top-of-the-line model, with GPS, DVD, CD, MP3, Level 1,2, and 3 charging, leather appointments, two-tone exterior, alloy wheels, and heated seats. And my wife’s favorite: a back-up-camera.

The second reason is that they are a bit more reasonably priced than the other larger production EVs. Thirdly, the 50 to 70 miles of range on a single charge is enough to cover 99 percent of all my driving needs. Fourth, I love the acceleration and top speed! When those signal lights turn green, you don’t have to apologize to anyone. And although 80 to 85 miles per hour is not necessarily legal anywhere

At less than $28,000, after the federal tax credit and no sales tax in Washington State, our i is everything a luxury 21st-century car could be.

Steve Lough is president of the Seattle EV Association, member of NEDRA, previous EV dealer, builder, and teacher.

Charged Up!: The Definitive Guide To Plug-In Electric Vehicles

After driving two internal-combustion-engine vehicles for many years, the transition to a single electric vehicle has been easier than anticipated, thanks to lots of planning. Our 19-year-old mini-van had 339,000 miles on it, and the 21-year-old pick-up truck was up to 360,000 miles, and we didn’t expect either to last much longer. We were spending more than $400 a month on gasoline in addition to the regular oil changes and repairs. Those old vehicles were long since paid for, but still expensive to operate. What a difference with the CODA! It is partially powered by the 4.5kW photovoltaic system we installed on our roof last year in anticipation of bringing home an electric vehicle. The federal tax rebate we got for the solar installation project covered the down payment on the car. Thanks to solar power, which actually is feasible in the rainy Northwest, we estimate our average vehicle charging costs at about $1 a day. A major consideration for us in buying an electric vehicle was fitting it into our 1905 garage that was built for a horse and buggy and still has the roll-away barn door. Even though it seats five comfortably and boasts a spacious trunk, the Coda still has a small enough profile to fit in the old garage, with room to spare. Parking it is a breeze just about anywhere. In addition to the car fitting into the garage was the question of how we fit into the car. Kevin stands almost 6’4” and has

Factory EV maintenance, repair, and modifications. • Nissan LEAF • Plug-in Hybrids • Hybrids Proud host of the BayLEAFs and Golden Gate Electric Vehicle Association

long legs. As the primary driver, he needed a car that didn’t make him feel like he was being “packed in,” and most of the cars we tested simply didn’t make the grade. The CODA's roominess became a major selling point. As environmental protection and conservation advocates, we were impressed with CODA Automotive’s dedication to global sustainability principles. Everything from the ecofriendly fabric of the seats to the regenerative braking gives a quiet nod to an environmentally responsible way of driving. It may not be flashy, but the CODA is quiet, efficient, dependable, inexpensive to operate, affordable, and above all, practical to drive every day. It was a leap of faith for us to buy a new car from a new car company, but we become more convinced every day that it was the right choice for us.

Grace Reamer and Kevin Boze are members of the Seattle Electric Vehicle Association and the Electric Auto Association. They became the first CODA owners in Washington State and would gladly show Northwesterners their CODA.

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Charged Up!

the PlugDriving By Gina Coplon-Newfield

s the lead electric vehicle (EV) advocate on staff at the Sierra Club and as someone who cares deeply about the need for our country and my family to slash emissions and dependence on oil, I was giving serious thought to switching to an EV. I was definitely feeling guilty about driving a gas-guzzler. Sure, a lot of my trips were by foot, bus, or train. But there were many car trips too, and they were dirty ones. When I first heard about Toyota’s plans for the plug-in Prius, I remember thinking, “What kind of customer would buy a plug-in car that has such a short electric range of 11-15 miles?” Then, as I thought about it, I realized this car actually fits my family’s needs to a T. We’re a one-car family (except for a brief period right now). On most weekdays, we drive under 10 miles around our home city of Cambridge, MA. However, my husband and I take our two kids on upwards of 20 long-distance highway trips each year to visit family throughout New England, so a full battery-electric vehicle wasn’t a good option for us. A plug-in hybrid was the perfect choice for our family. As I have blogged about regularly for the Sierra Club, many other plug-in vehicles –including full battery electrics— are a terrific choice for a lot of people. This choice depends on a variety of factors, including how many cars in the household, how many miles driven on most days, how many long-distance trips, and access to charging infrastructure at home and work. We love our plug-in Prius. Like all plug-ins, our car is quiet, smooth, and much gentler to the planet than the vast majority of vehicles on the road. My daughters enjoy telling their friends about driving electric, and they have fun plugging it in and listening to the Sirius XM radio stations. My neighbors ask about the car. Charged Up!: The Definitive Guide To Plug-In Electric Vehicles

