This week on EV Rider we’re time traveling far into the future, the way it used to be, to find out what happened to Elon Musk’s personal first-generation cherry-red Tesla Roadster that was launched into the cosmos aboard a SpaceX rocket in 2018. 

Tesla’s first-generation Roadster arguably started the EV revolution before riding off into the sunset in 2012 to make way for the higher volume Model S. 

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This is where our story shifts from EVs and science-fact to the delightful world of animated science-fiction with a retro feel that will have you right at home if you enjoyed Saturday morning cartoons like Jonny Quest or Star Trek: The Animated Series. 

Normally I’d hop on my EV to head to an interview, but since we’re entering the world of science fiction, this week I’m going to beam directly from Jacksonville, Florida to Houston, Texas. 

Houston is home to the recently launched Retro TV YouTube channel, which streams the new Matt Mercury cartoon series – and yes – this a crossover edition of EV Rider so you’ll find me appearing in the latest episode in of Matt Mercury in cartoon form. 

Matt Mercury is the brainchild of friends Bill Hughes and Matt Lavine.  

They both have a background in media. Matt was a long-time on-air meteorologist and entertainment reporter at KRIV-Fox 26 in Houston while Bill has made his career in art and as a creative director, working on such projects as Star Wars: Droids. 

So what happens to the Roadster far into the future? Watch the cartoon episode in this post to find out, but first watch the EV Rider episode at the top of this post to meet the creators of Matt Mercury and see how they produce the cartoon series. 

Back to science fact, did you know you can actually track the real Roadster’s journey in space? To check the Roadster’s current location visit the whereisroadster.com webpage. 

Now it’s time for me to beam back home to Jacksonville so I can get back to the real world of EVs. As always, if you’ve enjoyed this episode of EV Rider, be sure to give it a like and subscribe to my YouTube channel. 

The post Here’s What Will Happen To Elon Musk’s Tesla Roadster In Space appeared first on EV Rider.

From charging up other EVs to a crystal sphere that rotates into a gear selector, the Genesis GV60 is filled with innovation and this week we’re taking it for a spin. 

Better yet, we’ve got the Performance version that features up to 483 horsepower in Boost mode. More on that in a moment, but first let’s look at its battery and charging. 

The GV60 has a 77.4 kWh battery, which is somewhat small given the GV60’s price.  

Genesis says the GV60 will go from 10 to 80% of charge in just 18 minutes and is able to add up to 60 miles of range in 5 minutes. While charging at a local EVgo station we saw a peak charging rate of 214 kW. 

While the GV60 is certainly one of the fastest charging EV’s available, once you hit 80% you’ll want unplug unless you just have to have that last 20% of charge, because at that point the speed falls off a cliff.  

Once our GV60 hit 80% the charging speed slowed down to 20 kW. While driving at 79% of charge the GV60 predicted I had 159 miles of range.  

The GV 60’s base price is $58,890 and the pricing climbs to $69,560 – as tested – with the Performance package and optional uyuni white paint. Yes, the color white is a $575 option.  

Despite the extra cost, that Performance is something that I would want because it helps set the car apart with its Boost mode and AWD. If you get the GV60 base model you’ll get a vehicle that’s rated to 248 miles per charge. The Performance model knocks that range down to 235 miles, largely because of the wider tires and the gobs of available torque. 

Our Performance model is rated at the equivalent of 97 miles per gallon in the city. That drops to 82 MPGe on the highway. 

Based on a one day driving evaluation of the GV60, the build quality appeared to be rock solid. 

The handling was nice and tight, but compliant and plush. It does a nice job of splitting the difference between what I would call a luxury car and a performance car. 

It’s not a sports car, although when it comes to 0-60 acceleration it will certainly beat quite a few lower end ICE sports cars. 

As with many new EVs, the GV60 features artificial sound being pumped into the cabin. When punching the accelerator it sounds like something out of a sci-fi series and if you hit the Boost mode button along with mashing the pedal both speed and sound are amplified.  

Car and Driver recorded a 3.7 second 0-60 mph run in the GV60. The Boost mode will only last 10 seconds, which is a similar limitation we found when driving the equivalent drive mode set ups in Ford’s Mustang Mach-E GT-Performance and BMW’s i4 M50. 

The GV60 takes corners nicely as long as you’re not pushing it hard, although it isn’t going to keep pace at the limit in tight turns with the BMW i4 M50 that we had recently on EV Rider, according to Automotive Addicts editor Malcolm Hogan, who has reviewed both cars for a full week. 

While the GV60 might not be quite the canyon carver the i4 M50 is, that’s not its mission. The GV60 is tuned as more of a luxury automobile than perhaps the BMW. 

While the BMW has a sportier interior, the GV60 has a bit of a more gee-whiz feel to it, thanks in large part to the crystal sapphire gear shifter I mentioned earlier. 

While it doesn’t add any extra functional value it does make for some great eye candy and it’s a conversation starter. 

When I showed the GV60 to some neighbors, they got a kick out of the shifter, which I’m sure is exactly why Genesis put the extra effort into it. It’s one more thing to set the EV apart from the pack, and, it’s an increasingly crowded pack as more sport/crossover utility EVs come to market. 

Hogan has spent a good bit of time in both the GV60 and its corporate brother, the Hyundai Ionic 5. 

