Five myths about electric cars

The troubles of electric-car-maker Fisker Automotive have fueled another round of debate about whether plug-ins can live up to their promises. The California start-up, which had already halted production and laid off most of its employees, missed a federal loan paymentMonday and told a congressional hearing on Wednesday that bankruptcy may be unavoidable. This is likely the end of the road for Fisker. But definitely not for electric cars. Let’s dispel some myths.

1. The electric car is dead.
This myth is partly my fault, perpetuated by the title of my 2006 documentary, “Who Killed the Electric Car?” The signs back then weren’t promising. Under pressure from car companies and other lobbyists, California rolled back its Zero-Emission Vehicle mandate, which had helped get nearly 5,000 electric cars on the road. The change in the regulation freed carmakers to round up the cars they had leased — and then surreptitiously crush them.
Thankfully, it takes more than a crusher to kill a technology. Today, almost all the major automakers, along with a cast of new players, are investing in and building plug-in cars. California’s mandate has also made a comeback, and other states are considering similar rules.
Fisker’s struggles can be attributed, in part, to the fact that start-ups in any industry have a high rate of failure, and launching a start-up in the automotive sector is especially expensive. That makes it all the more impressive that Fisker’s rival Tesla turned a quarterly profit this year.
A new report from IEE, part of the Edison Foundation, projects that between 5 million and 30 million electric cars will be on U.S. roads by 2035. “The electrification of the vehicle fleet is a foregone conclusion,” says former GM vice chairman (and former electric-car-basher) Bob Lutz.
Economics, politics and technology all played a role in the turnaround. Soaring gas prices in 2008 got everyone complaining. U.S. manufacturers, stuck with large inventories of low-mileage SUVs and facing bankruptcy, watched with envy as Toyota rode the buzz from its Prius hybrid to become the world’s No. 1 carmaker. The chief executives of Detroit’s Big Three further reassessed after being chastised for flying corporate jets to congressional bailout hearings in November 2008. When they returned to Washington two weeks later, they arrived in electric hybrids. Since then, partly with the help of government loans (some already repaid), electric-car technology has made big strides.

2. Electric cars can’t get people where they need to go.
I’ve been driving electric cars for 15 years and have yet to run out of power. But ask people what their biggest hesi­ta­tion is about electric vehicles, and they’re most likely to say something about the cars leaving them stranded. This myth is so pervasive that General Motors applied to trademark the name for it: "Range anxiety". A controversial New York Times test drive in February of Tesla’s Model S, which ended up needing a tow to a charging station, seemed to confirm the fear.
But that test drive — covering more than 500 miles in temperatures as low as 10 degrees — was not your everyday trip. The average American drives fewer than 40 miles a day. That’s well within the 75-mile-plus range of most electric cars. And while batteries do run down faster in extreme cold, on a normal day Tesla’s Model S can go as far as 265 miles on a single charge.
The answer to range anxiety for many carmakers is the plug-in hybrid, an electric car with a backup gasoline engine. The Chevrolet Volt, the Toyota Prius Plug-In and the Ford C-Max Energi all use electric power for the first 20 to 50 miles (or most daily trips) and then switch to gasoline for longer drives.

3. Charging is a headache.
Charging an electric car can be as simple as plugging it into a wall outlet. But AC outlet charging is slow, taking between eight and 24 hours. So it’s not usually the method of first resort.
That’s why most plug-ins are sold with charging docks that work in a home garage and can charge a car in four to eight hours, allowing drivers to treat their cars like their cellphones: topping them off periodically or charging them up overnight.
I didn’t have my own garage when I first leased an electric car, so I often used a public charging station within walking distance of my home. There are now 5,734 public stations in the United States, many with multiple charging points. The newest generation will charge your car nearly 10 times faster than home stations and 50 times faster than an AC outlet. Tesla just installed several of these supercharger stations on the East and West coasts, and Nissan recently announced plans to install 500 in the coming months.

