#is Toyota Rav4 Hybrid Eligible For Tax Credit

[tepcars]

2023 Toyota Rav4 Hybrid Redesign, Release Date, Cost

2023 Toyota Rav4 Hybrid Redesign, Release Date, Cost

2023 Toyota Rav4 Hybrid Redesign, Release Date, Cost – The typical RAV4 Hybrid obtained a new mid-range XLE High-quality trim for 2023, but the large news this year introduces the plug-in hybrid RAV4 Excellent model. The RAV4 Prime is the most effective RAV4 available with an overall of 302 horsepower among its vapour engine plus electric power; it also delivers 42 mls of stated electric-powered…

[ann6b1ack]

Do You Buy Electric Cars?

Buying electric cars can be exciting and confusing. Think about what kind of car you want and where you need to charge.

The appeal of electric cars has never been stronger than it is now. GM plans to sell only electric vehicles by 2035. Volkswagen's goal is to make it cheaper than gasoline-powered cars. The survey shows that at least two-thirds of American drivers are willing to buy electric vehicles. However, many people are still worried about the costs, choices, and charges of electric vehicles, but these obstacles are falling rapidly. The government hopes to speed up this process and provide tens of billions of dollars of incentives.

For those who want to buy electric cars, this can be overwhelming and exciting. Here's how you should consider whether electric vehicles are suitable for you.

What are you looking for? Electric cars are fast, fun to drive, require little maintenance and produce no exhaust emissions, which are the main cause of climate change. But even if you're sure you want one, there are many options. That's why it's important to understand what you're looking for.

"Is this a basic means of transportation?" Or an expression of yourself and your personality, Said Matt DeLorenzo, senior executive editor of Kelly's blue book“ The car is a statement to the buyer. If not, there would be no Mercedes Benz. "

Tesla. Of course, the company produces powerful, modern, and fast electric vehicles. But Tesla's appeal is also related to its evaluation of car owners. Buying one means buying an early collector community and, to some extent, the views and vision of Elon Musk, the company's charismatic and arrogant CEO. Therefore, many car lovers either like Tesla or hate it.

Some electric vehicles, such as Hyundai IONIQ, Nissan LEAF, or mini cooper se, start at about $30000 and are economic and ecological alternatives to gasoline-powered vehicles. Other models, such as Porsche day can, GMC's upcoming giant electric Hummer, and the luxury Mercedes Benz EQs, are boutiques priced at about $100000.

What is your charging plan? The charging infrastructure in the United States may be developing rapidly, but anyone who wants to turn to electric vehicles should have a charging plan.

The first step is to determine where you usually charge. Most people do it at home, which is the easiest. But as new electric cars and trucks can travel 200 miles or more when fully charged, some drivers choose to replenish fuel when needed in the workplace or public charging stations. It is reported that some urban residents start long cables from apartments or families to provide power for vehicles parked on the street.

If you plan to charge a new electric car or truck at home, there are some pitfalls to pay attention to. Although electric vehicles can be charged through a typical household socket, the charging process is very slow and takes up to 24 hours or more to be fully charged. Many car owners choose to install faster 220 to 240-volt power outlets, as used in clothes dryers, which usually require hiring an electrician.

Alistair Weaver, editor in chief of edmunds.com, said: "you are basically installing something unique for electric vehicles - it costs."

He should know. After buying a new house, Weaver realized that his electric panel needed an expensive upgrade to power his wife's Tesla Model 3.

Anyone without a simple charging method should pay special attention to the driving distance of the car in the real world and its possible changes under different conditions. For example, cold weather can greatly reduce the vehicle's mileage.

But don't be too nervous. Experts say that although the fear of power failure, which is often called distance anxiety, is real, it is often exaggerated. In fact, many electric car owners don't charge every day because they don't need it at all.

Should I buy a Tesla? When it comes to electric vehicles, we can't help mentioning Tesla. Tesla is the leader in the U.S. electric vehicle market for a reason: Although Tesla's car is not without problems, it is still popular.

Tesla has attracted many people who are just looking for future technology or sports cars, and even something deeper. I think people like Elon Musk.

As a market leader, Tesla has some advantages. Tesla's cars and technology last longer than electric vehicles produced by other carmakers, and Tesla has an easy-to-use charging network for its own cars. But the situation is changing rapidly. The choice of electric vehicles is really proliferating. Everyone is pouring into the market. The turning point has come, and all the brands you are familiar with will provide really useful and multifunctional alternatives to electric vehicles in the next two or three years.

At the beginning of 2021, several new electric vehicles started on the road, including Ford's Mustang mache, Volkswagen's ID4, and Volvo's xc40 recharge. Carmakers are expected to launch more cars this year and next. The models eagerly awaited by car lovers include Audi Q4 e-Tron SUV, BMW I4 sedan, Hyundai IONIQ 5 SUV, and Nissan ariya SUV. Several other start-ups are also expected to start selling cars, including the lucid air sedan, Vivian's r1t pickup, and R1s SUV.

What can you afford? Tax credits may help. Yes, electric cars are more expensive than similar gasoline-powered cars, but the price tells you so much. Federal and state tax breaks, utility grants and other savings can help offset costs.

The federal government provides a $7500 tax credit for electric vehicles. Although Tesla or general motors have run out, they can still be used in many other electric vehicles. Take Nissan LEAF as an example. A new basic model costs nearly $32000, but after the federal tax credit, the price fell to less than $25000. States, cities, and even utility companies provide incentives to buy electric cars or install chargers at home.

Electric cars are also cheaper. A recent study by the consumer report found that, compared with the average owner of a gasoline-powered car, the average expenditure of electric vehicle drivers on providing power for a car, truck or SUV has decreased by 60%, while the expenditure on repair and maintenance has decreased by half - there is no need to change the oil.

Buying a used car may be a cheaper way to buy an electric car, but carefully evaluate the quality of the car you buy, especially the battery, because it will deteriorate over time. In other words, a used electric car may be the perfect choice for a second car on business, commuting, and other short trips.

Although owning an electric car may be exciting, it may not be suitable for everyone. Many families and individuals cannot afford electric cars that meet their needs - for example, there are few three-row electric cars, and they are often expensive. Others have difficulty charging at home or nearby. That's why Delorenzo and Fisher recommended plug-in hybrids.