-In Prius I’m thrilled that almost all of our local city driving miles are electric –with no gas or tailpipe emissions. After its electric charge is gone, it is like a regular 50mpg Prius –giving us the oil and emissions savings for our long highway trips that we sought. When I first start my car after a full charge, it gives me an estimated number of miles I can go on electricity, and this varies a bit day by day. I asked Toyota’s Product Communications Specialist David Lee how the car comes to this estimate, he said that the car’s computer system is basing this number on my recent driving patterns –how many hills we encounter, whether we’re using the heat or AC, and how efficiently my husband and I drive –like how gently we accelerate and break. I think it’s great that Toyota is encouraging people like me with type A personalities to strive for more efficient driving. If we stop suddenly, go up a really steep hill, or drive over 62 miles per hour, the plug-in Prius does rely on some oil. Given that our long-distance highway driving is in hybrid and not EV mode, one of the few times I’ve noticed this occurring was when I once had to slam on the breaks when someone veered into my lane (embarrassingly, I think my gut reaction was, “not my new car!” and not something about my safety). The reason I knew I had burned a bit of oil was that when I arrived at my destination, instead of the normal 999 mpg equivalent estimate that the car told me I had driven, it told me a lower number, which was still much better than a non-plug-in Prius trip would have been. I haven’t yet driven the car in winter, so I’ll be interested to see how the cold may or may not affect the charge time (currently about three hours) and my available electric miles. My neighbors who drive a first gen Prius said that their old car gets much lower mpg in the cold weather. I asked Toyota’s David Lee about this, and he said, “We’ve reduced the time needed to get the engine to warm up on a cold morning…

This will help enhance overall fuel economy a bit… [and] make the driver comfortable a bit quicker too.” Because there was no electricity outlet next to our driveway, we hired an electrician to install a regular 120 volt weatherproof outlet on the outside of our home for under $300. The most efficient time for EV drivers to charge their vehicles is at offpeak late night/early morning hours. For the plug-in Prius and most other plug-ins, you can program your vehicle to charge at the time of your choosing. For the advanced model of the plug-in Prius (ours is basic), you can even use a special smart phone app smart to program when to charge, check your state of charge, and remotely start the AC. Though we almost always charge at home, I’ve been noticing a growing number of public charging spots around the Boston area, including a few in front of Boston City Hall and now one in front of Cambridge City Hall --conveniently across the street from where my daughter attends pre-school. As of the end of September, 2012, Toyota had sold 7,734 plug-in Prii since they first went on sale in just over a dozen states in February, 2012. The monthly sales numbers have been similar to those of the Nissan Leaf and lower than those of the Chevy Volt. In early 2013, Toyota plans to start selling the plug-in Prius in all US states. Toyota’s Public Affairs Manager Cindy Knight told me in the summer of 2012 that her company views these early plug-in Prius sales numbers as “good but not fantastic.” She said that she believes incentives like the HOV lane access available to plug-in Prius drivers in California have helped, but Toyota is competing among a small early pool of plugin customers. Knight says she thinks it will take some time for consumers to learn about this new technology, but that all the new plug-in brands on the market are building collective awareness about EVs. Knight, like other automaker representatives with whom I’ve met, says that the majority of their early plug-in customers are drawn to the vehicles because of all the exciting technological features. For my family, it was environmental concerns that drew us to the car, but I’m hoping that plug-in vehicle marketing teams will do all they can to seek customers who appreciate amazing new technology.

Gina Coplon-Newfield, the Sierra Club’s Director of Green Fleets & Electric Vehicles Initiative, adapted this article from an earlier blog article she had posted on Sierra Club’s Compass blog.

www.pluginamerica.org

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Everyone Wants I

A Piece Of My Volt

first learned about the Volt from Chelsea Sexton in 2007, right after GM announced it at the International Auto Show. I was immediately captivated by the concept: A vehicle architecture based on real-world data from the Department of Transportation that showed that most Americans drive 40 miles or fewer each day. Volt’s engineers proposed to create a car that would be able to drive 40 all-electric miles. But, unlike other electric vehicles I’d owned, the Volt would also have the ability to run for another 300+ miles using petroleum after the battery’s energy was used up. The best of both worlds! Finally, a design that would slew the “range anxiety” dragon that so many people think is a barrier to ubiquitous electric vehicle transportation. The ability to capture most of our country’s personal transportation miles and move them from oil to electric exhilarated me. At last, a way to score a blow against terrorism that is being funded by our oil purchases. A way to make a meaningful difference on the environment. Something positive in the industrial legacy that my generation will leave to the next generation. I couldn’t wait to get my hands on my first Volt. I checked with my local dealer each week asking when I could put down a deposit and reserve a place on the assembly line. When my car arrived in October 2010, it became the talk of the town. I once had a couple in a Prius turn around and drive into oncoming traffic with horns honking and people screaming just so that they could catch up with me. They nearly ran me off of the road! It was the

By David Turock

first Volt they’d ever seen. We celebrated together on the side of the road, and then they headed to the local Chevy dealer to order one for themselves. When my brother first drove my Volt he refused to leave my house until I agreed to sell it to him. That was two months after I got it. We quickly got another Volt, then another, then another. Another one for me. One for my mother. My best friend. My business partner. My wife. We all caught Volt fever and spread it to our families and friends. I really should buy a Chevy dealership. I believe so much in the product that I could sell it for a living. I love paying next to nothing for fuel. Based on my calculations in Florida where I live, electricity is 12 cents a kilowatt hour. That means I’m driving around for about 3-5 cents per mile – a world of difference from my last vehicle, which was closer to 40 cents per mile. On the road the Volt is sleek, sexy, and responsive. Around town I drive in “Sport Mode” which makes me feel like a race car driver. (No tickets yet, but I do have to be careful…) It’s uniformly powerful at all speeds and it is so very quiet. It’s clean. I’ve never been in love with a non-living thing before. But I love this car. I truly do!