4. Electric cars aren’t any better for the environment.
Electric cars have clear environmental benefits: They don’t require gasoline, they don’t pollute from tailpipes, and they operate at 80% efficiency (vs. about 20% for internal-combustion engines).
Skeptics will cite a 2012 report from the Union of Concerned Scientists as evidence that electric cars aren’t as green as some people make them out to be. That study correctly notes that autos powered by coal-generated electricity are little better for the environment than small gas-powered cars. But the same report concludes that “consumers should feel confident that driving an electric vehicle yields lower global warming emissions than the average new compact gasoline-powered vehicle.” That’s because only 39% of U.S. electricity comes from coal. With the retirement of old power plants and the addition of cleaner energy sources, electric cars will have even greater advantages for the environment.
Another environmental concern is about batteries. Won’t they end up in landfills like billions of disposable batteries do? No. Even gasoline-car batteries avoid that fate when they are exchanged and recycled. And electric-car batteries are valuable as energy-storage devices after life on the road. Backup power systems for utilities, businesses and homes create a secondary market for these batteries before their elements are recycled.

5. Most people will never be able to afford an electric car.
At $102,000, the base price of a 2012 Fisker Karma was clearly beyond the reach of most drivers. Tesla, too, was critiqued for the assumptions built into its recent claim that a Model S could be leased for $500 a month. (The Washington Post calculated that the monthly cost would be closer to $1,000.)
But these two luxury cars have targeted the high-end market. By contrast, the cost of leasing a Nissan Leaf ($199 a month with $1,999 down) is equivalent to leasing a compact gasoline car such as the Mazda3 — except you don’t have to pay for gas.
Keeping electric car sticker prices from decreasing right now are low production volumes and the cost of batteries. But a 2012 McKinsey report estimates that the price of lithium-ion batteries could fall dramatically by 2020.
As the cost of electric-car technology trends downward and the price of oil trends upward, electric cars should prove the more affordable and, based on my experience, more enjoyable choice.

Source : The Washington Post, by Chris Paine, April 26, 2013 / Chris Paine is a filmmaker whose documentaries include "Who killed teh electric car?" ,“Charge” and "Revenge of the Electric Car"

Tesla Model S Tops GM Volt in North American Plug-In Race

Tesla Motors Inc. (TSLA), the luxury battery-car company run by billionaire Elon Musk, is North America’s rechargeable auto sales leader so far this year as its Model S sedan passed General Motors Co. (GM)’s Chevrolet Volt.

Tesla expects to report at least 4,750 deliveries of the electric Model S in the U.S. and Canada when it releases first- quarter results on May 8, said Shanna Hendriks, a company spokeswoman, reiterating a March 31 estimate. That compares with 4,421 Volt sales in North America and 3,695 deliveries of Nissan Motor Co.’s Leaf, based on data provided by the carmakers.
The sales ranking for Model S is a first for the Palo Alto, California-based company’s flagship model and coincides with Tesla saying it would report a first-quarter profit, the first in its 10-year history. The plug-in hybrid Volt, which uses both batteries and a gasoline engine, led regional sales in 2012.
“Any success for a company in this space is helpful for all other makers of plug-in vehicles,” said Jim Cain, a spokesman for Detroit-based GM. “The single most important thing we can do for plug-ins, to encourage sales, is to have them on the road.”
Tesla began selling the Model S, with a $69,900 base price, in mid-2012 and hasn’t begun shipments beyond North America. It goes as far as 300 miles (483 kilometers) on a charge, according to Tesla. Musk has set a target of delivering 20,000 of the cars, built in Fremont, California, this year.
GM and Nissan each sold about 30,000 of their respective rechargeable models worldwide last year, the companies said. Both have declined to provide current-year volume targets. The Leaf, like the Model S, is an electric model.