If you're interested but not sure if you're willing to invest, these plug-in hybrids are away. For many people, plug-in vehicles such as Chrysler Pacifica hybrid minivan or RAV4 prime SUV can be effectively used as all-electric vehicles. Toyota said the RAV4 prime could drive 42 miles before switching to gasoline, while Chrysler said Pacifica could drive 32 miles on a full charge. If these cars are mainly used for short commutes and town travel, they rarely use gasoline. Both cars and other plug-in hybrids are also eligible for the federal tax credit. As long as you plug it into an ordinary socket on the wall and charge it all night, you can feel what it's like to have an electric car. Maybe your next car will be a pure electric car.

Of course, gasoline-powered cars have become more and more efficient. If you want to upgrade from an old car, choosing one wisely will help reduce emissions. However, many people buy cars based on what they think is attractive and attractive. 'if you admire the function and design of electric vehicles, you may find that nothing else can satisfy you,' Mr. de Lorenzo said. This is a different experience.

[perksofwifi]

2021 Ford Escape PHEV vs. Subaru Crosstrek Hybrid: Which Small Gas-Electric SUV is Better?

With so many plug-in hybrids to choose from on the U.S. market—30 as of this writing—option paralysis is a real challenge to overcome when deciding which one to park in your driveway. It also presented a bit of a problem in choosing competitors for our comparison test of plug-ins; we ultimately decided compact SUVs were a reasonable starting point given the segment’s popularity. On the invite list: the Toyota RAV4 Prime, Ford Escape PHEV, Subaru Crosstrek Hybrid, and Mitsubishi Outlander PHEV.

Alas, the Escape PHEV and Crosstrek Hybrid were unavailable. Ford delayed U.S. deliveries of its model due in part to a recall in Europe, while Subaru simply didn’t have an available Crosstrek Hybrid in its media fleet. The pluggable Crosstrek and Escape remain notable entries in the segment, however, so let’s break down their powertrains, pricing, efficiency, and more.

The 2021 Subaru Crosstrek Hybrid starts at $36,395 and is eligible for a $4,502 federal tax credit, as well as potential additional incentives on the state and municipal levels. (It’s worth noting that Subaru only sells the Crosstrek Hybrid in the ZEV states of California, Connecticut, Maine, Maryland, Massachusetts, New Jersey, New York, Oregon, Rhode Island, and Vermont.) It combines a 2.0-liter Atkinson-cycle flat-four engine with two electric motors, one of which provides propulsion and one that acts as a starter/generator and sends energy to the 8.8-kWh battery pack. These motors are integrated into a continuously variable automatic transmission that sends the total system output of 148 horsepower and 149 lb-ft of torque to all four wheels.

According to the EPA, the Crosstrek Hybrid can go 17 miles on electricity alone, scores 90 mpg-e combined in PHEV mode, and can achieve 35 mpg combined if it’s never plugged in and left to operate purely as a conventional hybrid. With the battery fully charged and a full tank of gas, it can deliver up to 480 miles of total driving range. A Level 1 (120-volt) charger replenishes its depleted battery pack in five hours, while a Level 2 (240-volt) station slashes that time to roughly two hours.

The 2021 Ford Escape SE Plug-In Hybrid carries a starting window sticker of $33,895, as well as a generous qualifying federal tax credit of $6,843 in addition to possible state and municipal bonuses. Unlike the Crosstrek, Outlander PHEV, and RAV4 Prime, the Escape PHEV is only available with front-wheel drive. Its powertrain teams a 165-hp 2.5-liter I-4 with two motor generators in a planetary e-CVT, a 14.4-kWh lithium-ion battery pack. The setup produces a combined 221 horsepower.

The Ford notches an estimated EPA rating of 102 mpg-e (41 mpg if never plugged in), as well as an impressive 37 miles of pure electric driving range. In terms of charging an empty battery, a Level 1 (120-volt) outlet will need 10 to 11 hours to finish the job, whereas a Level 2 (240-volt) charger can do it in as little as three hours and 20 minutes. Finally, the Escape PHEV has an 11.2-gallon gas tank compared to the Crosstrek Hybrid’s 13.2-gallon unit. As of this writing, we’re still awaiting word as to when the Escape PHEV will hit dealers in the States.

The post 2021 Ford Escape PHEV vs. Subaru Crosstrek Hybrid: Which Small Gas-Electric SUV is Better? appeared first on MotorTrend.

https://www.motortrend.com/cars/ford/escape/2021/2021-ford-escape-phev-vs-subaru-crosstrek-hybrid-specs-comparison/ visto antes em https://www.motortrend.com

[elizabethcariasa]

Audi, MINI & Toyota Prius models added to IRS electric vehicle tax credit list

No gasoline necessary for electric vehicles like this Chevrolet Bolt, which instead is plugged in to recharge for the road. If you opt for an IRS-certified electric auto or light truck, you might get some tax break help on your purchase.  

Climate change is getting more coverage lately.

People are paying attention to what's happening with Mother Nature here in the United States thanks to the opposing environmental takes by the two presidential contenders. On a more personal level for many Americans is that we're in the midst of one of the most active hurricane seasons ever — we're already up to Vicky for named storms! — at the same time that much of the West Coast is engulfed in wildfire flames.

These factors have prompted many climate-concerned individuals to do what they can to reduce greenhouse gas emissions, which even U.S. government scientists still say are the most significant driver of observed climate change since the mid-20th century.

One of the easiest ways to do this is by switching to electric vehicles. And Uncle Sam is helping by offering a federal tax credit for the purchase of certain plug-in autos.

Tax breaks for environmentally-friendly vehicles: This credit ranges from $2,500 to $7,500. That's very good news since a credit provides a dollar-for-dollar reduction of any tax you might owe. In many cases, that could zero out what a taxpayer might owe.

But, and you knew since we're talking tax breaks there was a but, there are some limits to this environmentally friendly tax credit.

