How We’ll Get to Cheap, Long-Range EV Cars, Trucks, and SUVs
The investment in automotive electrification has ramped up sharply in recent years, with new advances in battery chemistry, motor and controller technology, and charging infrastructure being announced almost weekly. We've generally spared our readers the chemistry lesson required to describe every new battery electrolyte formula to come along, but we've passed along the most novel, interesting, and promising of concepts that promise to advance electrification. Here are highlights from just the past two years.
Maybe Pair Capacitors and Batteries?
Chemical batteries are great at storing energy. They just can't do it extremely quickly. Capacitors can accept and release huge amounts of energy quickly but can't hold this energy for very long. Capacitors on cars aren't new—Mazda introduced its i-ELOOP energy recovery capacitor on the 2014 Mazda6 sedan. But in November 2019 we reported on a joint research effort by Lamborghini and the Massachusetts Institute of Technology, to triple the energy storage capacity of ultracapacitors, by replacing the porous activated carbon used in most capacitors with a new powder composed of metal-organic framework compounds comprising primarily of nickel, copper, and molecular carbon that effectively doubles the surface area inside the same volume/mass of powder, which is how it doubles the energy density. Research continues, and although ultracapacitors will likely never replace chemical batteries, this Lambo/MIT ultracapacitor could greatly reduce the mass of the energy-storage battery required, guaranteeing both nimble handling, ferocious acceleration, and track-worthy regenerative braking.
Mine the Seafloor
A perennial and legitimate argument against complete electrification is the question of ethical and environmentally sensitive sourcing of the various metals and other materials required. So in June 2020 we reported on the discovery of naturally occurring polymetallic nodules that line the Pacific Ocean's abyssal deep seafloor in the Clarion-Clipperton zone (lying roughly between Mexico and Hawaii). These potato-sized blobs are typically composed of 29.2 percent manganese, 1.3 percent nickel, 1.1 percent copper, and 0.2 percent cobalt. They form naturally and sit in the silt, where they can be fairly easily scraped up using a drag bucket of sorts. This area is recognized as the planet's largest known source of battery metals and is thought to be capable of supporting production of 280 million EVs. But the metals supply and mining industries are awaiting a green light from various organizations studying environmental impact on fisheries, etc.
The State of the Solid-State Battery
Solid-state batteries promise to solve myriad nasty battery problems: Liquid or gel electrolytes are flammable and can freeze, so they need costly warming, cooling, and safety monitoring. Additionally, fast charging can result in the formation of lithium metal spikes that can pierce the battery's permeable "separator," short-circuiting the cell. One downside of solid-state is that lithium formation on the anode causes the cell to physically expand, which must be accounted for in the pack design. In December 2020 we reported on California-based QuantumScape's promising new solid-state battery, which claimed to boost range by 80 percent and to function at temperatures ranging from -20 to 80 degrees C, all of which attracted a huge investment from the Volkswagen Group. In the months since, we've reported on Toyota's in-house solid-state battery program, which is likely to see production in hybrid vehicles first, and on Factorial Energy of Massachusetts inking a development deal with Hyundai-Kia, claiming its battery can boost range by 20-50 percent.
Gallium-Nitride Semiconductor Chips to Speed Charging
If the long Chipocalypse, currently still crippling auto sales as we write this, has any silver lining, it might be that as the industry tools up to produce more chips, some of that new production can be dedicated to gallium-nitride, rather than silicon-based chips. This semiconductor material, which enabled the first white LED lights and powered Blu-ray disc readers, is able to simultaneously withstand higher voltages and present a smaller resistance to electric current flow relative to either the silicon (Si) or silicon carbide (SiC) materials. Lower resistance means less heat buildup, which can allow smaller devices to deliver greater power flow and faster switching, which in the case of an EV's onboard power inverter can equate to faster charging and/or greater range. Our July 2021 coverage of Texas Instruments and Odyssey Semiconductors GaN chips noted that engineering samples were to be available in late 2021, which should mean production might commence after a few years of development.