‘Interesting Trivia’

While Tesla’s quarterly lead is “interesting trivia,” Volt will see higher volume over time, said John Wolkonowicz, an independent auto analyst based in Boston.
“The Volt is the one that makes sense out of that whole group of plug-ins, because you can use it like a regular car when the battery runs out,” Wolkonowicz said yesterday.
Tesla’s small size, relative to GM and Nissan, will keep the electric-car maker under financial pressure, he said.
“The auto business is all about capital intensity, you have to spend money to keep improving your products and develop new ones,” Wolkonowicz said. “A small little auto company like Tesla, I just don’t think they can do it.”

GM Production

The Volt can go 38 miles on electric power before its gasoline engine engages to recharge the battery. Plug-in hybrids can also be recharged by plugging into an electrical outlet. Nissan’s 2013 model Leaf averages 75 miles per charge, the company said this week.
GM built about 9,000 Volts and plug-in Opel Amperas, which are sold in Europe, in the first quarter, said Cain, the company spokesman. The largest U.S. carmaker sold 4,244 Volts in its home market in the year’s first three months.
Leaf deliveries dipped early this year after Yokohama, Japan-based Nissan moved production of the hatchback for North America to its Smyrna, Tennessee, plant, said Brian Brockman, a company spokesman. Leaf sales hit a record 2,236 in March in the U.S.
Separately, Tesla is adding a loaner fleet including new Model S sedans and older Roadster sports cars for customer use when their vehicles are serviced, Chief Executive Officer Musk said yesterday. The company is also adding a “no fault” battery warranty covering all damage, “even if you never followed or read the manual,” he said on a conference call.
“As long as you don’t set out to intentionally destroy the battery pack, it’s going to be covered,” Musk said.

Source : Bloomberg, by Alan Onhsman, April 26, 2013

20 million by 2020: Can EV sales help deliver 2°C climate target?

Can global electric vehicle sales jump from around 100,000 in 2012 to 7 million a year by the end of the decade? That’s just one of the goals set by the International Energy Agency as part of a suite of clean energy measures aimed at limiting global warming to a best-case scenario of 2°C. And according to the IEA, it’s a goal within reach – as long as we have the right government policies, improved EV infrastructure and significantly lower battery costs.
According to its report, Tracking Clean Energy Progress 2013, released today, the IEA’s 2°C scenario (2DS) target of 20 million EVs by 2020 means the rate of global sales growth must increase by 80% per year.

“This represents a rapid market introduction for EVs, at 10% of total light-duty vehicle sales by 2020,” says the report. “This progress to 2020 is essential to set EV deployment on course for a more substantial role in the post-2025 period: the 2DS assumes stronger displacement of conventional internal combustion engine (ICE) vehicles from the mid-2020s, with the EV share increasing sharply to half of new vehicles sales by 2050, together with fuel-cell vehicles.”
The good news is that, going by current sales growth rates, we’re on the right track for the 2020 target: around 100,000 plug-in hybrid-electric vehicles (PHEVs) and full-battery electric vehicles (BEVs) were sold globally in 2012 – more than double (130%) the number sold in 2011, the first year of widespread market introduction.
The not-so promising caveat, however, is that in order to maintain, or even build, on this momentum, the IEA warns that governments must continue and expand policies such as vehicle price incentives; including rebates or tax credits on vehicles, purchase subsidies, or exemptions from vehicle registration taxes or license fees. And EV battery prices, which have already halved over the past three years, must be cut by another 50%.
The report says the ongoing cost reductions in battery development in 2012 had been “dramatic,” with prices dropping to around $US500-600/kWh by the end of the year. As an indication of what is to come, the IEA quotes US Department of Energy estimates that battery development costs are now at $US485/kWh of useable energy (not including profit or warranty costs).

But the IEA estimates battery costs must be further reduced to around $US300/kWh to achieve cost parity with conventional cars, and to below $300/kWh to make EV ownership attractive enough to consumers to boost EV market penetration. “This last part of the cost curve is likely to be the hardest to scale,” says the report.
As for policy, the report points out that many countries have set ambitious targets for EV deployment by 2015-20 which, cumulatively, now match or exceed 2DS deployment objectives. But it also notes that this indicator of growing government ambition does not necessarily translate to more ambitious manufacturer production targets.