First, it applies only to purchases (or leases) of new electric passenger vehicles and light trucks. The Internal Revenue Service says a qualifying vehicle must:

have at least four wheels,

be propelled to a significant extent by an electric motor that draws electricity from a battery that has a capacity of not less than 4 kilowatt hours and is capable of being recharged from an external source of electricity, and

have a gross vehicle weight of less than 14,000 pounds.

Second, the Internal Revenue Code Section 30D that provides the tax credit for Qualified Plug-in Electric Drive Motor Vehicles is, no surprise, a bit complicated.

The amount of the credit depends on how much propulsion energy a vehicle draws from a battery with at least 5 kilowatt hours of capacity, with added credit amounts for each added kilowatt hour of battery capacity in excess of 5 kilowatt hours.

I don't know about y'all, but my eyes start to glaze over at a certain point; I just want to put my key in the ignition and drive. But the bottom line is that the electric vehicle credit could be as much as $7,500.

Third, it starts to phase down and eventually, after six quarters of credit reductions, is eliminated for an auto manufacturer's plug-in vehicles that top more than 200,000 sales. That's already happened for the more popular electric autos. Both Tesla and GM tax credits took value hits when their eligible vehicles passed the 200,000-sold threshold in 2018.

More tax-credit eligible vehicles added: But there is still some good tax news for electric vehicle fans.

The IRS has added Audi, MINI and Toyota Prius models to the list of vehicles that are eligible for the plug-in electric drive motor vehicle credit. The new qualifying autos are:

The 2020 Audi e-tron Sportback is eligible for the maximum credit of $7,500. The 2020 Audi A8L PHEV and AudiQ5 PHEV are eligible for a credit of $6,712.

The 2020 MINI Cooper S E Hardtop 2 Door and MINI Cooper S E Hardtop are eligible for the maximum credit of $7,500. The 2020 and 2021 MINI Cooper S E Countryman ALL4s are each eligible for a credit of $5,002.

The 2021 Toyota RAV4 Prime Plug-In Hybrid is eligible for the maximum credit of $7,500. The 2020, 2021 Prius Prime Plug-in Hybrid is eligible for a credit of $4,502.

These electric plug-ins have been added to the list of tax-credit-eligible vehicles that are made by the following 37 manufacturers:

American Honda Motor Co., Inc.

FCA (Fiat Chrysler Automobiles) North America Holdings, LLC

Polestar Automotive USA Inc.

AMP Electric Vehicles, Inc.

Fisker Automotive, Inc.

Porsche Cars North America, Inc.

Audi of America, LLC

Ford Motor Company

Smart USA Distributor, LLC

Azure Dynamics, Inc.

General Motors, LLC*

Subaru Corporation

BMW of North America

Hyundai Motor America

Tesla, Inc.*

Bentley Motors, Inc.

Jaguar Land Rover North America, LLC

Think NA

Boulder Electric Vehicles, Inc.

Kandi (Zhejiang Kandi Vehicles Co., Ltd.)

Toyota Motor Sales, U.S.A., Inc.

BYD Motors, Inc.

Karma Automotive LLC

VIA Motors, Inc.

CODA Automotive

Kia Motors America, Inc.

Volkswagen Group of America

Electric Vehicles International

Mercedes-Benz USA, LLC

Volvo Car North America, LLC

Electric Mobile Cars

MINI USA

Wheego Electric Cars, Inc.

Ferrari North America, Inc.

Mitsubishi Motors North America, Inc.

Zenith Motors, Inc.

  Nissan North America

*credit phased out for some purchases

      Yeah, I didn't have any idea that were that many electric automakers, either. You can get the specifics on each of the qualifying vehicles and maximum available tax credit at the IRS' special (and regularly updated; the last change was on Sept. 11) IRC 30D New Qualified Plug-In Electric Drive Motor Vehicle Credit web page.

If you're not ready to buy an electric auto just yet, you also can track your favorite manufacturer's electric vehicle quarterly sales to see if it's getting close to triggering the reduced tax credit.

Filing for the tax credit: When you do buy a credit-eligible electric auto, you'll claim your tax break by filing Form 8936, Qualified Plug-in Electric Drive Motor Vehicle Credit (Including Qualified Two- or Three-Wheeled Plug-in Electric Vehicles).

Yep, that's a mouthful of an official title for a page-and-a-half form, shown below. But size notwithstanding, since more folks might be using Form 8936 next filing season and it's got a connection to the environmental debate now underway, it's this week's Tax Form Tuesday featured document.

Form 8936 can be used by both individual taxpayers and businesses, specifically Partnerships and S corporations, that purchase an eligible vehicle to do their jobs. (Who else is seeing in their heads the Amazon television commercial about its electric delivery vans?)

Individual taxpayers must meet the following requirements to qualify for the credit:

You are the owner of the vehicle. If the vehicle is leased, only the lessor and not the lessee, is entitled to the credit.

You placed the vehicle in service during your tax year.

The vehicle is manufactured primarily for use on public streets, roads, and highways.

The original use of the vehicle began with you.

You acquired the vehicle for use or to lease to others, and not for resale.

You use the vehicle primarily in the United States.

Certification required, too: You also need proof that the vehicle qualifies. The IRS says that in most cases, a buyer of an electric auto can rely on the manufacturer's (or, in the case of a foreign manufacturer, its domestic distributor's) certification to the IRS that a specific make, model and model year vehicle qualifies for the credit and, if applicable, the amount of the credit for which it qualifies.

That's what the IRS uses to update its online page tracking credit eligible vehicles. But you as the vehicle buyer also should get from the seller a copy of the IRS letter acknowledging the certification of the vehicle.

The Form 8936 instructions provide details on filling out the form if you're still doing that the old-fashioned way. Most of us rely on software or tax preparers who use software; they'll walk us through the form completion.

Finally, while this is a valuable tax credit, it is not refundable. That means that if you have more credit for your electric plug-in vehicle than your tax liability, you lose the excess credit. It can't create a tax refund for you. Neither can it be carried back or forward to other tax years.