“In my in my time with the Genesis GV60 I’ve noticed it’s a much softer vehicle than the platform it’s based on, which is the Hyundai Ionic 5 and I’m pretty impressed with the vehicle. It’s very responsive, pretty powerful. It’s probably one of the better EVs I’ve driven thus far, and I’ve driven quite a few EVs,” Hogan said. 

The GV 60 has a number of innovations. Among them is what’s known as a vehicle to load adapter, which turns the car’s battery into a big electric outlet to power things like 220v appliances or even charge another EV. Think of it as the modern-day equivalent of being able to bring a stranded friend a gallon of gas. 

The GV60’s infotainment system is one of the best I’ve yet to experience, with big targets on the touchscreen, reinforced with traditional buttons and a jog wheel for many controls. 

Unlike some cars with just touchscreens, doing things like tuning stations on the HD Radio is a breeze with redundant physical controls in addition to touch controls. 

For a look at the GV60’s other features, such as the frunk, fingerprint reader and more, along with a full road test, watch the video at the top of this post and if you’ve enjoyed this edition of EV Rider, please give the video a like and subscribe to the EV Rider YouTube channel. 

The post Genesis GV60 EV Sparkles With Tech appeared first on EV Rider.

This week EV Rider is teaming up with our friends at AutomotiveAddicts.com to bring you a road test of BMW’s i4 M50.

Written review & photos by Malcolm Hogan, Automotive Addicts

Believe it or not, BMW has long been in the EV (Electric Vehicle) movement with the i3 EV introduced a decade ago. Since the conception of the i3, a lot has changed, and BMW has repositioned itself to be a serious contender in the race to bring the masses new performance luxury EVs that look and feel the part of current ICE (Internal Combustion Engine) vehicles. In comes the new BMW i4, a vehicle that is essentially an electric version of the current 4 Series Gran Coupe ICE vehicle.

Related: BMW i8 Coupe, Roadster Owners Share Their Experiences

The new 2022 BMW i4 is hard for most to tell that it’s an EV. In fact, if you don’t pay close attention to the subtle differences, such as the unique ‘closed’ grille and lack of exhaust pipes out the back, you can easily be tricked into thinking that a new i4 is just a new 4 Series Gran Coupe, which is a decent vehicle that I enjoyed reviewing a few months ago.

Performance and Driving Character

The new BMW i4 comes in two trim levels, the base i4 eDrive40 touts a single motor for a rear-wheel-drive setup with 335 horsepower and 317 lb-ft of torque that gets a range of about 301 miles. That base model can hit 60 mph in about 5.5 seconds.

Moving to my test vehicle’s i4 M50 top trim level you get two electric motors for an all-wheel-drive setup that gets 536 horsepower and 586 lb-ft of torque, which is available at its full capacity for up to 10 seconds while the vehicle is in its Sport Boost drive mode. Otherwise, the BMW i4 M50 has a steady output of 469 horsepower and the same 586 lb-ft of torque in other non-sport drive modes.

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Put the vehicle into Sport Boost and enable launch mode and you will expect to hit 60 mph in just 3.5 seconds, or less as claimed in other independent tests. If you’re taking note, that is just as fast, or faster, than the new BMW M3 with a 0-60 mph time of 3.7 seconds. Either way you slice it, the BMW i4 M50 is fast, and enabling launch mode while holding the brake pedal the electric motors purposely pulsate the vehicle to shake it much like how most ICE vehicles do when performing a launch. BMW, you have my attention.

While BMW decided to utilize the look of the 4 Series Gran Coupe, the i4 is actually a different beast that utilizes a different architecture from its adaptive damper suspension setup with auto-leveling air springs in the rear to a unique setup to fit the 81.4 kWh battery pack low in the floor. That packaging of the battery is an oddity because BMW retained most of the interior setup that you find in the new 4 Series Gran Coupe, which incorporates a drive shaft tunnel bump in the rear seating floor, which isn’t necessary for an electric vehicle because there’s no physical connection/drive-shaft between the front and rear axles as each is powered by their own electric motor in the all-wheel-drive i4 M50 trim.

Driving the new BMW i4 M50 is a rewarding endeavor, which I didn’t expect out of a new EV. However, BMW instills a driving passion in their vehicles that you must experience to understand, even in the new i4 EV. While the i4 M50 is quite heavy, tipping the scale at 5,018 pounds – that’s 1,178 pounds more than the new BMW M3 xDrive Competition – it does a magical act of hiding that extra heft through its compliant and adaptive suspension system, and my test vehicle’s optional larger 20-inch wheels (255/35 front and 285/35 rear). Having those larger 20-inch wheels over the standard 19-inch wheels have a negative effect on the range where my test vehicle gets a total range of 227 miles versus the i4 M50 with standard 19-inch wheels gets 271 miles of estimated range. The computer of the i4 M50 recognizes the wheel and tire size and adjusts the range accordingly but I found my test vehicle estimated as much as 240 miles for my total range and I was on a path to getting about 235 miles of range if I were to run the battery down past the 5% state of charge.

The regenerative braking can be a little inconsistent at times, but you tend to learn how much pressure to give the brakes for a smoother stop. There is basically a one-pedal drive feature by bumping the transmission shifter over the left into its B-mode. The vehicle will add optimal regen when you left off the throttle and come to a complete stop if you let it. Otherwise, you have a manual setting of the regen strength through the drive settings and a clever Adaptive mode that adds more regen as the front radar detects you approaching a vehicle.