"Cylinder-Deactivation" for Electric Motors
It's hard to believe, but the same concept that boosts fuel economy of a piston engine by shutting several cylinders down and making the functioning cylinders work harder can be applied to electric motors, as well. Tula Technologies, the folks who pioneered the Dynamic Fuel Management system in use on more than a million GM trucks and SUVs, has introduced Dynamic Motor Drive. During certain high-speed light-load conditions, where electric motors are not quite as efficient, DMD pulses brief bursts of higher torque to meet the steady-state need, which conserves energy by reducing heat buildup in the rotor core and the power inverter. The power savings are minimal on mainstream permanent-magnet and AC-induction type motors, but they're significant on the cheapest synchronous reluctance motors, which are only used in industrial applications today. The technology promises to eliminate some of the noise and "torque-ripple" vibration that currently disqualifies these motors from EV use. It could also make them more efficient than AC induction and sidestep supply-chain worries inherent in permanent-magnet motors.
Lower Cost Via Simplified Manufacturing
This tech story ran in conjunction with our 2022 Lucid Air Car of the Year coverage, describing the nascent Tesla Model S fighter's many innovations aimed at efficient, lower-cost manufacturing. The battery pack, for example, consists of two injection moldings. One incorporates the sides, top, and all power-delivery busbars, and the other includes the cooling plate. Because this only needs to contact the ends of each cylindrical cell, dramatically less heat-conducting glue is needed than in the radially cooled Tesla packs. The Lucid packs can be robotically assembled in a dark plant. The motor's hairpin-style square-section winding consists of just 24 individual wires that are woven for ease of assembly into the stator and the need for only 24 solder connections. And extreme downsizing of the power inverter, final drive units, and more yield impressive weight savings that pay off in cost and range improvements.
Lithium-Sulfur Triple Threat
Silicon Valley battery-tech company Lyten came out of stealth in September and revealed a battery chemistry boasting triple the traditional lithium-ion batteries' energy storage per pound. That's because a sulfur atom can host two lithium ions, while a typical NMC-oxide cathode can only manage 0.5-0.7 ions. But during charging, those lithium ions sometimes bring sulfur atoms along with them when they migrate to the other electrode, and this depletes the battery. Lyten's secret is to cage each sulfur atom in one of the millions of tiny boxes afforded by their proprietary 3-D graphene sheets. And because carbon is more conductive than sulfur, power flows better than in previous lithium-sulfur batteries. The company says it has demonstrated 1,400 charge/discharge cycles (sufficient for EV use) and that it plans to select a factory site in Q1 of 2022 to support incorporation of LytCells for use in vehicles by the 2025 or 2026 model year. Most experts we spoke with find that timing to be overly optimistic, but perhaps looming local content requirements the USMCA trade agreement calls for in 2023 will inspire overtime development, as all LytCell materials are abundantly available in North America.
"Massless" Structural Batteries
One way to get weight out of battery electric vehicles is to force the batteries to "multitask," by serving as part of the vehicle's structure. Raw, uncoated carbon-fiber strands are great electrical conductors, and because they typically include tiny voids that can easily accept lithium ions, they function well as a battery's negative electrode. Apply a lithium-iron-phosphate/graphene-oxide coating to said fibers, and you've got a structural cathode. Now researchers at Chalmers University of Technology in Sweden think they've found a suitable polymer electrolyte with a cross-linking monomer that enhances the material's structural rigidity while still conducting lithium ions. The team is targeting an energy density about one-third that of mono-tasking dead-weight lithium-ion. Still, studies indicate that replacing roughly 70 percent of the interior and exterior panels and 60 percent of the body structure of a Tesla Model S (85 kWh) or BMW i3 with SBC, should lower mass by 26 and 19 percent with range dropping by 36 and 17 percent, respectively. Alternatively, doubling the thickness and mass of these SBC panels to bring the cars back to mass parity should boost range by 20 percent in the Tesla and 70 percent in the BMW (while adding foot room). Cost estimates for this brand-new technology are not yet available.