You also might find these items of interest:

Electric vehicle tax credits favor the wealthy

17 states now impose some fees on electric autos

IRS let up to $83M in improper electric vehicle tax credits slip through, says watchdog report

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[eddiejpoplar]

Quick Take: 2018 Mitsubishi Outlander PHEV

EL SEGUNDO, California — Since coming to work here at Automobile, we of the #Noboringcars mantra, I’ve been getting an education on what constitutes a not-boring car. The easy answer is a vehicle that’s a blast to drive, but it can also apply to a one that is intriguing from a technological or even a styling perspective. So while, yes, the 2018 Mitsubishi Outlander plug-in hybrid we had in for a drive sure looks the boring part, taken as a whole it’s not quite what it appears to be at first glance.

Among other things, the Outlander is among the first PHEVs on the market with a 480-volt fast-charge port—roughly equivalent to installing an escalator in your front stoop. That’s a pretty impressive piece of tech from any automaker. The Outlander PHEV is also the nicest thing going in Mitsubishi’s lineup and relatively competitive for its segment. It’s nicely sized, comfortable, well-thought-out, and, in top-of-the-line GT spec, respectably plush.

Mitsubishi has been selling the Outlander PHEV in Japan since early 2013, and it has been promising a North American arrival “next year” ever since. Five years later, it’s finally here. The delay may well be attributed to its success elsewhere: Despite the brand being one stop from Nowheresville in the U.S., the Outlander PHEV is the world’s best-selling plug-in hybrid SUV, according to Mitsubishi.

It’s also a decent value, particularly as far as plug-in hybrids go. The Outlander PHEV starts just over $36,000, which not much more than Ford’s plug-in Fusion Energi sedan and just short of half the price of the plug-in Volvo XC90. Kia’s Niro PHEV starts at $28k, but it’s more of a small hatchback than an SUV. Chrysler’s seven-seat Pacifica Hybrid plug-in lists for some $5,000 more than the Outlander.

Because it has a plug, the Outlander PHEV is eligible for a $5,836 Federal tax credit. That’s not a deduction; it’s a discount off the tax you owe, which brings the Outlander PHEV’s out-of-pocket price down to $30,279, about three grand more than a Toyota RAV4 hybrid of the non-plug-in variety. State incentives can make the Mitsubishi even cheaper.

In terms of its overall hybrid technology, the Outlander, like other Mitsubishi offerings, isn’t quite front-of-pack. Its battery-only range is 22 miles, more than the get-me-through-the-center-of-town Audi A3 E-Tron but less than half of the Honda Clarity PHEV or Chevrolet Volt. I blame the Outlander PHEV’s age and its success in Europe, where city-center restrictions on non-electric vehicles make shorter ranges more sensible.

On the flip side, the Outlander PHEV gives you a lot of control over how you use that charge. In default mode, the Outlander makes the choice for you, prioritizing electric power for low-speed driving and switching on the gas engine when power demands are high. EV mode forces the Outlander to run all-electric, provided the juice is available, while Battery Save mode causes it to run like a conventional hybrid, holding the battery charge for when you need it. There’s also an EV Charge mode, which uses the engine to juice up the battery to extend the car’s electric-only range, but doing so is far less efficient (and costly) than plugging it in. You’d be hard pressed to find another PHEV that offers more control over operation, and quite a few that offer less (I’m looking at you, Chrysler Pacifica Hybrid).

Like most PHEVs, the Outlander can use a 240-volt Level 2 EV charger, though charging times are a bit long-ish at 3.5 hours. The Outlander can be trickle-charged from a 120-volt outlet in eight hours, which is slow but suitable for overnight charging.

And then there’s the 480-volt fast-charging port, which uses the same CHAdeMO adapter as the Nissan Leaf. Mitsubishi claims an 80 percent charge in about 25 minutes. In my experience, CHAdeMO is fast to start and slow to top off, and that’s an advantage. Here in Los Angeles, where the Department of Water and Power has free CHAdeMOs at its substations, I plugged in the Outlander and popped off across the street to the grocery store. Fifteen minutes later I had 15 miles of charge (not to mention that night’s dinner). I’ll take that.

Once the battery runs low, the Outlander PHEV operates like a regular hybrid, favoring electric power for low-speed operation. The EPA gives the Outlander a 25 mpg combined rating, but I saw 28 mpg in my own mixed driving. I’ll take that, too.

For daily-driving duties, the Outlander is unfailingly pleasant in the way of most small- and mid-size SUVs. The driving dynamics, while notable for an absence of enjoyment, are also notable for an absence of annoyances. Visibility is good, the side-view mirrors are nice and big, and the cabin is easy to get into and out of. The back seat deserves kudos, not just for its space, but for the fact that Mitsubishi has engineered a proper folding mechanism, with headrests that flop down and a seat-bottom cushion that flips forward, proving you with a flat and continuous load floor. There’s plenty of cargo space with all seats in place, and Mitsubishi has mercifully declined to cram a third row into the Outlander PHEV (as they do in the regular gas-powered Outlander), so there’s no need for me to complain about that. There’s also a ridiculously long 5 year/60,000 mile bumper-to-bumper warranty, which has nothing to do with interior space, but I had to mention it somewhere.

Complaints? The small (11.3 gallon) fuel tank means frequent fill-ups. Even with a fully-charged battery, Mitsubishi claims a range of just 310 miles, and that means a lot of stopping to tank up on long trips. The powertrain is a bit jerky at creep-forward speeds, and there’s no optional navigation system. Mitsubishi expects you to use Apple CarPlay and Android Auto, which come standard—that’s all well and good until you have no signal or data.

Then there’s the “Park” button, which is hidden behind the transmission shifter where it’s awkward to reach. Senior editor Nelson Ireson, who also spent some time in the Outlander, was outraged by that: “It’s as if the ergonomics were designed by aliens, not particularly advanced ones, but with intelligence comparable to our own.” He also thought the gas engine sounded like 10,000 sewing machines being run through a meat grinder. Still, even Ireson grudgingly agreed that the Outlander had few serious bad habits: “Aside from the engine, ergonomics, steering, and styling, it’s fine,” he said. I’d go further and submit that the Outlander PHEV is quiet (at least when the engine’s not running) comfortable, and reasonably posh.

And it has a plug. A very big one.