The i4 M50 rides pretty well and the rear air suspension, which isn’t user-adjustable, keeps the body level no matter what you load in the rather large rear cargo hatch. You can feel some of the 5,000 pounds of heft when you put the i4 M50 into a sharp turn at speed where it feels it may plow a little with a taste of understeer but surprises with reactive grip from its rather large and wide staggered tires. The steering feels mostly numb and less connected than it does in the 4 Series Gran Coupe.

There’s also an interesting soundtrack inside of the i4 M50 called “Iconic Sounds,” which is an electronic-type roar that somewhat mimics the sound that you expect out of a Star Wars Podracer or a Speeder Bike from “Return of the Jedi,” or maybe the Starship Enterprise when you ask for more warp speed. The unique sounds were actually created by award-winning composer Hans Zimmer, which is amplified depending on your drive mode. In Sport Boost mode the sounds are almost to the point of being comical as they are very loud but are tuned to following the power generated through the EV motors. There’s even a unique “alert” sound that’s emitted if you curb a wheel or get into an accident, which I chose not to test out. For those who think the sounds are too gimmicky, you can switch them off.

Interior and Tech

The inside of the new BMW i4 M50 is mostly the same as what you find in the 4 Series Gran Coupe. BMW did bring us the new iDrive 8 infotainment system, which brings the integration of a new curved infotainment screen setup that flows into a 12.3-inch digital driver’s gauge cluster. The infotainment screen, now at 14.9-inches, brings a new interface that may be a bit overwhelming at first and does require going through a short learning curve. The overwhelming part is mostly from the abundance of app icons, which you can sort out the primary vehicle features/functions to simplify the long list. The new iDrive setup is quite deep in its functionality with some customization options. The screen setup looks like it almost floats through the soft-touch dashboard but still looks well integrated to “fit” the space and offer a close enough touchscreen that you don’t have to reach too far.

There’s the expected wireless Apple CarPlay and Android Auto integration and a return of the same physical iDrive controls. Where things take the longest to get used to is the automatic climate controls are only accessed through the touchscreen but have their own dedicated row of quickly accessing the temperature settings and a climate menu to bring up the rest of the functions. The climate menu must be accessed to bring up simple features like the heated seat controls and even the fan speed, which used to be dedicated physical buttons in the previous iDrive setup. The only physical buttons are the front/rear defrost, hazard lights, audio system forward/reverse seek/track, and a volume knob.

Overall, BMW’s new iDrive 8 system remains very responsive and makes way for over-the-air updates that may even add additional functions, such as updates to the voice response that now controls additional vehicle features through a simple “Hey BMW” voice prompt.

Electric Consumption and Efficiency

The BMW i4 M50 has a 400-volt architecture and an onboard charger with a 200 kWh DC fast charger rate, which will get you a charge from 10% state of charge up to 80% in about 30 minutes using a DC fast charging station (preferably a 350 kW DC fast charger). You’ll add about 109 miles or range in just 10 minutes of DC fast charging.

The i4 M50 with the 20-inch wheels gets the EPA estimates of 79 MPGe city and 80 MPGe highway. Again, as I mentioned the BMW i4 M50 with the 20-inch wheels appears to easily get slightly more range than the 227 miles if you drive carefully. The BMW i4 comes with a charging cable for your home 110v outlet and an adaptor for a NEMA 14-50 outlet to enable a charge from that 240v that takes just under 8 hours to charge from 0% to 100%. You’d be safe to estimate a total range of 227 miles on a 100% charge in the new i4 M50 equipped with the 20-inch wheels option.

Safety

Just like any other BMW, the i4 brings all of the active safety features to the table in addition to having the optional Parking Assist Package to add the welcomed 360-degree camera system, a drive recorder system, and parking assistant plus with active parking distance control. You also get adaptive cruise control, lane departure warning/lane-keep assist, blind-spot monitors, forward warning with emergency braking and pedestrian detection, and rear cross-path traffic alert with emergency braking.

Price

The new BMW i4 is actually priced decently considering its starting point at $55,900 for the base i4 eDrive40 RWD model, which comes in cheaper than a comparable Tesla when you factor in the $7,500 federal tax credit that you can get on a new i4. Even with my loaded-up i4 M50 test vehicle coming in at $78,520, you have respected price point with the tax credit giving you one of the least expensive luxury EVs you can buy at the time of this post’s publication.

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Older stock muscle cars aren’t going to be able to keep up with Volvo’s 2022 C40 Recharge and spirited performance is just the beginning of the C40’s charm.

The C40 Recharge is Volvo’s second production pure-EV, which follows the XC40 Recharge electric SUV. The C40 is styled more like a hatchback sedan. 

The C40 Recharge has an EPA-estimated range of 226 miles per charge. It’s two motors produce a total of 402-horsepower and 486 lb-ft of torque. 

It’s surprisingly fast. If I gun it, it does throw me back a bit. It’s official 0-60 mph time is 4.5 seconds but I have seen some automotive journalists report they beat that time. By comparison, my old V8-powered 2001 Pontiac Ram Air Trans Am convertible had a 0-60 time of more than 5 seconds.

The C40 Recharge weighs 4,700 pounds but its driving dynamics make it seem lighter with nice, flat cornering and a playful nature in the handling department.

The C40’s styling reminds me of the Polestar 2, which is Volvo’s sister EV brand.

AutomotiveAddicts.com founder Malcolm Hogan said he was impressed with the C40 Recharge during his time with the EV.