Lead image: Mina De La O/Getty Images
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honda hr-v Full OverviewProsHigh-quality interiorSpacious cabin for a small SUVStandard active safety tech ConsSlow, even for an entry-level SUVSmall 7.0-inch touchscreen on two of three trimsLess efficient than beforeTime for some crazy talk: The redesigned 2023 Honda HR-V might soon be the company's only SUV with an MSRP comfortably less than $30,000. That's not big news for car enthusiasts, but buyers not aware of the new 2023 Honda CR-V's upmarket move are in for a surprise. Suddenly, price-conscious CR-V intenders will be kicking tires on the more affordable HR-V, which takes on a more important role in Honda's SUV lineup. Those buyers will find in the 2023 Honda HR-V a refined ride with influences from the excellent Civic as well as from the outgoing HR-V—the latter not quite in the way we'd like.0-60-MPH Acceleration Versus Its RivalsAt MotorTrend, we track-test cars—even small SUVs like the 2023 Honda HR-V—so we can establish how each vehicle's performance compares to the competition. And in this Honda's case, it's not a great story.Every new HR-V is powered by a 158-hp naturally aspirated 2.0-liter I-4 good for 138 lb-ft of torque. Those numbers match the latest Civic, which uses the same engine. As you'd expect, the engine sweats less with the front-wheel-drive Civic sedan, which is hundreds of pounds lighter than our 2023 HR-V EX-L test SUV with more features and all-wheel drive.OK, so let's compare the new HR-V's 9.8-second 0-60-mph time to vehicles its own size. A 2022 Toyota Corolla Cross XLE AWD is nearly a half-second quicker (9.3 seconds), while a Subaru Crosstrek with a 2.5-liter engine is a startling 2.0 seconds quicker. As if that isn't enough, the AWD Subaru is also more efficient. Even against the last-gen HR-V, the new model comes up short; a 2019 HR-V Sport AWD we tested reached 60 mph in 9.6 seconds.Behind the wheel, the HR-V feels slow, but you can still execute highway passes as long as you plan them out a bit. That type of compromise used to be a given in this segment, but that's no longer the case. The Kia Seltos, Subaru Crosstrek, and a couple other competitors won't feel quite as slow as the HR-V. It's not the end of the world, and it won't be the top priority for most buyers, but it's worth noting. This engine doesn't show much power until it revs past 4,000 rpm.Braking and HandlingThe 2023 Honda HR-V doesn't gain competitive ground in 60-0-mph panic-braking, either. Or, rather, it covers more ground than its competitors. A distance of 125 feet is fine for a small SUV like this one, but so is 120 feet (the Corolla Cross), 114-124 feet (two Crosstreks we've tested), or 114 feet (a 2019 HR-V). Clearly, this Honda isn't a numbers car, but at the test track we found brake-pedal feel to be fine for a daily driver. The brakes also remained trustworthy and consistent across our figure-eight testing, being both effective and predictable.On the figure-eight course—a MotorTrend evaluation that assesses acceleration, handling, braking, and the transitions in between—the 2023 HR-V finished in 28.5 seconds at 0.56 g (average), placing it behind the most recent Subaru Crosstreks, and the Toyota Corolla Cross and Kia Seltos Turbos we tested. The steering felt a little heavy but was precise. The engine displayed merely adequate power, and made lots of noise.The new HR-V's story improves away from the track. Its continuously variable transmission feels well-tuned around town and on the highway, delivering smoother performance than any conventional or dual-clutch automatic ever could. The suspension is well-damped for a small and inexpensive SUV, too. In other words, put up with the mild acceleration and there's a payoff in the general feeling of solidity you don't get with all of the HR-V's rivals.Ups and DownsHonda backs up that feeling with an interior sprinkled with surprising and delightful touches. There's soft material on the side of the center console (perfect for resting your leg against during a long red light), and you get the honeycomb dash-trim design we've seen on the Civic and CR-V. That real metal trim disguises air vents and separates two physical knobs on top