For this to happen, says the IEA report, manufacturers need clear and stable incentive frameworks “with a timeframe long enough to ensure adequate return on investment,” rather than the current standard timeframes of only one or two years.
The report also notes that 2012 also saw a breakthrough in charging technology for EVs – “a vital measure to boost consumer confidence and lessen anxiety over vehicle range” – with Volvo’s development of a three-phase, on-board, fast EV charger, set to come onto the market this year. With a charge time of 1.5 hours, the charger operates six times as fast as current on-board devices.
The report also cites Tesla Model S being named 2013 Car of the Year by the American magazine Motor Trend as another “milestone for public confidence” in EVs, marking the first time a non-gasoline powered vehicle has received the award. The Chevy Volt/Ampera also succeeded the BEV Nissan LEAF as the European Car of the Year.

Source : RENewEconomy, by Sophie Vorrath, April 17, 2013

Plug in the numbers, get the savings

Would a plug-in hybrid save you money? A new website lets buyers calculate their fuel costs with a variety of plug-in hybrids.
"My Plug-in Hybrid Calculator," created by the U.S. Department of Energy, lets you tailor results to any plug-in on the market and your personal driving needs.
Choosing the most cost-effective vehicle is no longer a simple matter of high miles per gallon equals low cost, because plug-in hybrids' cruising ranges vary greatly depending on battery size.
For instance, if you drive 30 miles a day and 12,000 miles a year, gasoline and electricity for a Ford C-Max hybrid would cost you $690 if you had a charger at home, but not at work.
A 220-volt charger at work would cut that to $558. However, if you drive 70 miles a day, 12,000 miles a year and have no charger at work, your total cost rises to $872 and your gas consumption would more than quintuple from 37 gallons to 198.
You can find the calculator under the Advanced Vehicles and Fuels tab at fueleconomy.gov.

Source : The Chicago Tribune, by Mark Phelan, April 9, 2013

Tesla Model S sales exceed target, but range constraints limit adoption

I’m pleased to learn that electric car maker Tesla Motors is doing well, at least in its own estimation. Since Tesla started selling its now discontinued Tesla Roadster—a heavily modified and electrified Lotus Elise—about half a decade ago, the California based company claims to have delivered nearly 10,000 electric vehicles to customers in 31 countries. Last weekend, they announced that sales of its much more mature and compelling four-door sports sedan—the Fremont, California built Tesla Model S—exceeded the target it had cited in its mid-February shareholder letter, with sales exceeding 4,750 units vs. the 4,500 unit prior outlook. As a result, Tesla is amending its Q1 guidance to full profitability, both GAAP and non-GAAP.

Tesla Motors co-founder and CEO Elon Musk, whose profile was raised in the Apple community last fall when he was called “the Steve Jobs of automobiles,” and who reportedly refers to the Model S his “Macintosh,” commented in a statement:

I am incredibly proud of the Tesla team for their outstanding work. There have been many car startups over the past several decades, but profitability is what makes a company real. Tesla is here to stay and keep fighting for the electric car revolution. I would also like to thank our customers for their passionate support of the company and the car. Without them, we would not be here.
 

It doesn’t appear a nasty public spat with a New York Times reporter over the Model S’s cruising range on a battery charge has hurt sales much, if at all. Being a pure electric vehicle (EV) and not a hybrid, the Tesla Model S is limited in range to relatively short distances that can be covered between charging sessions. Like a smartphone or a tablet, when the Model S’s battery is out of juice, the machine is out of commission until it’s recharged.
Whatever damage, if any, was inflicted on sales as fallout from the NYT dispute appears to have been negated and/or outweighed by the unexpectedly warm and enthusiastic reception that the Model S has received from the major U.S. auto enthusiast journals. Automobile Magazine named the Tesla Model S its 2013 Automobile of the Year, and it was also chosen as 2013 Motor Trend magazine Car of the Year. Car and Driver magazine’s Csaba Csere summed up their evaluation succinctly observing that the Model S is “not just a good electric vehicle, it’s a good car.”