“My favorite thing is actually the color, the Fjorn Blue metallic, as they call it, and the looks of it. I think the styling is great. It doesn’t look like a typical hybrid or some of the funky-styled EVs out there, but the styling of it is pretty spot on.”

Malcom adds, it’s not perfect. “I think some of the downfalls, unfortunately, are you know, the infotainment system was just not as user-friendly as I like it to be, just a lot of little quirks.”

EV Rider also experienced a few quirks with the Volvo’s Android Automotive infotainment system. The play/pause button on two of the apps flickered from time to time, although the same apps worked perfectly during another trip on the same day.  

Perhaps the biggest issue with the C40’s infotainment system is it doesn’t include HD Radio, which means depending on where you live you could be missing out on a dozen or more free local channels. 

New cars equipped with HD Radios are capable of receiving digital-only broadcast stations. For example, the NPR station in Jacksonville has three additional HD Radio music channels that the C40 can’t receive.

Back to the pluses, the C40 Recharge has a very nice dashboard implementation of Google maps on its 12.3-inch gauge cluster, in addition to being able to view Google Maps on the infotainment screen. 

The C40 Recharge uses Android Automotive, which is a deeper integration than the Android Auto option that many cars have. For iPhone users, the C40 also supports Apple Car Play. 

If you just like to drive without messing with the fine tuning that some cars offer, then you’ll like the C40 Recharge. There aren’t a bunch of driving modes such as eco, sport and touring. You just get in and go. The same holds true for one-pedal driving. You turn it on or off with no varying levels of regen.  

The EPA estimates that the Volvo C40 Recharge gets the equivalent of 94 miles per gallon in the city and 80 mpg on the highway. Again, this is the equivalent mpg since this is an EV. The EPA provides MPGe ratings for EVs to help consumers directly compare them to their gasoline counterparts.

The C4 Recharge comes with a 78 kWh battery, with 75 kWh being usable. Volvo decided to go with a fairly small battery buffer. As a result, Volvo recommends only charging the C40 Recharge to 90% for daily driving, saving 100% charging for road trips where the full range is needed.

The C40 Recharge’s interior is practical with the usual storage bins, wireless smartphone charging and comfortable, supportive front seats. The back seats are also comfortable and have plenty of leg and head space for anyone under 6-feet tall. Taller back seat passengers may find the headroom a little tight.

When it comes to hauling stuff, you’ll find a nice flat floor with the rear-seats folded down. There’s also storage under the rear compartment. 

Although it’s not as big as some of its competitors, the C40 Recharge also includes a frunk where the engine would normally go in a gas-powered car. 

As is the trend with many EVs lately, the C40 Recharge includes a non-opening panoramic glass roof without a sunshade. The tinting of the glass was effective enough that even a sunny 95 degree Jacksonville day wasn’t a bother. But if you are sensitive to the sun, just realize the C40 doesn’t come with a sunshade, although perhaps the aftermarket will offer one at some point, as is the case with other EVs like the Ford Mustang Mach-E and Tesla Model 3.

Among the vehicles prospective buyers might cross-shop the C40 Recharge with is Hyundai’s Ioniq 5. “The Hyundai is a little more luxurious in a way, it has a little bit more space,” Malcolm said.

Perhaps the Ioniq 5’s biggest advantage over the C40 Recharge is its 235 kW peak charging speed. The Ioniq 5 can go from 10 to 80 percent of charge in 18 minutes. Volvo says the C40 Recharge can go from 10 to 80 percent in 37 minutes. 

EV Rider attempted to verify the C40’s peak charging speed but unfortunately the Electrify America station we stopped at was having issues that limited our charging speed to between 35 and 38 kW, so we couldn’t verify the C40’s peak charging rate. 

Two drivers that EV Rider talked to said the station had been having issues for a few weeks. “Sometimes these pumps do not work properly. Usually they have pretty good service,” said a Hodges Ford delivery driver named Dawn. “I do know, I talked to the [Avenues] mall manager, they’re bringing in some more pumps. They are going to bring in more charging stations other than just these,” she added.

EV Rider reached out to Electric America about the charging issues at The Avenues mall location.

Electrify America could not confirm what Dawn was told by mall management but EA spokeswoman Tara Geiger told EV Rider, “Our team is continuing to conduct a thorough review of the chargers at the Jacksonville station, and we are working to get these chargers back to full functionality as soon as possible.”  

Getting back to the C40 Recharge, among its other features is adaptive cruise control with limited lane-keeping steering along with over-the-air updates to potentially introduce new features and refine the car’s software. 

The C40’s build quality felt top-notch. The C40 Recharge is available in three different trim levels with prices ranging from $58,750 to just under $61,000.

The post Volvo C40 Recharge EV Delivers Spirited Driving appeared first on EV Rider.

This week EV Rider is teaming up with our friends at AutomotiveAddicts.com to bring you a road test of Hyundai’s top trim Ioniq 5 Limited AWD.

Written review & photos by Malcolm Hogan, AutomotiveAddicts.com

Electric Vehicles (EVs) are gaining a lot of attention as of late for many reasons, including the high price of gas now. However, when it comes to captivating onlookers and proving to have an EV that follows a different path than the rest, Hyundai seems to have the jump on everyone else just by looking at vehicles like the all-new Hyundai Ioniq 5.

Post your comments or questions about the IONIQ 5 here

The new 2022 Hyundai Ioniq 5 is something fresh that takes on a new retro styling approach but has the necessary substance underneath to be a welcomed EV with surprising performance and build quality that rises above some of its long-standing competition.