to control the audio system (volume and tuning), as well as three knobs below for the HVAC system. A small open storage area can hold your keys, and the back seat is spacious for such a small SUV.You simply don't get these touches on every HR-V competitor. Where many of them make up ground is digital screen-space. The 2023 HR-V LX and Sport trims come standard with a 7.0-inch touchscreen—smaller than what you can get elsewhere; a larger 9.0-inch unit comes on the top EX-L trim. Apple CarPlay and Android Auto are standard across the line, but we'd welcome a bigger screen or one tilted a bit toward the driver on the lower two trims. By the way, we asked Honda whether it expects any feature omissions due to parts shortages affecting the industry, and the automaker said all HR-Vs should have "the full features and functions listed for each trim level." Great.The entry-level SUV segment is much larger than it was when the first-generation HR-V arrived, which helps put the Honda's pros and cons into perspective. With fuel economy and driving range, for example, it doesn't quite keep up with our chosen competitive set. An EPA-rated 26 city/32 highway mpg with FWD and 25/30 with AWD is not bad on its own, but it's inferior to the 2022 Toyota Corolla Cross—31/33 mpg with FWD and 29/32 with AWD—and the AWD-only Subaru Crosstrek. For the 2023 model year, the Subaru comes in at 28/33 mpg with its standard 2.0-liter engine and 27/34 with the 2.5-liter unit.The Subaru also holds a huge advantage compared to the Honda in combined city/highway driving range; you'll travel about 100 miles farther in either automatic-transmission Crosstrek than you will in the Honda.The TakeawayThe Honda HR-V remains a good choice in its second generation. But with its physical growth, the new 2023 model is slower and less efficient than a couple key competitors. The former isn't a huge deal for an entry-level SUV, but if you don't need to make that compromise, why should you? In the HR-V's case, it would be because of the trust some have in the Honda name and because the SUV drives well. The Civic-based platform means the 2023 Honda HR-V feels good on the road before you even consider its spacious interior. Standard Honda Sensing safety tech and good anticipated safety-test results should also provide buyers with confidence.Honda loyalists should also appreciate the new interior design and improved HVAC system, but cross-shoppers will want to consider what they really want from an inexpensive SUV. The Kia Seltos is spacious and much quicker, but it lacks a five-star overall safety rating from NHTSA. Subaru's popular Crosstrek offers standard AWD, better efficiency, and a good driving experience, but doesn't look like a traditional SUV.Especially in LX and Sport trims, the 2023 Honda HR-V represents the brand well enough in this crowded space. For the rare customer seeking a loaded HR-V EX-L, however, we suggest giving a closer look to the competition, and especially the new 2023 CR-V.Looks good! More details?2023 Honda HR-V AWD (EX-L) Specifications BASE PRICE $30,195 PRICE AS TESTED $30,590 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 2.0L port-injected DOHC 16-valve I-4 POWER (SAE NET) 158 hp @ 6,500 rpm TORQUE (SAE NET) 138 lb-ft @ 4,200 rpm TRANSMISSION Cont variable auto CURB WEIGHT (F/R DIST) 3,271 lb (58/42%) WHEELBASE 104.5 in LENGTH x WIDTH x HEIGHT 179.8 x 72.4 x 63.4 in 0-60 MPH 9.8 sec QUARTER MILE 17.5 sec @ 83.0 mph BRAKING, 60-0 MPH 125 ft LATERAL ACCELERATION 0.80 g (avg) MT FIGURE EIGHT 28.5 sec @ 0.56 g (avg) EPA CITY/HWY/COMB FUEL ECON 25/30/27 mpg EPA RANGE, COMB 378 miles (est) ON SALE Now Show All