If it sounds like we’re damning the Mitsubishi Outlander PHEV with faint praise, well, that’s fine. It’s an SUV, not a Lamborghini, and while there are certainly more exciting crossovers to drive, there aren’t many in its price range or competitive set. The Outlander PHEV’s short-ish battery range means the average buyer will likely be using fuel on a day-to-day basis, while Honda Clarity PHEV, Chevrolet Volt, and Chrysler Pacifica Hybrid owners are much more likely to do all of their driving on battery only.

That said, even if the Outlander Hybrid can’t eliminate the need for gasoline, it can greatly reduce it. That’s a good thing—and, if you ask me, a not-boring thing as well.

2018 Mitsibushi Outlander PHEV S-AWC GT Specifications

ON SALE Now PRICE $41,235/$41,930 (base/as tested) ENGINE 2.0L DOHC 16-valve I-4/117 hp @ 4,500 rpm, 137 lb-ft @ 4,500 rpm plus A/C synchronous permanent magnet motor/60kW, 101 lb-ft (front) and A/C synchronous permanent magnet motor/60kW, 144 lb-ft (rear) TRANSMISSION Power split (front), single-speed (rear) LAYOUT 4-door, 5-passenger, front-engine, AWD crossover EPA MILEAGE 25 mpg combined (gasoline), 74 mpge combined (gasoline + battery) L x W x H 184.8 x 70.8 x 67.3 in WHEELBASE 105.1 in WEIGHT 4,178 lb 0-60 MPH 8.5 sec (est) BATTERY Lithium ion, 12.0 kWh

The post Quick Take: 2018 Mitsubishi Outlander PHEV appeared first on Automobile Magazine.

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[jonathanbelloblog]

Quick Take: 2018 Mitsubishi Outlander PHEV

EL SEGUNDO, California — Since coming to work here at Automobile, we of the #Noboringcars mantra, I’ve been getting an education on what constitutes a not-boring car. The easy answer is a vehicle that’s a blast to drive, but it can also apply to a one that is intriguing from a technological or even a styling perspective. So while, yes, the 2018 Mitsubishi Outlander plug-in hybrid we had in for a drive sure looks the boring part, taken as a whole it’s not quite what it appears to be at first glance.

Among other things, the Outlander is among the first PHEVs on the market with a 480-volt fast-charge port—roughly equivalent to installing an escalator in your front stoop. That’s a pretty impressive piece of tech from any automaker. The Outlander PHEV is also the nicest thing going in Mitsubishi’s lineup and relatively competitive for its segment. It’s nicely sized, comfortable, well-thought-out, and, in top-of-the-line GT spec, respectably plush.

Mitsubishi has been selling the Outlander PHEV in Japan since early 2013, and it has been promising a North American arrival “next year” ever since. Five years later, it’s finally here. The delay may well be attributed to its success elsewhere: Despite the brand being one stop from Nowheresville in the U.S., the Outlander PHEV is the world’s best-selling plug-in hybrid SUV, according to Mitsubishi.

It’s also a decent value, particularly as far as plug-in hybrids go. The Outlander PHEV starts just over $36,000, which not much more than Ford’s plug-in Fusion Energi sedan and just short of half the price of the plug-in Volvo XC90. Kia’s Niro PHEV starts at $28k, but it’s more of a small hatchback than an SUV. Chrysler’s seven-seat Pacifica Hybrid plug-in lists for some $5,000 more than the Outlander.

Because it has a plug, the Outlander PHEV is eligible for a $5,836 Federal tax credit. That’s not a deduction; it’s a discount off the tax you owe, which brings the Outlander PHEV’s out-of-pocket price down to $30,279, about three grand more than a Toyota RAV4 hybrid of the non-plug-in variety. State incentives can make the Mitsubishi even cheaper.

In terms of its overall hybrid technology, the Outlander, like other Mitsubishi offerings, isn’t quite front-of-pack. Its battery-only range is 22 miles, more than the get-me-through-the-center-of-town Audi A3 E-Tron but less than half of the Honda Clarity PHEV or Chevrolet Volt. I blame the Outlander PHEV’s age and its success in Europe, where city-center restrictions on non-electric vehicles make shorter ranges more sensible.

On the flip side, the Outlander PHEV gives you a lot of control over how you use that charge. In default mode, the Outlander makes the choice for you, prioritizing electric power for low-speed driving and switching on the gas engine when power demands are high. EV mode forces the Outlander to run all-electric, provided the juice is available, while Battery Save mode causes it to run like a conventional hybrid, holding the battery charge for when you need it. There’s also an EV Charge mode, which uses the engine to juice up the battery to extend the car’s electric-only range, but doing so is far less efficient (and costly) than plugging it in. You’d be hard pressed to find another PHEV that offers more control over operation, and quite a few that offer less (I’m looking at you, Chrysler Pacifica Hybrid).

Like most PHEVs, the Outlander can use a 240-volt Level 2 EV charger, though charging times are a bit long-ish at 3.5 hours. The Outlander can be trickle-charged from a 120-volt outlet in eight hours, which is slow but suitable for overnight charging.

And then there’s the 480-volt fast-charging port, which uses the same CHAdeMO adapter as the Nissan Leaf. Mitsubishi claims an 80 percent charge in about 25 minutes. In my experience, CHAdeMO is fast to start and slow to top off, and that’s an advantage. Here in Los Angeles, where the Department of Water and Power has free CHAdeMOs at its substations, I plugged in the Outlander and popped off across the street to the grocery store. Fifteen minutes later I had 15 miles of charge (not to mention that night’s dinner). I’ll take that.

Once the battery runs low, the Outlander PHEV operates like a regular hybrid, favoring electric power for low-speed operation. The EPA gives the Outlander a 25 mpg combined rating, but I saw 28 mpg in my own mixed driving. I’ll take that, too.

For daily-driving duties, the Outlander is unfailingly pleasant in the way of most small- and mid-size SUVs. The driving dynamics, while notable for an absence of enjoyment, are also notable for an absence of annoyances. Visibility is good, the side-view mirrors are nice and big, and the cabin is easy to get into and out of. The back seat deserves kudos, not just for its space, but for the fact that Mitsubishi has engineered a proper folding mechanism, with headrests that flop down and a seat-bottom cushion that flips forward, proving you with a flat and continuous load floor. There’s plenty of cargo space with all seats in place, and Mitsubishi has mercifully declined to cram a third row into the Outlander PHEV (as they do in the regular gas-powered Outlander), so there’s no need for me to complain about that. There’s also a ridiculously long 5 year/60,000 mile bumper-to-bumper warranty, which has nothing to do with interior space, but I had to mention it somewhere.