Utilizing a platform that’s shared with other EVs in the Kia and Genesis landscape, the Ioniq 5 is unique in its own right in that it has a boxy Tetris-like look with straight-lined angles, squared-off LED lighting elements, and pixelated LED lights out back giving it somewhat of a retro look that garners plenty of attention.

The rather long wheelbase gives it a smooth ride quality while the interior proportions are spacious and put such a vehicle in a space where it can legitimately compete with hatchbacks, sedans, and crossover utility vehicles. You’ll certainly be noticed in the new Ioniq 5, especially the Digital Teal-painted test vehicle of mine that appears to change colors depending on which direction you look at it.

Performance and Driving Character

Powering the new Hyundai Ioniq 5 are a variety of choices from the base standard range model’s rear axle motor producing 168 horsepower and 258 lb-ft of torque to power the rear wheels with a range of 225 miles out of its 58-kWh battery pack. Moving from the base standard range rear-wheel-drive (RWD) model there’s an extended range RWD model with 225 horsepower and 258 lb-ft of torque that has a range of 303 miles from a larger 77.4-kWh battery, which is the highest range option for the Ioniq 5. For my top-trim test vehicle, you have an all-wheel-drive (AWD) setup that only comes in “extended range” form with the 77.4-kWh battery but two motors work to power both axles for a total of 320 horsepower and 446 lb-ft of torque and get an estimated range of 256 miles on a full charge.

Having the AWD Ioniq 5 and the two motors, one on each axle, there’s a substantial amount of grunt in having the instant torque from a stop yielding a shocking 4.5-second run to 60 mph. There are a total of three drive modes, Eco, Normal, and Sport, in addition to a Snow mode that can be enabled if you hold down the drive mode button that’s mounted on the flat bottom steering wheel. In the Eco mode, the vehicle is more reserved and full power output is never achieved even when you floor the throttle. In Normal mode most of the power is accessible, but in Sport mode, it feels like full throttle is the real deal. The steering feel is mostly numb and on the light side even in Sport mode.

There’s a myriad of regenerative settings cleverly accessed by steering wheel paddles with 3 levels of regeneration, in addition to an OFF setting, an automatic setting, and an i-Pedal setting for one-pedal driving. Using Level 1 of the regen seems more natural while Level 2, Level 3, and the i-Pedal (1-pedal driving) modes enact the brake lights upon letting off the throttle with a substantial amount of deceleration. The i-Pedal setting is a true use of just the throttle and will bring you to a complete stop upon letting off as if you were moderately applying the brakes. The overall feel of the braking from the motor’s regeneration to the friction brakes feels seamless most times. There is a bit of a learning curve when you do utilize the regen levels outside of Level 1 and the Automatic mode, which smarly adds regen braking automatically at varying levels when it detects you approaching a vehicle in front via the front radar. In the automatic mode, when a vehicle starts to speed up the regen braking automatically lets off. More smart thinking, here!

Out on the open road, the Ioniq 5 feels well planted with a smooth suspension setup from its fixed dampers that often has a little reverberation when going over road dips and rises. Otherwise, the Ioniq 5 handles surprisingly well, which is in part due to its surprisingly large wheels and tires, uniquely styled 20-inch wheels wrapped in 255-width Michelin Primacy tires. The Ioniq 5 feels a bit heavy, which may be part of the deception from its looks as it appears to be a smaller vehicle until you see it up close or jump inside. There’s a shocking large mass in the Ioniq 5, one that weighs 4,662 pounds in my test vehicle’s configuration.

Electric Consumption and Efficiency

The new Hyundai Ioniq 5 falls in line with its competition when it comes to efficiency. However, where the Ioniq 5 excels is its ability to charge faster than most taking advantage of its 800-volt architecture legitimately taking only 18 minutes to charge from 10% state of charge up to 80% using a 350 kW DC fast charger. I was able to test out the charging ability of the Ioniq 5 at a local Electrify America charging station where I saw a peek of 236 kW and sustained such a peek for just over 10 minutes.

After nearly reaching an 80% state of charge the kW rating started to decline to about 128 kW and then taper off around an 88% state of charge. I did notice that during my charging session, which took place in 88-degree (F) weather, there was a welcomed sustained wattage to keep on pace for a full 100% charge from 80% in under 25 minutes. Usually, you see the 80% to 100% charge cycle to take an hour or more in many new EVs currently on the market.

Hyundai has changed the outlook and perception of EVs in having a vehicle that can charge so fast under ideal conditions while using a 350 kW DC fast charger, which is often hard to come by in the current state of our poor EV charging infrastructure. However, Electrify America and many other companies hope to change that very soon – which is greatly needed if we plan on having EVs fit into the traditional American lifestyle.

Hyundai provides a wall charger for those times you may need to “slowly” top-off your charge or add a few miles when you don’t have access to a Level 2 charger. Charge times using the included charger plugged into a standard 110-volt household outlet at the max 12-amp setting you’ll add about 3 to 5 miles of range for each hour of charging. If you do plan to use the maximum 12-amp setting you must manually change it from the default 6-amp setting on the box of the plug-in wall charger unit.

As far as MPG-equivalents, my AWD Ioniq 5 gets an EPA-estimated 110 MPGe city, 87 MPGe highway, and 98 MPGe combined. Those figures improve slightly with the RWD lower trims (city/hwy/comb. – 127/94/110 standard range RWD – 132/98/114 extended range RWD). I often saw an average of 2.8 kW per mile around town and as much as 3.1 kW per mile on the highway.