In addition to being an EV enthusiast, David Turock is Chairman of Northern Lights Aviation, a company that he founded to provide charitable transportation services in the northeastern United States.

Charged Up!: The Definitive Guide To Plug-In Electric Vehicles

Notes On The Honda Fit EV By Colby Trudeau

he Fit EV is an extremely affordable vehicle. The lease is $389 per month, which seems like a lot at first. But taking into account the fact that there is no downpayment and that Honda is letting us take the $2,500 Clean Vehicle Rebate Project (CVRP) rebate, it’s a great deal. After CVRP, it’s $317 per month. The Fit EV is the most efficient passenger car on the market. It is rated at 29kWh/100 miles, or 118 MPGe. That beats the previous most efficient car, the Mitsubishi i. But why does efficiency matter among EVs? Let’s start with range. Because of its efficiency, the Fit EV will go an EPA-estimated 82 miles per 20kWh charge. The Nissan LEAF, for comparison will go only 60 miles on 20kWh (or 72 miles per 25kWh). This increase in efficiency means I can drive farther and cheaper. Additionally, higher efficiency means that the car can have a smaller battery pack, which takes less time to charge. At 6.6kW, the Fit EV takes 3 hours to charge from empty to full, which is nearing the MINI E’s 2.5 hour charge. A short charge time is convenient, not because I’ll be sitting waiting for the car to charge, but because I will be charging at work where we share charging stations. The faster I can get out of there, the sooner someone else can plug in. The Fit EV has various modes in which to drive. In eco mode, half the power is available and the car is still pretty quick. I put the car into “normal” mode, and the power really starts to show. In normal mode, the car is a little peppier than the Nissan

LEAF. Once I got to a stop, I would put the car in “sport” mode and show my passengers what the car can really do. It’s no Tesla, but it will beat a BMW Active E up to about 45 mph. Above 45, it’s not quite as quick.

No car is perfect, and there are some things that I have to give up by leasing the Fit EV over another car. For starters, the Fit EV is lease only. The Fit EV allows quite a bit of road noise, so the interior is a little louder than that of the LEAF, Focus and Volt. But it does have the basics, including navigation with a backup camera, Bluetooth, USB and heated seats (which are a must in any EV). And while I would prefer a white car, the Fit EV’s blue is unique (it’s exclusive to the EV!) and kinda cool. I absolutely love this car. I would recommend it to anyone who is looking to lease an EV. It is one of the best deals out there -- for any new car, not just an EV.

Colby Trudeau has been a volunteer on Plug In America’s IT committee since he was in high school in 2008. He is now an electrical engineer working for Qualcomm Technologies, Inc in San Diego, CA. He recently took delivery of his first plug-in vehicle, a Honda Fit EV.

www.pluginamerica.org

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Chargers

Gift of By Ken Swisher

A M emo r ial to E V P ionee r D oug K o r thof

ast summer, California State University, Long Beach (CSULB) held a ceremony to recognize a gift of two 240-volt electric vehicle chargers dedicated to Doug Korthof, a passionate advocate for plug-in cars.

Korthof, who passed away in February, was an alumnus and former faculty member at CSULB, where he met his wife, Lisa Rosen. He served as a lecturer in the Information Systems and Mathematics Departments from 1981 to 87. His friends and family established the Doug Korthof Memorial Fund as an ongoing tribute to his contribution to the electrical vehicle (EV) movement. Working with the non-profit organization Adopt a Charger, the family is sponsoring free public charging on campus. “Alternative transportation is one of many CSULB sustainable initiatives to reduce our impact on the environment. CSULB is proud to announce a partnership with Adopt a Charger to bring us our first two electric vehicle charging stations for public use,” said Paul Wingco, energy and sustainability manager at CSULB. “We are grateful to Adopt A Charger and the sponsor ‘Friends of Doug Korthof ’ for their contribution to campus sustainability.” Korthof ’s fight to stop the automaker’s practice of removing plug-in cars from the road is featured in the documentary “Who Killed the Electric Car?” He was unable to stop General Motors from stopping the EV1, but was able to convince Toyota to allow lessees to purchase their RAV4 EVs, many of which are still on the road 10 years later, proving to car companies and the general public that electrified transportation is a viable alternative to traditional internal combustion vehicles.

Courtesy: David J. Nelson

Charged Up!: The Definitive Guide To Plug-In Electric Vehicles

Doug's son William Korthof, Lisa Rosen, Doug, and son Ed Kortof.

Lutz went on to champion the Chevy Volt, an extended range electric vehicle that debuted in 2011. Korthof ’s passions ran beyond plug-in vehicles. He was also a strong advocate for solar energy and is well known for leading roles in stopping the offshore dumping of lightly treated municipal sewage in Orange County. He was a moving force to reduce the size and scope of development on the Bolsa Chica Wetlands, the next location selected to receive EV chargers through the fund. He earned a B.A. in math in 1968 and a M.A. in philosophy in 1970, both from CSULB.

Many gathered to honor Doug Korthof at CSULB, including university president F. King Alexander; Lisa Rosen, wife of the late Doug Korthof; Paul Scott, president of Adopt a Charger; and Linda Nicholes, friend of the late Korthof and co-founder of Plug In America.