However, making a good alternative energy vehicle is no guarantee of profitability or even survival in a business that is notoriously difficult to get into. Another California manufacturer of an enthusiastically-reviewed car—Anaheim-based Fisker Automotive Inc. which makes the $100,000 Fisker Karma plug-in hybrid—issued a terse statement on Friday reporting that it has been considering strategic alternatives that would allow the company work through its “current financial challenges,” and will be terminating some 75 percent of its workforce. Fisker says it regrets having to let any of its hardworking and talented people go, but that doing so was a necessary strategic step in their efforts to maximize the value of Fisker’s core assets. Reportedly, Fisker has produced no cars yet in 2013 after its battery supplier went belly-up, and the company notes that unfortunately they have reached a point where a significant reduction in their workforce has become necessary.

Reportedly, Tesla is currently shipping about 400 Model S sedans per week from the Fremont factory, and is projected to be on track to deliver 20,000 cars in 2013. However, keeping it real, a production volume of 20K is mere spit in the ocean of a projected 14.2 to 15 million U.S. motor vehicle sales in 2013. Tesla is hardly revolutionizing the automobile industry, and until major advances in battery technology are achieved (and there’s nothing on the horizon for the near to mid-term), pure electrics are destined to remain largely a subsidized niche/boutique product for well-heeled greens looking to make a statement, and who never have need take road trips more than a couple of hundred miles from home base.
Speaking of the range issue, Tesla Motors also announced this week that the smallest battery option (of three levels formerly planned) for the Model S will not enter production, due to lack of demand. Only four percent of customers chose the 40 kWh battery pack, which Tesla says is not enough to justify production of that version. Customers are voting with their wallet that they want a car that gives them the freedom to travel long(er) distances when needed.

The customers who have already ordered the 40 kWh option will instead now receive vehicles actually equipped with the larger capacity 60 kWh battery pack, but range will be software limited to 40 kWh. The lower priced version will still have the improved acceleration and top speed enabled by the the bigger pack, so will be a functional upgrade from the performance level originally ordered, and can also be upgraded to the range of the uncrippled 60 kWh capacity at extra cost upon request by the original or a future owner.

Finally, Tesla also revealed a small Easter egg: all 60 kWh cars have been and will be built with Supercharger hardware included. Tesla is taking a slight cost risk that ultimately all customers will want to buy the Supercharger upgrade and receive unlimited, free long distance travel for life. Even for those who never drive long(er) distances, this will improve the resale value of their car to people who do, relatively speaking.

Source : TechnologyTell, by Charles Moore, April 7, 2013

New Plug-in Hybrid and Extended Wheelbase Variants Added to Revised Panamera Range

Porsche is introducing its first plug-in hybrid and two new extended wheelbase variants with the second generation of the Panamera. The new Panamera S E-Hybrid produces 416 total system horsepower and is joined by Panamera 4S Executive and Panamera Turbo Executive models in the revised Panamera lineup.

Further, S models are now powered by an entirely new 3.0-liter V6 engine with twin turbochargers. The broadest model range in its class has been further expanded, now consisting of nine models for the U.S. market. New and further-developed technologies offer improved performance while also enhancing fuel efficiency and comfort. The new Panamera is characterized by tighter lines, more pronounced contours and newly shaped body elements. The refreshed Panamera celebrates its world debut at Auto China in Shanghai, which opens on April 21, where further details on the new models will be revealed.

Panamera S E-Hybrid sets new standards in performance, efficiency, and convenience in everyday use.