Interior and Tech

As a mainstream EV, the Hyundai Ioniq 5 embarks on a journey to help pivot the thinking surrounding EVs. I can say with certainty that the needle has been moved by vehicles like the Ioniq 5 in having the proper tech, interior accommodations, and welcomed driving character. To top it off, the interior of the Ioniq 5 is inviting and mostly premium in its accommodations and equipment. There’s a vast amount of seating space up front and rear seats that slide forward and back and recline a good amount. The flat floor aids to make the cabin feel airy and accommodating.

Using the matching-sized 12.3-inch screens for the digital gauge cluster and infotainment touchscreen and user-friendly interface found in most modern Hyundai vehicles add to the appeal of the Ioniq 5 with no unwanted surprises. There’s Apple CarPlay and Android Auto integration but only through a USB connection.

There are several core function physical buttons but below are touch capacitive buttons for the automatic dual-zone climate controls, including access to the climate menu and ventilated and heated seats setting. The touch capacitive buttons are easy to reach but do require an extra second of focus to ensure you are pressing the correct area, which may take a bit of focus off the road for the driver.

There’s a neat option of using a relaxation seating position on the driver’s seat that can recline far back with a power leg rest that folds out, which is thought to offer a comfy position for when you are charging up the vehicle. Otherwise, the seating positions are good and comfy for five inside the Ioniq 5.

Cargo space is somewhat on the smaller side out back without much extra under-floor storage. Also, under the hood there’s no large frunk (front trunk) storage that many EVs include, only a small plastic opening bin with limited space.

I did enjoy the proximity key function for automatically unlocking the doors upon walking up to a locked vehicle. Doing so automatically popped out the door handles as they are normally flush with the body to prevent additional drag or wind resistance when driving. You can manually push and grab the handles as there is no need to worry about failing of the mechanism. Again, more smart thinking on Hyundai’s part.

Safety

In terms of safety, there’s a full array of the traditional and expected active safety features (blind-spot monitor and view monitor, lane-keeping assist, color heads-up display, 360-degree surround camera, forward collision alert/emergency braking, etc), in addition to having Hyundai’s latest Highway Driving Assist feature that uses smart cruise control with the lane-centering system and a lane changing feature. The system still requires that you keep your hands on the steering wheel.

Price

The 2022 Hyundai Ioniq 5 fits nicely alongside gas-powered and EV competition with a starting price of $39,950 for the SE standard range RWD model. From there, things ramp up slightly and you can look at paying as much as $55,920 for the top-shelf Ioniq 5 Limited AWD trim of my test vehicle, which includes an inland freight and handling charge of $1,225.

The post Road Test: 2022 Hyundai Ioniq 5 appeared first on EV Rider.

A new Chevy versus Ford rivalry is brewing, and this next-generation tale of the tape brings the first EVs from each to wear the top-tier SS and GT badges. 

Post your Blazer and Mach-E comments here

Chevy has just taken the wraps off its all-electric Blazer, which will go on sale in the summer of 2023. 

The Blazer clearly has Ford’s Mustang Mach-E in its sights with similar specs, styling, utility and pricing. 

The Blazer is going to be available in a wide array of configurations, including front-wheel-drive, rear-wheel drive and all-wheel drive. So right out of the gate it one ups Ford, which doesn’t offer a front-wheel-drive only configuration for the Mach-E. 

When it comes to range, GM is estimating up to 320-miles per charge for its most fuel-efficient Blazer, while the most fuel-efficient Mach-E is rated at 314-miles per charge.

The Blazer also tops the Mach-E’s charging speed. Chevrolet says the Blazer can add juice at a peak rate of up to 190 kilowatts, while the Mach-E’s official peak is 150, although I personally have seen a regular peak speed of up to 155 kilowatts for my personal 2022 Mach-E AWD Premium extended range edition. 

What that means in real life: When conditions are ideal the Mach-E can add about 60 miles of range in ten minutes while the Blazer can add about 78 miles in ten minutes. 

Moving on to what motorheads really care about: performance. Chevrolet says the Blazer SS will get to 60 miles per hour in “under four seconds,” while Ford claims its Mach-E GT-Performance can get there in 3.5 seconds. 

The top SS trim beats the Mach-E GT-Performance on paper with GM estimating it will have an estimated 557 horsepower and up to 648 LB-FT of torque, compared to the Mach-E’s 480 horsepower and 600 LB-FT of torque. 

Chevy is also estimating the top SS will have a range of up to 290 miles, while the EPA gives the GT-Performance an estimated range of 260 miles. 

But don’t count the Mach-E out yet, since Ford is also showing off a Shelby version of its Mach-E that’s currently under development.  And, Ford has already developed a habit of increasing range between model years. 

Ford and Chevy have gone in different directions with their interiors with Chevy more closely mimicking the feel of a sports car, although it’s an SUV, and Ford going for a more minimalistic look. 

Both interiors carry a few family styling cues with the Blazer’s air conditioning vents mimicking the Camaro, while the Mach-E’s dual cowl mimics the Mustang. 

The Mach-E’s interior leans more heavily into its big vertical touchscreen to control things like the air conditioner, while Chevy provides more overall physical controls, which in my book is a plus.  

Chevy hasn’t released battery-sizes yet, but based on performance and range projections, they too look as though they will be similar to the Ford. 