Adopt a Charger is a nonprofit organization founded in 2011 to accelerate the widespread adoption of plug-in electric vehicles by broadening the charging infrastructure. Its approach matches a sponsor with a host site located at a popular public destination such as parks, colleges, museums and beaches. For its first major initiative, Adopt a Charger collaborated with National Park Service – Golden Gate Recreation Area to install free public charging at Crissy Field. Nissan North America “adopted” chargers at the Los Angeles County Museum and the Music Concourse Garage in Golden Gate Park. Adopt a Charger also recruited the Seattle Electric Vehicle Association as sponsor of two safety rest areas along the West Coast Green Highway in Washington State. By “adopting” a charger, the sponsor agrees to make a donation to Adopt a Charger to cover the cost of the hardware, installation, maintenance, electrical usage and administration for three years at each charging location.

Reprinted from Inside CSULB, a publication for the faculty, staff, administrators and friends of California State University, Long Beach.

www.pluginamerica.org

Courtesy: David J. Nelson

Bob Lutz, former vice chairman of General Motors and target of Korthof ’s EV efforts, had this to say about his former adversary: “We were enemies on the surface, kindred spirits in depth. We’re both opinionated, often wrong, seldom in doubt. He fought for what he believed to be right, and so did I. I respect him for his passion and commitment.”

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Incentives ALABAMA Alabama Power offers discounted rates to customers for electricity purchased to charge EVs used for nonresidential purposes. ARIZONA Lower licensing fees available for EVs. For PHEVs, eligibility depends on the extent to which the vehicle is powered by electricity. An income tax credit of up to $75 to install an EV charging outlet in a dwelling Carpool lane access Carpool lot parking Glendale Water and Power (GWP) offers an electricity bill discount of $0.33 per day to residential and commercial customers who own qualified PEVs. Installation of submeter required The Arizona Public Service Company (APS) offers an electricity rate option to residential customers who own a qualified PEV. To be eligible, customers must have an Advanced Metering Infrastructure meter in place CALIFORNIA Rebate up to $2,500 for qualifying EVs Various utilities throughout the state offer discounted rates for residential charging during off-peak hours. Carpool lane access Infrastructure incentives Free parking in select cities & locations with Clean Fuel Vehicle sticker Insurance Discounts

COLORADO Tax credit up to $6,000 for the purchase or lease of a qualified EV. Credit of up to $7500 for PHEV conversion CONNECTICUT Free parking in New Haven DELAWARE Vehicle to Grid energy credit: Retail electricity customers with at least one gridintegrated electric vehicle (EV) may qualify to receive kilowatt-hour credits for energy discharged to the grid from the EV’s battery at the same rate that the customer pays to charge the battery. DISTRICT OF COLUMBIA Exemption from the original excise tax for the certificate of title of an EV $36 registration discount FLORIDA EVs are exempt from most insurance surcharges Carpool lane access Property owners may apply to their local government for funding to help finance installations of EV charging equipment at their property or enter into a financing agreement with the local government for the same purpose GEORGIA Income tax credit up to $5000 Carpool lane access Georgia Power offers timeof-use electricity rate for

residential customers who own an electric or plug-in hybrid electric vehicle. The PEV rate is optional and does not require a separate meter. HAWAII Carpool lane access and parking fee exception Hawaiian Electric Company offers pilot rates to 1,000 customers on Oahu, 300 in Maui County, and 300 on the Island of Hawaii for charging highwaycapable, four-wheeled PEVs. The pilot will remain in effect until October 1, 2013. IDAHO Motor vehicle inspection exemption ILLINOIS Rebate up to $4,000; covers 80% of cost premium or conversion price Reduction in registration fee to $35 for a 2-year registration or $18 for a 1-year registration INDIANA The Indianapolis Power & Light Company (IPL) offers special plug-in EV charging rates for residential and fleet customers who own a licensed electric or plug-in electric vehicle. IPL will provide Level 2 EVSE and the associated separate metering equipment for the first 150 eligible customers to take advantage of the special rate. IPL will also cover the cost of installing the equipment.

Charged Up!: The Definitive Guide To Plug-In Electric Vehicles

For the first 250 qualifying residential customers, NIPSCO will provide a voucher of up to $1,650 toward the purchase and installation of a Level 2

charging system (including an additional meter socket and any required electrical upgrades at the customer’s residence). NIPSCO also has an approved TOU rate, which provides zero-cost PEV charging rates to participating customers who charge between the hours of 10:00 pm and 6:00 am (local time) for the duration of the pilot program. IOWA Reduction in registration fee to $25 ($15 for vehicles more than 5 model years old) KENTUCKY Louisville Gas & Electric (LG&E) offers discounted rates to residential customers who own EVs (first 100) LOUISIANA Tax credit equaling 50% of cost premium for EV/PHEV purchase, 50% of conversion cost, or a tax credit worth 10% of the cost of a new EV/PHEV vehicle up to $3,000. Also applies to charge station costs. (on hold) MARYLAND Tax credit of 20% of the cost of electric vehicle recharging equipment, not to exceed the lesser of $400 per individual recharging station or the state income tax imposed for that year Tax credit against the excise tax up to $2000, expires July 1, 2013 Carpool lane access The Maryland Electric Truck (MET) Voucher Program provides financial assistance for the purchase of new, all electric trucks registered in the state of Maryland.