Complaints? The small (11.3 gallon) fuel tank means frequent fill-ups. Even with a fully-charged battery, Mitsubishi claims a range of just 310 miles, and that means a lot of stopping to tank up on long trips. The powertrain is a bit jerky at creep-forward speeds, and there’s no optional navigation system. Mitsubishi expects you to use Apple CarPlay and Android Auto, which come standard—that’s all well and good until you have no signal or data.

Then there’s the “Park” button, which is hidden behind the transmission shifter where it’s awkward to reach. Senior editor Nelson Ireson, who also spent some time in the Outlander, was outraged by that: “It’s as if the ergonomics were designed by aliens, not particularly advanced ones, but with intelligence comparable to our own.” He also thought the gas engine sounded like 10,000 sewing machines being run through a meat grinder. Still, even Ireson grudgingly agreed that the Outlander had few serious bad habits: “Aside from the engine, ergonomics, steering, and styling, it’s fine,” he said. I’d go further and submit that the Outlander PHEV is quiet (at least when the engine’s not running) comfortable, and reasonably posh.

And it has a plug. A very big one.

If it sounds like we’re damning the Mitsubishi Outlander PHEV with faint praise, well, that’s fine. It’s an SUV, not a Lamborghini, and while there are certainly more exciting crossovers to drive, there aren’t many in its price range or competitive set. The Outlander PHEV’s short-ish battery range means the average buyer will likely be using fuel on a day-to-day basis, while Honda Clarity PHEV, Chevrolet Volt, and Chrysler Pacifica Hybrid owners are much more likely to do all of their driving on battery only.

That said, even if the Outlander Hybrid can’t eliminate the need for gasoline, it can greatly reduce it. That’s a good thing—and, if you ask me, a not-boring thing as well.

2018 Mitsibushi Outlander PHEV S-AWC GT Specifications

ON SALE Now PRICE $41,235/$41,930 (base/as tested) ENGINE 2.0L DOHC 16-valve I-4/117 hp @ 4,500 rpm, 137 lb-ft @ 4,500 rpm plus A/C synchronous permanent magnet motor/60kW, 101 lb-ft (front) and A/C synchronous permanent magnet motor/60kW, 144 lb-ft (rear) TRANSMISSION Power split (front), single-speed (rear) LAYOUT 4-door, 5-passenger, front-engine, AWD crossover EPA MILEAGE 25 mpg combined (gasoline), 74 mpge combined (gasoline + battery) L x W x H 184.8 x 70.8 x 67.3 in WHEELBASE 105.1 in WEIGHT 4,178 lb 0-60 MPH 8.5 sec (est) BATTERY Lithium ion, 12.0 kWh

The post Quick Take: 2018 Mitsubishi Outlander PHEV appeared first on Automobile Magazine.

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Quick Take: 2018 Mitsubishi Outlander PHEV

EL SEGUNDO, California — Since coming to work here at Automobile, we of the #Noboringcars mantra, I’ve been getting an education on what constitutes a not-boring car. The easy answer is a vehicle that’s a blast to drive, but it can also apply to a one that is intriguing from a technological or even a styling perspective. So while, yes, the 2018 Mitsubishi Outlander plug-in hybrid we had in for a drive sure looks the boring part, taken as a whole it’s not quite what it appears to be at first glance.

Among other things, the Outlander is among the first PHEVs on the market with a 480-volt fast-charge port—roughly equivalent to installing an escalator in your front stoop. That’s a pretty impressive piece of tech from any automaker. The Outlander PHEV is also the nicest thing going in Mitsubishi’s lineup and relatively competitive for its segment. It’s nicely sized, comfortable, well-thought-out, and, in top-of-the-line GT spec, respectably plush.

Mitsubishi has been selling the Outlander PHEV in Japan since early 2013, and it has been promising a North American arrival “next year” ever since. Five years later, it’s finally here. The delay may well be attributed to its success elsewhere: Despite the brand being one stop from Nowheresville in the U.S., the Outlander PHEV is the world’s best-selling plug-in hybrid SUV, according to Mitsubishi.

It’s also a decent value, particularly as far as plug-in hybrids go. The Outlander PHEV starts just over $36,000, which not much more than Ford’s plug-in Fusion Energi sedan and just short of half the price of the plug-in Volvo XC90. Kia’s Niro PHEV starts at $28k, but it’s more of a small hatchback than an SUV. Chrysler’s seven-seat Pacifica Hybrid plug-in lists for some $5,000 more than the Outlander.

Because it has a plug, the Outlander PHEV is eligible for a $5,836 Federal tax credit. That’s not a deduction; it’s a discount off the tax you owe, which brings the Outlander PHEV’s out-of-pocket price down to $30,279, about three grand more than a Toyota RAV4 hybrid of the non-plug-in variety. State incentives can make the Mitsubishi even cheaper.

In terms of its overall hybrid technology, the Outlander, like other Mitsubishi offerings, isn’t quite front-of-pack. Its battery-only range is 22 miles, more than the get-me-through-the-center-of-town Audi A3 E-Tron but less than half of the Honda Clarity PHEV or Chevrolet Volt. I blame the Outlander PHEV’s age and its success in Europe, where city-center restrictions on non-electric vehicles make shorter ranges more sensible.

On the flip side, the Outlander PHEV gives you a lot of control over how you use that charge. In default mode, the Outlander makes the choice for you, prioritizing electric power for low-speed driving and switching on the gas engine when power demands are high. EV mode forces the Outlander to run all-electric, provided the juice is available, while Battery Save mode causes it to run like a conventional hybrid, holding the battery charge for when you need it. There’s also an EV Charge mode, which uses the engine to juice up the battery to extend the car’s electric-only range, but doing so is far less efficient (and costly) than plugging it in. You’d be hard pressed to find another PHEV that offers more control over operation, and quite a few that offer less (I’m looking at you, Chrysler Pacifica Hybrid).