Both cars offer true hands-free interstate driving with Chevrolet’s Super Cruise and Ford’s Blue Cruise, although Ford’s system doesn’t currently offer automatic lane changes. 

Pricing looks to be neck and neck with the Blazer projected to base at just under $45,000, while the Mach-E’s current base price is just under $44,000.  

There’s still a lot we don’t know about the Blazer but one thing is for sure, a new, electrified-generation of competition between Ford and Chevy is here. 

If you’ve enjoyed this edition of EV Rider check out this road test review of the Mach-E GT Performance and please subscribe to my YouTube channel and give this video a like so I can bring you more adventures in EV motoring.  

The post Compared: Chevy Blazer EV vs. Mustang Mach-E appeared first on EV Rider.

If you’ve ever wondered just how much money you can save in fueling costs by switching to an EV, here are some real life examples, keeping in mind that fuel costs are just one factor to consider when buying a new vehicle and they vary between utilities.

Lately I’ve been running into more friends that tell me its recently been costing them more than $100 to fill up their gas tanks, which is jaw dropping. 

So what do I and my family pay to fuel our EVs? Let’s start with my 2022 Ford Mustang Mach-E. It currently costs me $10.92 to fill it up at home.  A charge usually gets me between about 250 and 300 miles, depending on whether it’s interstate or urban driving. I arrived at that number based on my utility’s residential rate of $0.12 per kWh, which was the current price on June 22, 2022.

Our Mach-E AWD Extended Range Premium model has 91 kW of usable battery capacity. When road tripping the cost is much higher, depending on the charging station, although it’s still usually cheaper than gas. I’m basing that assertion on more than 3,500 miles of traveling through 11 states.

The most I paid was 43 cents per kilowatt at several electrify America stations. However, that price is before sales tax and any area fees, which varies by state. Another thing to note, some states charge a per minute kW rate as opposed to a fixed price per kW.

My highest electricity fuel bill while road tripping to Delaware and back was $32.04 at an Electrify America station, while the cities of Dover and Wilmington in Delaware and Fredericksburg, VA provided me with free Level 2 charging.

Level 2 chargers add electricity at a much slower rate than Level 3 chargers, which is what most drivers use when they want to get back on the road quickly. 

The most efficient extended battery Mustang Mach-E EV is EPA rated at 314 miles per charge, while my dual motor model is rated at 277 miles per charge. My lifetime average so far with just under 5,200 miles has been 254 miles per charge at 2.8 miles per kWh, with most of that driving being on interstates.

Around town, I’ve seen that number jump to an average of 3.8 kWh, which would pencil out to 345 miles of range. 

Although the Mach-E carries the Mustang name it’s closer to the SUV-like utility of a Ford Explorer than a traditional Mustang coupe. 

Size-wise, the Explorer and traditional Mustang are both longer than the Mach-E. 

If we look at the three vehicles side-by-side the fuel savings become obvious for the Mach-E EV. A Mustang coupe with a 2.3L EcoBoost 4-cylinder is the most fuel efficient model in the gasoline Mustang line. The turbo gets an EPA average of 25 mpg, while my Mach-E averages the EPA equivalent of 91 MPG. 

The Explorer Hybrid AWD model also averages 25 mpg. The EPA estimates the Mach-E will save owners $10,500 in fuel costs compared to the average new vehicle over five years based on electricity and gas prices costs on June 22, 2022. The Mach-E also has a faster Ford-estimated 0-60 mph time of 4.8 seconds as compared to the V4 Turbo Mustang, which gets to 60 mph in 6 seconds.

Next, let’s take a look at two directly comparable vehicles: the MINI Cooper SE EV, which my wife owns, and a MINI Cooper S. Outside of the propulsion systems they are identical cars made on the same assembly line. 

The electric MINI gets the equivalent of 110 mpg, while the gas MINI gets 31 mpg.

The manufacturers recommend using premium gas in both the Cooper S and Mustang coupe, which was about 71 cents a gallon more than regular, based on a nationwide average reported on 6/22/22 by AAA. Current gas prices are available here.

Fueling costs are just one measure of the expenses car owners face. In general, the upfront cost of buying an EV is higher than buying an equivalent gasoline car, although that extra cost might be offset by the federal $7,500 tax credit that is available for some models. If you’re considering an EV you’ll want to confirm whether it qualifies for the credit by checking this fueleconomy.gov webpage. Some local governments or utilities also offer incentives such as rebates or cheaper charging during overnight hours.

You’ll also want to pencil out the total cost of ownership, figuring in costs like insurance and anticipated maintenance over the life of the car. In general, EVs require less maintenance although tires tend to wear out roughly 20% faster due to their extra weight as compared to equivilent gasoline cars. On the other hand, while brakes can last twice as long thanks to their one pedal braking, according to cleanfleetreport.com.

When you look at the numbers, at least one bottom line becomes clear: you’ll save big on the fuel cost part of the equation with just about any EV.

The post EVs Can Save Big On Fuel Costs appeared first on EV Rider.

This week on EV Rider we’re taking a look at how to keep your motorcycle safe from the idiots looking to steal it.

Unfortunately, I occasionally see stories on social media about motorcycles being stolen here in Jacksonville and across the nation.

The Jacksonville Sheriff’s Office says thieves can steal a motorcycle in a matter of seconds so the key is to make it less appealing.

Here in Jacksonville, most thefts occur at apartment complexes and residential driveways during overnight hours, according to the Sheriff’s Office.