Lately, we've been crystal-balling a bit on what Honda has cooking up next, spurred on by the excellent new Civic and it's elegant, restrained, and yet dynamically excellent new iteration. We've speculated about the 2023 Accord, which we think will get a heavy redesign that take some notes out of Honda's Civic playbook. We've seen how Honda will play the split, stylistically and physically, between the U.S.-market HR-V and the Euro-only Vezel. And, most importantly, we have already seen what to expect from the 2023 CR-V thanks to a very convincing patent image leak.New DudsThe biggest changes, we expect, will grace the outside of the new 2023 CR-V—a styling overhaul similar to the one Honda applied to the compact Civic, which is mechanically quite similar to its predecessor but couldn't look more different outside and in. Based on our thoughts, the leaked patent application image (the grayscale photo below), spy photos of prototypes we've seen, and clues from existing products, we commissioned these illustrations to show you how we think Honda will redraft the CR-V.Whereas the smaller new HR-V looks a little puckish, we think the CR-V will forgo that SUV's active-lifestyle leanings for a more sophisticated look. That means slimmer headlights, an elegant grille, and lines that accentuate the extra length that spy shots hint is coming. While the current CR-V his handsome, it looks stubby and a little pinched up front when compared to our notion of where it's headed—in particular, the slim headlights and more conventional grille seem more contemporary than the current CR-V's "end of life facelift" visage.Out back, the look is a little more evolutionary, but the extra length makes the rear look a little smaller, a little more tucked in, and a little more contoured. A shapely D-pillar and a heavily sloped rear glass give it a bit of a fastback vibe, capturing some of the crossover coupe mojo that's so in vogue these days. A metallic finishing plate under the dark rear bumper adds a bit of zest.Inside, we imagine the new Civic's focus on simple, horizontal elements and interesting full-width dashboard mesh hiding the air vents will appear here. Expect an infotainment system just like the one found in the Civic, perched on top of the dash, a welcome addition as the current CR-V's screen is too small to be competitive. With that added length, an occasional-use third row may sprout in the back, giving it more ammunition to compete with the Volkswagen Tiguan and Kia Sorento. Under the HoodExpect more of the same here, with the 2023 CR-V adopting the previous models' powertrains, with the sort of moderate tweaks and enhancements the latest Civic received. That means the 1.5-liter turbocharged I-4 will return for study in most versions, and a 2.0-liter naturally aspirated I-4 should make a return in the hybrid version. It's possible a PHEV version will debut in the U.S.; a current-gen CR-V PHEV is already sold in China by Dongfeng Honda. If a PHEV version appears in our market with the new generation, expect something quite similar to the Chinese-market version's 2.0-liter powertrain and something in the neighborhood of 40-50 miles of EV-only range.Taking StockThe CR-V is near the top of a segment that is white hot right now, and has been hot for a long time. It's easy to assume that a longer, more versatile, and more handsome replacement vehicle will maintain Honda's position at the top of the heap. But the competition, particularly new models from Hyundai and Kia with bold styling and a broad range of powertrain options, makes the calculus a little harder.But let's put it another way: the CR-V has built up so much good will that it'd take a real stinker to put a dent in this SUV's appeal. We think, in this environment, the CR-V's biggest challenge will be whether there are going to be enough on dealers' lots to satisfy customer demand. It remains to be seen, though, if the additional length, potential third row, and extra heaping of content we assume will be slathered on drive the price up enough to hurt once the production shortages recede.
We've talked quite a lot about the mid-engine C8 Corvette, even going so far as to name it our 2020 Car of the Year. We have lots of stories you can read about how it drives around town, on back roads, and on racetracks. The whole point of having a long-term 2021 Chevrolet Corvette Z51 test vehicle, though, is to tell you what it's like living with the car day in and day out.After 10 months of "ownership," we've put together a list of the top six little details about the Corvette we think are great, the six that drive us crazy, and the six that are worth mentioning but aren't good or bad enough to make the other lists. Here are the good, the bad, and the whatevers of the C8 Corvette.
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