Like most PHEVs, the Outlander can use a 240-volt Level 2 EV charger, though charging times are a bit long-ish at 3.5 hours. The Outlander can be trickle-charged from a 120-volt outlet in eight hours, which is slow but suitable for overnight charging.

And then there’s the 480-volt fast-charging port, which uses the same CHAdeMO adapter as the Nissan Leaf. Mitsubishi claims an 80 percent charge in about 25 minutes. In my experience, CHAdeMO is fast to start and slow to top off, and that’s an advantage. Here in Los Angeles, where the Department of Water and Power has free CHAdeMOs at its substations, I plugged in the Outlander and popped off across the street to the grocery store. Fifteen minutes later I had 15 miles of charge (not to mention that night’s dinner). I’ll take that.

Once the battery runs low, the Outlander PHEV operates like a regular hybrid, favoring electric power for low-speed operation. The EPA gives the Outlander a 25 mpg combined rating, but I saw 28 mpg in my own mixed driving. I’ll take that, too.

For daily-driving duties, the Outlander is unfailingly pleasant in the way of most small- and mid-size SUVs. The driving dynamics, while notable for an absence of enjoyment, are also notable for an absence of annoyances. Visibility is good, the side-view mirrors are nice and big, and the cabin is easy to get into and out of. The back seat deserves kudos, not just for its space, but for the fact that Mitsubishi has engineered a proper folding mechanism, with headrests that flop down and a seat-bottom cushion that flips forward, proving you with a flat and continuous load floor. There’s plenty of cargo space with all seats in place, and Mitsubishi has mercifully declined to cram a third row into the Outlander PHEV (as they do in the regular gas-powered Outlander), so there’s no need for me to complain about that. There’s also a ridiculously long 5 year/60,000 mile bumper-to-bumper warranty, which has nothing to do with interior space, but I had to mention it somewhere.

Complaints? The small (11.3 gallon) fuel tank means frequent fill-ups. Even with a fully-charged battery, Mitsubishi claims a range of just 310 miles, and that means a lot of stopping to tank up on long trips. The powertrain is a bit jerky at creep-forward speeds, and there’s no optional navigation system. Mitsubishi expects you to use Apple CarPlay and Android Auto, which come standard—that’s all well and good until you have no signal or data.

Then there’s the “Park” button, which is hidden behind the transmission shifter where it’s awkward to reach. Senior editor Nelson Ireson, who also spent some time in the Outlander, was outraged by that: “It’s as if the ergonomics were designed by aliens, not particularly advanced ones, but with intelligence comparable to our own.” He also thought the gas engine sounded like 10,000 sewing machines being run through a meat grinder. Still, even Ireson grudgingly agreed that the Outlander had few serious bad habits: “Aside from the engine, ergonomics, steering, and styling, it’s fine,” he said. I’d go further and submit that the Outlander PHEV is quiet (at least when the engine’s not running) comfortable, and reasonably posh.

And it has a plug. A very big one.

If it sounds like we’re damning the Mitsubishi Outlander PHEV with faint praise, well, that’s fine. It’s an SUV, not a Lamborghini, and while there are certainly more exciting crossovers to drive, there aren’t many in its price range or competitive set. The Outlander PHEV’s short-ish battery range means the average buyer will likely be using fuel on a day-to-day basis, while Honda Clarity PHEV, Chevrolet Volt, and Chrysler Pacifica Hybrid owners are much more likely to do all of their driving on battery only.

That said, even if the Outlander Hybrid can’t eliminate the need for gasoline, it can greatly reduce it. That’s a good thing—and, if you ask me, a not-boring thing as well.

2018 Mitsibushi Outlander PHEV S-AWC GT Specifications

ON SALE Now PRICE $41,235/$41,930 (base/as tested) ENGINE 2.0L DOHC 16-valve I-4/117 hp @ 4,500 rpm, 137 lb-ft @ 4,500 rpm plus A/C synchronous permanent magnet motor/60kW, 101 lb-ft (front) and A/C synchronous permanent magnet motor/60kW, 144 lb-ft (rear) TRANSMISSION Power split (front), single-speed (rear) LAYOUT 4-door, 5-passenger, front-engine, AWD crossover EPA MILEAGE 25 mpg combined (gasoline), 74 mpge combined (gasoline + battery) L x W x H 184.8 x 70.8 x 67.3 in WHEELBASE 105.1 in WEIGHT 4,178 lb 0-60 MPH 8.5 sec (est) BATTERY Lithium ion, 12.0 kWh

The post Quick Take: 2018 Mitsubishi Outlander PHEV appeared first on Automobile Magazine.

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[jesusvasser]

Quick Take: 2018 Mitsubishi Outlander PHEV

EL SEGUNDO, California — Since coming to work here at Automobile, we of the #Noboringcars mantra, I’ve been getting an education on what constitutes a not-boring car. The easy answer is a vehicle that’s a blast to drive, but it can also apply to a one that is intriguing from a technological or even a styling perspective. So while, yes, the 2018 Mitsubishi Outlander plug-in hybrid we had in for a drive sure looks the boring part, taken as a whole it’s not quite what it appears to be at first glance.

Among other things, the Outlander is among the first PHEVs on the market with a 480-volt fast-charge port—roughly equivalent to installing an escalator in your front stoop. That’s a pretty impressive piece of tech from any automaker. The Outlander PHEV is also the nicest thing going in Mitsubishi’s lineup and relatively competitive for its segment. It’s nicely sized, comfortable, well-thought-out, and, in top-of-the-line GT spec, respectably plush.

Mitsubishi has been selling the Outlander PHEV in Japan since early 2013, and it has been promising a North American arrival “next year” ever since. Five years later, it’s finally here. The delay may well be attributed to its success elsewhere: Despite the brand being one stop from Nowheresville in the U.S., the Outlander PHEV is the world’s best-selling plug-in hybrid SUV, according to Mitsubishi.

It’s also a decent value, particularly as far as plug-in hybrids go. The Outlander PHEV starts just over $36,000, which not much more than Ford’s plug-in Fusion Energi sedan and just short of half the price of the plug-in Volvo XC90. Kia’s Niro PHEV starts at $28k, but it’s more of a small hatchback than an SUV. Chrysler’s seven-seat Pacifica Hybrid plug-in lists for some $5,000 more than the Outlander.