MASSACHUSETTS Considering exemption from state sales taxes and excise taxes Considering carpool lane access MICHIGAN Electric vehicles are exempt from emission inspections DTE Energy (DTE) offers discounted rates to customers for electricity used to charge EVs or PHEVs during off-peak hours, as well as provides a $2,500 rebate for the purchase and installation of separately metered EVSEs to the first 2,500 qualified customers who purchase EVs or PHEVs and enroll in the DYE plug-in electric vehicle rate Consumers Energy (Consumers) offers reduced rates to customers for electricity used to charge EVs or PHEVs as well as a reimbursement of up to $2,500 to help cover the purchase, installation, and home wiring of a Level 2 charging station for qualified

customers who enroll in the Plug-in Electric Vehicles Incentive Program Indiana Michigan Power offers rebates of up to $2500 for the purchase and installation of separately metered EVSE to the first 250 customers who purchase EVs or PHEVs

MINNESOTA Reduced rate for electricity for PEV charging from Dakota Electric MISSOURI EVs are exempt from emission inspections MONTANA Maximum $500 credit or 50% of conversion cost NEBRASKA Low-cost loans available for a variety of alternative fuel projects through the Nebraska Energy Office

NEVADA An electric vehicle taxicab may stay in use 2 years longer than a conventionally fueled taxicab Carpool lane access Nevada Energy offers discounted electricity rates to residential customers who charge EVs or PHEVs during off-peak hours Free public metered parking Emission Test exemption NEW JERSEY Sales tax exemption for qualifying EVs. Carpool lane access Discount on Turnpike tolls NEW YORK Carpool access on Long Island Expressway NORTH CAROLINA Emissions inspections exemption Carpool lane access

OKLAHOMA Tax Credit of 50% to either conversion cost or the cost premium of a new EV purchase. For PHEVs, the credit is based on the portion of the vehicle attributable to propulsion by electricity. Income tax credit up to 75% of the qualified costs to purchase and install electric vehicle infrastructure. This benefit is scheduled to expire December 31, 2014 OREGON Credit of 25% (max. $750) of purchase price or conversion cost to BEV. PENNSYLVANIA Rebate up to $3500 for EVs and PHEVs PECO pays residential customers $50 per EV purchased

Continued on page 58 www.pluginamerica.org

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RHODE ISLAND Excise tax exemption up to $100 upon EV registration (town of Warren) SOUTH CAROLINA PHEV income tax credit up to $2000 TENNESSEE Offering $2,500 rebate for first 1,000 vehicles sold in state Carpool lane access TEXAS The AirCheckTexas Drive a Clean Machine program, which provides vehicle replacement assistance for qualified individuals owning vehicles registered in participating counties. Vouchers in the amount of $3,500 are available toward the purchase of a hybrid electric, battery electric, or natural gas vehicle that is up to three model years old. Considering sales tax exemption and income tax credits UTAH Income tax credit up to $605 for new EV purchase. This benefit is scheduled to expire December 31, 2013 No fuel tax on electricity used to operate a motor vehicle Free metered parking for EVs with Clean Fuel license plate Carpool lane access. VIRGINIA Reduced personal property taxes on an EV and related equipment

Carpool lane access with EVs with Clean Fuel license plates except in the 1-95/395 corridor and I-66 corridor. Dominion Virginia Power offers discounted electricity rates to residential customers who charge EVs during off-peak hours

WASHINGTON The purchase or lease of a new electric vehicle before July 1, 2015, is exempt from State of Washington sales/use tax and the motor vehicles sales/use tax. Exempt also applies to qualifying conversions. Free recharging stations available at state office locations Electric, propane, compressed natural gas, and liquefied petroleum gas vehicles are exempt from emission control inspections WEST VIRGINIA Income tax credit of 35% of vehicle purchase costs or 50% of conversion cost, up to $7,500 for qualifying vehicles. Benefit expires December 31, 2021. Tax credit of 50% of the costs of qualified alternative fuel vehicle home refueling infrastructure, up to a maximum of $10,000 WISCONSIN EV Taxi operators can be reimbursed for the paid amount of Wisconsin State fuel tax. No taxes on the electricity used to fuel EVs

Charged Up!: The Definitive Guide To Plug-In Electric Vehicles

FEDERAL For cars $2,500 to $7,500 tax credit, depending on size of battery (4 kWh to 16 kWh), for electric-drive vehicles (EVs and PHEVs) sold after December 31, 2008. For 2- or 3-wheelers 10% consumer tax credit for 2- or 3-wheeled vehicles (up to a maximum of $2,500 tax credit on vehicles costing $25,000 and above). This incentive further lowers the cost on the most affordable electric vehicles. Vehicles must have greater than 4 kWh batteries and go higher than 45 mph. Expires December 31, 2013. For Conversions [Expired tax credit - Plug In America is working for renewal] 10% tax credit for plug-in conversions with a maximum credit of $4,000 (on a $40,000 conversion expense). Available until December 31, 2013. This applies to both PHEV conversions and conversions from combustion engines to EVs. For charge stations The tax credit on an EV charge station is 30% up to $1,000 for consumers and 30% up to $30,000 for businesses. Applies to equipment installed before the end of 2012. Source: U.S. Department of Energy afdc.energy.gov

120-volt outlet – A regular U.S. household electrical outlet that can be used to charge most electric vehicles. 240-volt outlet – Commonly used to power larger appliances, such as electric dryers, stoves, or air conditioners, it can provide faster charging of BEVs and some PHEVs than a 120-volt outlet. Battery electric vehicle (BEV) Any vehicle that operates exclusively on power from the electric grid that is stored in the vehicle’s batteries. Charger – Located on board new plug-in vehicles, this is the device that manages the feeding of electricity into batteries to recharge the vehicle. Electric vehicle service equipment (EVSE) – A device that connects the vehicle’s charger to grid electricity for recharging. Hybrid electric vehicle (HEV) A type of hybrid vehicle and electric vehicle that combines a conventional internal combustion engine (ICE) propulsion system with an electric propulsion system.