The new Panamera S E-Hybrid improves upon the concept offered by the previous Panamera S Hybrid with a more powerful electric motor, a higher-performance battery that supplies more energy and is able be recharged from home or public vehicle charging stations. The electric drive produces 95 hp, more than double the power of the previous model's electric motor (47 hp). Electricity is stored in a newly developed lithium-ion battery, which at 9.4 kWh has increased capacity over the previous battery (1.7 kWh). Via the integrated on-board charging componentry and the standard Porsche Universal Charger (AC), the battery can reach full charge within approximately two and a half hours when connected to a 240V power source.

The Panamera S E-Hybrid expands upon the driving performance of the previous generation, while fuel consumption is reduced when compared to the previous Panamera S Hybrid. Final U.S. EPA fuel economy ratings will be available closer to launch. Simultaneously, its electric-only driving performance is substantially improved, enhancing acceleration, range, and top speed. Electric-only driving is possible without any fuel consumption or local emissions, which is especially advantageous in city driving. The electric driving range of the Panamera S E-Hybrid is estimated to be greater than 20 miles based upon current NEDC testing. Driving range may vary in real world operation, due to the effects of environmental conditions, terrain, air conditioning and heating use, driving style and other factors. The Panamera S E-Hybrid can reach up to 84 mph in all-electric operation.

The Panamera S E-hybrid is capable of accelerating from a standstill to 60 mph in 5.2 seconds, an improvement of a half second when compared to the Panamera S Hybrid. An electric boost function helps in instances where maximum acceleration is desired, when the electric motor works in tandem with the combustion engine during acceleration. Electric boost is also available when a kick-down switch in the throttle pedal is activated by the driver during acceleration.

The car's top track speed is 167 mph. The parallel full hybrid system developed by Porsche also offers "coasting" at higher speeds, a mode wherein the internal combustion engine is turned off and the electric motors use vehicle momentum to generate electricity that is stored in the lithium-ion battery.

The Panamera S E-Hybrid also includes an entirely new range of convenience functions which can be activated and operated by Porsche Car Connect, a mobile app available for Android and iOS-powered devices. These functions include a charge status indicator and the ability to control the vehicle's new auxiliary climate control option, which enables vehicle preheating or cooling via the Porsche Car Connect app. These functions can also be programmed from inside the vehicle. A mobile device may also be used for remote access to vehicle information, such as remaining driving range or vehicle location. Other functions not specific to the hybrid drive will also be available as options for other Panamera models via the Porsche Car Connect mobile app.

 

Long wheelbase, spacious rear seating area: Executive models feature extra comfortThe two full-sized rear bucket seats offered in the Panamera have proven so successful that Porsche is expanding this generous rear passenger compartment room with two new Panamera Executive models. The new Panamera 4S Executive and Panamera Turbo Executive models feature a wheelbase extended by 5.9 inches, enabling even more rear seating comfort and come with an extensive range of standard features. For example, all Executive models are equipped with Adaptive air-suspension featuring Porsche Active Suspension Management (PASM), which combines superior performance and enhanced ride comfort.

 

More performance and efficiency in a smaller powerplant: the new twin-turbo V6 engineIncreasing both performance and efficiency has long been a core Porsche philosophy. In the new Panamera, this approach takes form in a 3.0-liter V6 engine with twin turbochargers. The twin-turbo V6 replaces the naturally aspirated 4.8-liter V8 engine in the previous-generation Panamera S and Panamera 4S. The new bi-turbo engine is also used in the Executive version of the Panamera 4S. The engine's figures themselves are indicators of progress: increases of 20 hp and 15 lb-ft torque when compared to the outgoing V8 engine. Carefully-managed turbocharging ensures that the maximum 384 lb-ft torque is available across most of the twin-turbo V6's operating range.