Because it has a plug, the Outlander PHEV is eligible for a $5,836 Federal tax credit. That’s not a deduction; it’s a discount off the tax you owe, which brings the Outlander PHEV’s out-of-pocket price down to $30,279, about three grand more than a Toyota RAV4 hybrid of the non-plug-in variety. State incentives can make the Mitsubishi even cheaper.

In terms of its overall hybrid technology, the Outlander, like other Mitsubishi offerings, isn’t quite front-of-pack. Its battery-only range is 22 miles, more than the get-me-through-the-center-of-town Audi A3 E-Tron but less than half of the Honda Clarity PHEV or Chevrolet Volt. I blame the Outlander PHEV’s age and its success in Europe, where city-center restrictions on non-electric vehicles make shorter ranges more sensible.

On the flip side, the Outlander PHEV gives you a lot of control over how you use that charge. In default mode, the Outlander makes the choice for you, prioritizing electric power for low-speed driving and switching on the gas engine when power demands are high. EV mode forces the Outlander to run all-electric, provided the juice is available, while Battery Save mode causes it to run like a conventional hybrid, holding the battery charge for when you need it. There’s also an EV Charge mode, which uses the engine to juice up the battery to extend the car’s electric-only range, but doing so is far less efficient (and costly) than plugging it in. You’d be hard pressed to find another PHEV that offers more control over operation, and quite a few that offer less (I’m looking at you, Chrysler Pacifica Hybrid).

Like most PHEVs, the Outlander can use a 240-volt Level 2 EV charger, though charging times are a bit long-ish at 3.5 hours. The Outlander can be trickle-charged from a 120-volt outlet in eight hours, which is slow but suitable for overnight charging.

And then there’s the 480-volt fast-charging port, which uses the same CHAdeMO adapter as the Nissan Leaf. Mitsubishi claims an 80 percent charge in about 25 minutes. In my experience, CHAdeMO is fast to start and slow to top off, and that’s an advantage. Here in Los Angeles, where the Department of Water and Power has free CHAdeMOs at its substations, I plugged in the Outlander and popped off across the street to the grocery store. Fifteen minutes later I had 15 miles of charge (not to mention that night’s dinner). I’ll take that.

Once the battery runs low, the Outlander PHEV operates like a regular hybrid, favoring electric power for low-speed operation. The EPA gives the Outlander a 25 mpg combined rating, but I saw 28 mpg in my own mixed driving. I’ll take that, too.

For daily-driving duties, the Outlander is unfailingly pleasant in the way of most small- and mid-size SUVs. The driving dynamics, while notable for an absence of enjoyment, are also notable for an absence of annoyances. Visibility is good, the side-view mirrors are nice and big, and the cabin is easy to get into and out of. The back seat deserves kudos, not just for its space, but for the fact that Mitsubishi has engineered a proper folding mechanism, with headrests that flop down and a seat-bottom cushion that flips forward, proving you with a flat and continuous load floor. There’s plenty of cargo space with all seats in place, and Mitsubishi has mercifully declined to cram a third row into the Outlander PHEV (as they do in the regular gas-powered Outlander), so there’s no need for me to complain about that. There’s also a ridiculously long 5 year/60,000 mile bumper-to-bumper warranty, which has nothing to do with interior space, but I had to mention it somewhere.

Complaints? The small (11.3 gallon) fuel tank means frequent fill-ups. Even with a fully-charged battery, Mitsubishi claims a range of just 310 miles, and that means a lot of stopping to tank up on long trips. The powertrain is a bit jerky at creep-forward speeds, and there’s no optional navigation system. Mitsubishi expects you to use Apple CarPlay and Android Auto, which come standard—that’s all well and good until you have no signal or data.

Then there’s the “Park” button, which is hidden behind the transmission shifter where it’s awkward to reach. Senior editor Nelson Ireson, who also spent some time in the Outlander, was outraged by that: “It’s as if the ergonomics were designed by aliens, not particularly advanced ones, but with intelligence comparable to our own.” He also thought the gas engine sounded like 10,000 sewing machines being run through a meat grinder. Still, even Ireson grudgingly agreed that the Outlander had few serious bad habits: “Aside from the engine, ergonomics, steering, and styling, it’s fine,” he said. I’d go further and submit that the Outlander PHEV is quiet (at least when the engine’s not running) comfortable, and reasonably posh.

And it has a plug. A very big one.

If it sounds like we’re damning the Mitsubishi Outlander PHEV with faint praise, well, that’s fine. It’s an SUV, not a Lamborghini, and while there are certainly more exciting crossovers to drive, there aren’t many in its price range or competitive set. The Outlander PHEV’s short-ish battery range means the average buyer will likely be using fuel on a day-to-day basis, while Honda Clarity PHEV, Chevrolet Volt, and Chrysler Pacifica Hybrid owners are much more likely to do all of their driving on battery only.

That said, even if the Outlander Hybrid can’t eliminate the need for gasoline, it can greatly reduce it. That’s a good thing—and, if you ask me, a not-boring thing as well.

2018 Mitsibushi Outlander PHEV S-AWC GT Specifications

ON SALE Now PRICE $41,235/$41,930 (base/as tested) ENGINE 2.0L DOHC 16-valve I-4/117 hp @ 4,500 rpm, 137 lb-ft @ 4,500 rpm plus A/C synchronous permanent magnet motor/60kW, 101 lb-ft (front) and A/C synchronous permanent magnet motor/60kW, 144 lb-ft (rear) TRANSMISSION Power split (front), single-speed (rear) LAYOUT 4-door, 5-passenger, front-engine, AWD crossover EPA MILEAGE 25 mpg combined (gasoline), 74 mpge combined (gasoline + battery) L x W x H 184.8 x 70.8 x 67.3 in WHEELBASE 105.1 in WEIGHT 4,178 lb 0-60 MPH 8.5 sec (est) BATTERY Lithium ion, 12.0 kWh

The post Quick Take: 2018 Mitsubishi Outlander PHEV appeared first on Automobile Magazine.

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