Post your questions or comments here

The good news is it doesn’t have to cost a fortune to lower the odds of your motorcycle being targeted.

First, let’s start with the obvious. Never leave your key in the bike and use your fork lock. If you’re lucky enough to have a garage, use it. Don’t get lazy figuring it will never happen to you.

Next, consider a few inexpensive security measures to deter would-be thieves.

When I started going on overnight trips, I bought a motorcycle brake lock.

It’s made of CNC aluminum and uses your bike’s front disc brake lever to keep a thief from rolling it off somewhere.

The one I bought cost $35 dollars at the time of this video’s posting.

For electric motorcyclists like myself, it has the added benefit of keeping the bike from rolling on hills, since EVs don’t have gears to hold them in place.

Related: More motorcycle coverage

Next, think about an alarm system. Unlike the old days, modern motorcycle alarms are cheap and super easy to install.

The one I have cost $18. It comes with a wireless waterproof vibration motion sensor.

You’ll want to install it somewhere on your bike that a thief can’t easily get to. In my case, I placed it under my seat, which is locked.

It includes a remote that allows you to easily arm or disarm it and is battery powered. The batteries last months at a time with no wiring needed.

Another popular security measure many motorcyclists use are disc brake locks, many of which also come with alarms. They lock onto your bike’s brake rotor to prevent it from being moved and come with a brightly colored reminder cable.

If you decide to use a disc brake lock be sure to use the cable that came with it so you don’t accidentally forget to remove the lock and end up damaging your bike and potentially hurting yourself.

The Jacksonville Sheriff’s Office offers these additional motorcycle theft prevention tips:

• Block the motorcycle in with cars.
• Use a high-quality lock cable or chain strung through the wheels or frame and secure it to a fixed object like a light post or another motorcycle.
• Lock multiple motorcycles together.
• Install a GPS tracking device in a hidden location so police can quickly locate a stolen bike.
• Take pictures to help police track it down in the event it is stolen.
• Carry your bike’s registration and insurance card with you, rather than leaving them with the bike.
• Cover your motorcycle to conceal it from “drive-by hunters” looking to steal a specific model.

And, don’t forget to remove or put away things like smartphone mounts, navigation units or jackets.

While nothing is full-proof, if you take at least a few of the steps on this list your odds of becoming a victim will be reduced.

If you’ve found this EV Rider post and video useful, please give it a YouTube like and subscribe to my YouTube channel so I can bring you more adventures in EV motoring.

The post Motorcycle Theft Prevention Tips appeared first on EV Rider.

Jimmy McGovern was the first person in Jacksonville, FL to take delivery of a new Rivian R1T in April 2022. He previously owned a Nissan Titan and also owns a Tesla Model S.

Post your Rivian R1T questions or comments here

In this video post Jimmy runs down the features of the R1T and also compares it to both his Titan and Model S.

After watching the video, if you would like additional information about Rivian or the R1T, visit rivianstories.com, which is a website and enthusiast forum run by Jimmy and other Rivian fans. They also have a Rivian Stories YouTube channel.

If you enjoy or find the EV Rider R1T video useful, please give it a like on YouTube and subscribe to the EV Rider YouTube channel.

Rivian R1T Specs, Pricing & Equipment Packages

More information about the Rivian R1T is available at Rivian.com.

The post Rivian R1T: Owner’s Perspective appeared first on EV Rider.

Sergio Rodriguez is a car guy’s car guy. He’s owned a lot of V-8s over the years, so he knows a thing or two about performance.

But now, in search of even better 0-60 times and smoother overall driving, the military contractor, currently based in St. Marys, GA, has made the switch to electric vehicles.

Post your comments or questions about Sergio’s Mach-E GT Performance here.

He’s previously owned two Tesla Model Xs. But Sergio has moved on from Tesla, purchasing both a Grabber Blue Ford Mustang Mach-E First Edition Premium AWD Extended Range and a Cyber Orange GT Performance, which comes standard with Ford’s 88kWh usable capacity extended range battery and AWD.

Related: Ford Ups Mach-E’s European Tow Rating To 2,204 Pounds

Sergio let me take out his GT-P for a spin and conversation with him, including a few 0-60 mph runs. His insights are unique as someone who has owned a number of high performing gasoline Mustangs over the years along with high end models from Ford’s biggest EV competitor.

Sergio talks about all of it – the strength and weaknesses of the Mach-E – comparing it to both to traditional ICE Mustangs and Teslas. Whether you want to known how Ford’s Blue Cruise stacks up to Tesla’s Auto Pilot, or how a Mustang Cobra Terminator compares to the GT-P, you’ll learn it in this video.

He’s also had track and cross-country time behind the wheels of his Mach-Es, going from San Diego to St. Marys in his Mach-E Premium and shows his Mach-Es at different events, such as the recent JEA Drive Electric Car Show in Jacksonville, FL.

The Ford fan also has a reservation in for a Ford F-150 Lightning, which he expects to take delivery of soon. He was among the Ford owners invited to Dearborn, MI to watch the official launch of the Lightning.

Sergio has been featured on a number of media outlets, including The Detroit Free Press, where you can read about his cross country trip or watch this Free Press video:

I hope you’ll enjoy my Mach-E ride along with Sergio, and if you do, please give the video a like on YouTube and subscribe to my YouTube channel.

The post Tesla Owner Dumps Model X For Ford Mustang Mach-E appeared first on EV Rider.