Level 1 charging – Charging from 120-volt outlets or EVSEs with 120volt connectors.

Glossary

Level 2 charging – Charging from EVSEs providing 240-volt connectors. Faster than Level 1 charging and pulls more current.

Off-peak charging Charging electric vehicles during periods of low energy demand (typically overnight while most people are sleeping).

Level 3 charging – (also Fast charging or DC Charging) Specialized charge stations that can recharge a plug-in vehicle to 80% of battery capacity within 30 minutes. Sometimes called Level 3 charging.

Plug-in hybrid electric vehicle (PHEV) – A vehicle that uses both electricity from the grid and gasoline. Examples are the Chevy Volt and Toyota Prius Plug-In Hybrid.

Lithium-ion batteries (Li-Ion) – Lighter and smaller than other batteries due to greater energy storage capacity, Li-Ion batteries will be featured in most modern electric vehicles. The Li-Ion family includes a number of Li-Ion chemistries. Miles per gallon equivalent (MPGe) – A measure of the average distance traveled per unit of energy consumed. Used by the EPA to compare energy consumption of EVs with the fuel economy of conventional ICEs expressed as miles per gallon.

Hitches Designed for your Eco Friendly Car

Regenerative braking Using the friction generated from braking as a means of recharging batteries while driving. Gasoline-powered cars waste this friction as heat. Using an EV’s momentum to drive the motor as a generator in order to slow the vehicle and charge the batteries. Gasoline-powered cars waste this energy as heat and brake pad wear. Helps extend drivable miles in stop and go driving. SAE J1772™ – The North American design standard for Level 2 charging connectors for electric vehicles, adopted by the SAE International. All of the major automakers (except Tesla Motors)

have adopted this standard so that Level 2 charging stations will be compatible with all modern EVs. Time-of-use metering (TOU) A rate structure that allows utilities to set different rates for electricity used at different times of day, depending on grid stress during peak consumption times. It can provide low-cost charging for electric vehicles that plug in during low-demand (off-peak) hours. Vehicle-to-grid energy (V2G) – The ability for energy stored in the batteries of electric vehicles to be returned to the electric grid. Well-to-wheels emissions A vehicle’s total emissions from creating the fuel (e.g., gasoline or electricity), transporting and storing the fuel, and operating the vehicle. Zero Emission Vehicle (ZEV) – A vehicle that does not produce any tailpipe emissions. A BEV would qualify, but a PHEV would not.

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Resources BLOGS, NEWS & PORTALS Autoblog Green green.autoblog.com Chevrolet VoltAge chevroletvoltage.com EVs and Energy evsandenergy.blogspot.com EV Chels evchels.wordpress.com EV Nut evnut.com Earth Techling earthtechling.com Electric Cars Report electriccarsreport.com The Electric Chronicles evmc2.wordpress.com Green and Energy green-and-energy.com/blog

Online EV onlineev.com

EV-Charge America ev-chargeamerica.com

Peraves Cabin Motorcycles peraves.wordpress.com

Evatran pluglesspower.com

Plugs and Cars plugsandcars.blogspot.com

EVSE controlmod.com

Pluginâ&#x20AC;ŚRecharge! pluginrecharge.com

Ford / Best Buy ford.com / bestbuy.com

PluginCars.com plugincars.com

Green Garage Asst. Juice Bar freejuicebar.com

Treehugger.com: Transportation treehugger.com/ transportation

General Electric GEindustrial.com

New York Times: Wheels wheels.blogs.nytimes.com/ author/jim-motavalli Wired Autopia wired.com/autopia EVSE Vendors

GRIDbot gridbot.net Legrand legrand.us Leviton leviton.com Liberty Plugins Inc libertyplugins.com

Volta voltacharging.com COMMUNITY Alternative Energy Forums forums.alternative-energy-news. info CPF Green cpfgreen.com/vb/forum.php Chevrolet VoltAge chevroletvoltage.com Electric Motorcycle Forum electricmotorcycleforum.com GM-Volt.com gm-volt.com/forum NEV User Group autos.groups.yahoo.com/ group/NEVs Plugin Cars Forum plugincars.com/discussions

AeroVironment evsolutions.avinc.com

OpConnect opconnect.com

RAV4-EV listserv five.pairlist.net/mailman/ listinfo/rav4-ev

Aker Wade akerwade.com

Tesla Motor Club teslamotorsclub.com/forum.php

Green Tech Media greentechmedia.com/articles/ category/phev-integration

ParkPod us.parkpod.com

Chargepoint chargepoint.net

Plug Smart Go plugsmart.com

V is for Voltage Forums visforvoltage.org

GM-Volt.com gm-volt.com

ClipperCreek clippercreek.com

Plug In Electric Power pepstations.com

CONVERSIONS

Gas 2 gas2.org

CurrentWays currentways.com

Schneider Electric Square schneider-electric.com

Edmunds Auto Observer edmunds.com/fuel-economy

EV Connect evconnect.com

Sema Connect semaconnect.com

Green Garage greengarageblog.org

Eaton eaton.com

Shorepower Technologies shorepower.com

HybridCars.com hybridcars.com

ECOtality ecotality.com

Siemens siemens.com

Grassroots Electric Vehicle Company grassrootsev.com

Plug In America: In the Driverâ&#x20AC;&#x2122;s Seat pluginamerica.org/driversseat