With the exception of the Panamera S E-Hybrid, all Panamera models are equipped with the seven-speed Porsche Doppelkupplungsgetriebe (PDK); the Panamera S E-Hybrid uses the eight-speed Tiptronic S automatic. The PDK transmission works in tandem with other vehicle systems to enhance fuel savings in the new generation Panamera. For example, the optimized engine Auto Start Stop feature now turns the engine off earlier while coasting to a stop. With the exception of the Panamera GTS, models with PDK also offer a coasting function in which the clutches open in overrun allowing the engine to idle and the vehicle to coast freely. This function can significantly improve fuel economy, especially when traveling on the highway.

Revised exterior with a new option: LED headlightsExterior design changes of the new Panamera are extensive. The tighter and more prominent lines up front are especially apparent in the larger air intakes and the transition to the headlights. Perhaps the most distinguishing feature of the new generation Panamera is a new trunk lid; its laterally stretched glass emphasizes the vehicle's width and makes for a more aggressive stance. Rear body proportions were also changed. A larger automatically deploying spoiler and a tighter transition to the rear lights complement the treatment at the front of the vehicle noted above.

The new Panamera continues the tradition of multiple options that enable owners to customize the look and function of their vehicles. Full-LED headlights, which lend the new generation a striking appearance, are now an option.

In addition, an expanded lineup of assistance systems is available for safety and convenience. The revised adaptive cruise control system is now offered with Porsche Active Safe (PAS). This system visually and audibly alerts the driver in the event of a sudden decrease in following distance and briefly tugs on the brakes. It can also intervene in the braking process and apply increased braking pressure in an emergency braking situation, if required. Another new feature, camera-based lane departure warning, offers greater convenience and safety in city and highway travel.

The new generation of Panamera models will be available starting late in 2013. Panamera Turbo S and Panamera Turbo S Executive variants will be available in 2014. Pricing details are as follows:

Panamera	$78,100
Panamera 4	$82,800
Panamera S	$93,200
Panamera 4S	$98,300
Panamera S E-Hybrid	$99,000
Panamera GTS	$113,400
Panamera 4S Executive	$125,600
Panamera Turbo	$141,300
Panamera Turbo Executive	$161,100

*Base pricing does not include options, taxes, dealer charges, and a destination fee of $975.

 

Source : PR News, April 3, 2013

Volvo Introduces V60 Plug-In Hybrid at New York Auto Show

The world’s first diesel plug-in hybrid was originally unveiled in Geneva in 2011. This time the Volvo V60 Plug-in Hybrid competed for the World Green Car of the Year Award for 2013. It lost to Tesla Model S that ended up winning the crown. However, let’s not forget that in 2012 it received the highest score ever for the Euro NCAP safety rating system.
Volvo hasn’t yet revealed many details about the V60 Plug-in Hybrid. However, In September of 2012, Volvo claimed having sold 1000 units of the 2013 model much before the car hit the showrooms. In case of a similar turnout again, Volvo has decided to manufacture 5000 units of the 2014 model.

The Volvo V60 Plug-in Hybrid is packed with a powerful battery and two complete drive trains. Three different driving modes are available at the press of three buttons. The Pure mode allows you to drive 50 km (31 miles) on just pure electric power. The Hybrid mode uses just 1.8l/100 km (130 mpg) of fuel producing 48 g/km of CO₂ emissions. Finally, the Power mode releases the combined capacity of the diesel engine and the electric motor together. It projects a total power output of 215+70 Horsepower and maximum torque of 440+220 Nm. Thanks to the electric motor’s quick torque delivery, V60 can zoom from standstill to 100 km/h (62 mph) in a matter of 6.1 seconds.
The five-star rating from the Euro NCAP score support the Swedish automaker’s claims to have high safety standards in the V60 Plug-in Hybrid, just as they are in the conventional V60.

Volvo V60 Plug-in Hybrid is a result of combined efforts of both the Volvo Car Group and Swedish electricity supplier Vattenfall. Both parties financed the development project jointly.
It is priced at £43,775 (U$D66,400) but there is no official word on the car’s arrival in the Middle East.
Yet, it is to be sold in Canada and in the US by 2014

Source : AutoMiddleEast, March 31, 2013