Epyon Power abb.com/product/ us/9AAC172658.aspx

SPX Power servicesolutions.spx.com

EVAmerica evamerica.com

Toyota toyota.com/prius-plug-in

KTA Services kta-ev.com

Green Car Reports greencarreports.com Green Gears greengears.net

Charged Up!: The Definitive Guide To Plug-In Electric Vehicles

3-Prong power 3prongpower.com Bright Automotive brightautomotive.com CalCars calcars.org/howtoget.html

Electro Automotive electroauto.com Enginer enginer.us Wilderness EV e-volks.com EDUCATION & CAREER TRAINING Clean Tech Institute California cleantechinstitute.org Electric Automotive San Jose, CA electroauto.com/3DaySeminar. shtml Plug-In Hybrid & Electric Vehicle Research Center, Institute of Transportation Studies, UC Davis Davis, CA phev.ucdavis.edu/ Wayne State University Detroit, MI wayne.edu

FILM & VIDEOS Plug In America’s Drive Electric PSAs pluginamerica.org/driveelectric Revenge of the Electric Car revengeoftheelectriccar.com What is the Electric Car? whatistheelectriccar.com Who Killed the Electric Car? sonyclassics.com/ whokilledtheelectriccar GOVERNMENT, ORGANIZATIONS & INDUSTRY AFDC Federal & State Incentives afdc.energy.gov/afdc/laws Alternative Fuels & Advanced Vehicles Data Center afdc.energy.gov/afdc

Macomb Comm. College Warren, MI macomb.edu

California Air Resources Board: Zero Emission Vehicle (ZEV) Program arb.ca.gov/msprog/zevprog/ zevprog.htm

National Alternative Fuels Training Consortium Morgantown, WV naftc.wvu.edu

California Cars Initiative (CalCars) calcars.org

University of Colorado Boulder and University of Colorado Colorado Springs Boulder, CO; Colorado Springs, CO uccs.edu colorado.edu

EV Foundation evfoundation.org Electric Auto Association electricauto.org Electric Drive Transportation Association electricdrive.org Electric Power Research Institute epri.com

Electric Vehicles Research electricvehiclesresearch.com Electrification Coalition electrificationcoaltion.org Fueleconomy.gov fueleconomy.gov Green Car Congress greencarcongress.com Plug In America pluginamerica.org Plug-in Hybrid Development Consortium hybridconsortium.org Project Get Ready projectgetready.org Set America Free setamericafree.org Sierra Club sierraclub.org/electric-vehicles U.S. Department of Energy Vehicle Technologies Program www1.eere.energy.gov/ vehiclesandfuels RENEWABLE ENERGY American Solar Energy Society ases.org American Wind Energy Association awea.org DSIRE dsireusa.org Find Solar findsolar.com National Renewable Energy Laboratory nrel.gov Renewable Energy World Magazine renewableenergyworld.com PODCASTS

interior • exterior • performance

Call: (800) 270-5699

Plug In America pluginamerica.org/ev-media/ podcasts The EVcast evcast.com

SMARTPHONE APPS BMW Evolve iPhone / Android Track your driving and let BMW analyze how switching to an EV can help your experience. Blink Mobile iPhone / Android Always know where your next electric vehicle charge will be. Car Stations iPhone / Android Provides vehicle charging and fueling station data on open source Google Maps. Enables users to comment on and engage with specific sites with free Car Stations membership. ChargePoint iPhone / Android Coulumb Technologies app locates ChargePoint charging stations. EV Charger Finder iPhone Locate public charging stations. In association with the EVChargerMaps.com. EVCharger Locator iPhone GPS-enabled locator for charging stations in the U.S. & U.K. Green Car Envi iPhone A tour of forward-thinking technology, alternative energy application and automotive innovation news. Place Your Charging Stations iPhone Helps users locate charging stations & suggest places they’d like to see a charger installed. PlugShare iPhone | Android An EV charging network with over 4,500 locations in the U.S. & Canada. Use it to locate public charging stations & home chargers shared by individuals. Recargo iPhone Provides charging station locations and some EV news while you’re on the go.

This Week in Energy thisweekinenergy.tv www.pluginamerica.org

Charged Up!

SemaConnect ChargePro iPhone Search for ChargePro Charging Station locations, view real-time charging status, receive alerts on your charging session & more. Nissan LEAF iPhone | Android The carmaker puts a little more control in your pocket with this app that lets you check the state of your charge, gauge driving range, and more. VEHICLES

Electric Motorsport electrimotorsport.com

Tesla teslamotors.com

Miles Electric Vehicles milesev.com

Vectrix Electrics vectrix.com

Fisker Automotive fiskerautomotive.com

Wheego wheego.com

Ford fordvehicles.com/ technology/electric

Zero Motorcycles zeromotorcycles.com

Mission Motors ridemission.com Mitsubishi i.mitsubishicars.com Myers Motors NMG and DUO myersmotors.com

Aptera 2e aptera.com Acrimoto Pulse arcimoto.com

Nissan nissanusa.com/leafelectric-car/index

Brammo brammo.com Coda Automotive codaautomotive.com

Quantya Swiss Electric Movement quantya.com

TOOLS Clean Car Maps cleancarmaps.com EV Charger News evchargernews.com evchargermaps.com EV Finder evfinder.com Electric Car Calculator befrugal.com/tools/ electric-car-calculator Electric Car Stations electric.carstations.com Find Solar findsolar.com TWITTER

Converting Hybrids to Plug-in Hybrids pluginsupply.com

@AllCarsElectric @ApteraMotors @AutoblogGreen @batterystuff @blinknetwork @BradBerman @BrammoSays @btrplc (Better Place) @chrispaine @Chargepoint @CODAutomotive @ChevyVolt @CoulombEVI @EarthTechling @ecomagination @ECOtality

diy.pluginsupply.com

Charged Up!: The Definitive Guide To Plug-In Electric Vehicles

@EPRINews @ECarsReport @ElectricMS_EV @ElectricCarNews @Electric_Cars @ElectricDrive @ElectricRiders @ElectroVelocity @EVcast @evchels @EVfoundation @EVNow @ev_perspective @EV_Research @EVTweeter @fiskerauto @FordDriveGreen @FordEVs @gas2 @GoElectricDrive @GreenCarCongres @GreenCarReports @LeafOwner @leafownersgroup @LeafStations @iMiEV @MarcGeller @MissElectricUSA @NWcleantech @NissanLEAF @parkpod @ProjectEVIE @pluginamerica @plugshare @revengeelectric @recargonews @RemyTennant @Sierra_Club @TeslaMotorsClub @teslaroadster @theevproject @THINK_EV @TreeHugger @visforvoltage @voltnation @wheegoec @ZeroMC

Work

Plug In

A n E lect r ic V ehicle and S ustainable L ifest y le F ai r

magine taking an array of plug-in vehicles and electric vehicle charging options for a spin without clocking out. Imagine skipping the pressure of dealership shopping and learning about the new electric vehicles from people who own them. Envision a lunchtime symposium where you hear how your coworkers made their plug-in vehicle choice, manage their commute while they recharge at work, and find out about going solar for fuel â&#x20AC;&#x153;from the sunâ&#x20AC;? while saving on their electricity bills.

offer opportunities for workshops or discussions on topics of interest to the company. Plug In America helps ensure the success of each event by providing organizing materials, advance information, ensuring that a full range of companies representing the new electric vehicle universe participate, facilitating advance test drives for senior staff interested in trying out a car prior to the event, and providing onsite support during the event itself.

This and more are part of Plug In @ Work! Plug In @ Work brings the new electric vehicle marketplace to your campus for a daylong product fair featuring test-drives and supporting information about the shift to clean, electric transportation. Plug In @ Work allows participants to explore the wide array of options presented by the new rechargeable cars without any sales pressure â&#x20AC;&#x201C; activities are geared to promote greater understanding of the new vehicle choices in a comfortable, supportive setting. Each event receives advance and day-of support information from Plug In America as well as key staff from the host organization. Advance educational materials are provided to host company employees to maximize the informational opportunity afforded by the day. Because electric vehicles are so new for many, Plug In @ Work makes vehicles available to select staff for weeklong test drives; testimonials of the experience are captured and shared with the community. Companies hosting Plug In @ Work provide space for exhibitors on the day of the event, allow test-drives for interested staff within a set schedule, distribute advance information materials as appropriate for their company to ensure that staff get the most out of the day, and

Program Contact If you have questions about Plug In @ Work and how to bring it to your campus, please contact: Kirk Brown Managing Director kirk@pluginamerica.org (415) 577-3561

www.pluginamerica.org

n i o J

• Because of our members, the auto industry went from crushing our cars to making our cars.

• Your $25 annual membership can help us accomplish even more! • Our voice demanded the LEAF.

• These cars were • Our vision molded once dreams, but our the Volt. members stood with Plug In America and assion inspired demanded a better way • Our p the Tesla. to drive. Now plug-in vehicles found their way back onto our roads. • Our members helped inspire a new world of plug-in vehicles.

www.pluginamerica.org/join Your support helps advance plug-in vehicle legislation. Your contributions fund grassroots efforts, and ensure that Plug In America can participate in automotive technology seminars and exhibitions to educate Americans and automakers on the many benefits of electric cars. Your generosity enables our electric vehicle experts to travel all over the country to meet with automakers and policy makers.

C-MAX one. C-MAX two. C-MAX gray. C-MAX blue. 47 MPG hybrid for me.* 100 MPGe plug-in hybrid for you.** Woo-hoo.

Say hi to the all-new 5-passenger 2013 C-MAX HYBRID

+ C-MAX ENERGI plug-in HYBRID. ford.com

*EPA-estimated 47 city/47 hwy/47 combined mpg. Actual mileage will vary. **EPA-estimated 108 city/92 hwy/100 combined MPGe. MPGe is the EPA equivalent measure of gasoline fuel efficiency for electric mode operation.

Welcome, 21st Century Drivers.