LOS ANGELES, California — As if calling an SUV a battery-powered one, at that a Mustang doesnt already foist an uphill challenge on this new model, Fords 2021 Mach-E also has to strip sales away from Tesla, prove to Ford shareholders that there really is a mass market for mid-priced electric vehicles and, at the same time, prepare the ultimate of Ford loyalists F-150 owners for the inevitable electrification of their pickup trucks.Thats a pretty steep ask. Heres how Ford plans to do it, plus some background info you just need to know.Ford was first going to just call it “Mach-E”Rumour round the L.A. Auto Show has it Ford originally tried to build the Mach-E on an existing that should be read gas-powered platform, but the engineers couldnt hit their range and performance targets.CHECK OUT ALL OUR LATEST AUTO SHOW COVERAGESo they made a deal with the devil, asking Fords accountants for more money so they could build a bespoke battery-powered chassis. The tithe exacted by the bean-counters? That they name it Mustang so they could build on the name recognition of probably the most famous Ford of all time. Which explains whyFord wants to move a boatload of its electrified sport bruteThis is no halo vehicle or vanity project. Ford is looking to move some (battery-powered) iron, here. I count, for instance, no less than nine distinct trim levels across the Mach-Es five models Select (available early 2021), Premium (late 2020), First Edition (also late 2020), California Route 1 (early 2021) and GT Performance (spring 2021). Thats a huge number of trims from a company that prides itself on efficient manufacturing. The only way to amortize the cost of that proliferation is to sell boatloads of product, which also explains whyFord is sticking it with impressively aggressive pricingBase (Select trim) Mach-Es will start at $50,495 and, unlike Elons $35,000 Model 3, youll actually be able to buy them at that price from launch. Even the all-singing, all-dancing GT Performance Edition will slip in under $83,000 (yes, these prices are all Canadian).Again, Ford plans to move a bunch of Mach-Es in preparation for what will surely be its real heavy-hitter in the EV world, an electrified F-150. The first two models available the Premium and California Route 1 will start at $59,495 (for the standard-range version of the Premium) and $64,495 (for the Route 1 and its extended-range battery). In between Ford’s offering a vast array of powertrain and battery optionsRunning through the Mach-Es order guide is like feasting at the ultimate of electric vehicle buffets. Want a rear-wheel-drive BEV with a big battery that maximizes range? Mach-Es got the California Route 1. Want an all-wheel-drive with a cheaper battery but better performance? Well, Ford has a Premium SR AWD with your name on it that can scoot to 100 clicks in about five-and-a-half-seconds.Wading through the vast array of options and combinations will make your head spin, so Ill attempt to simplify it all for you. There are basically two battery options: a standard-range (SR) 75.7-kilowatt-hour affair; and an extended-range (ER) 98.8-kWh monster.Combine the extended-range unit with a modestly-powered (282-hp) rear-wheel drivetrain and you have the 475-kilometre California Route 1. Package the same 98.8-kilowatt-hour ER hardware with 459 all-wheel-driving horses and you have the GT Performance with its three-and-a-half-second blitz to 100 kilometres an hour (though range is reduced to 375 km).The Premium, which looks to be the backbone of Fords sales effort, can be had with any combination of long- and short-range battery and rear-wheel- or all-wheel-drive powertrains you want, in 255-, 282- and yet another iteration 332-horsepower guises.Dizzy yet? Like the California, the First Edition (which will exact something of a premium $71,995 for its limited quantities) is only available with the extended-range battery, but drives all four wheels with less urge (332 hp) than the GT Performance, resulting in yet another range rating, this time 425 kilometres.Theres a Mach-E for every purse and purpose, and the only way Ford can do this at these (comparatively) aggressive prices is to sell dealerships full of them. 2021 is going to be very interesting for Fords bottom line.The big question, then, is where Ford will find all the zero-emissions enthusiasts to fill Mach-E seats. Its first course of action duh, look at the name, Dave is obviously loyalists. Now whether this means past patrons of Ford in general or of Mustang in particular is anybodys guess.Certainly branding a sport utility vehicle Mustang when it shares nothing but a grille shape and some taillights with your iconic sports car is a brave that should be read risky move. I do think, however, that while Mustang cognoscenti may prove outraged, current Ford owners looking for their first EV will appreciate the tie-up. Theres no doubt Ford also has Tesla firmly in its sights.
Origin: 5 things you need to know about the 2021 Ford Mustang Mach-E
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Troubleshooter: Yes, electric vehicles still need maintenance
A Tesla Model S in a service garage bay.Tesla No doubt one of the big selling points of EVs (electric vehicles) is their reduced maintenance requirements. Of course, thats seldom what you hear on the showroom floor. Instead, that might get exaggerated so you hear no maintenance needed! from some less-than-stellar sales reps.But while its true EVs dont require oil or coolant changes or spark plug replacements, they do have systems that need to be inspected and maintained on a regular basis.And, yes, the costs of operation (including electricity rates) are a fraction of a traditional combustion engine vehicles.Nissan recommends a 12,000-km service interval with two basic menus for its all-electric Leaf. At the first 12,000-km mark (and for every 24,000 km after that) its simply a tire rotation and visual inspection of axles, suspension components, brakes and steering mechanisms. The idea here is theres no mandatory replacement of anything, its all based on the cars condition. This way, someone whos relatively easy on their ride will pay less than someone who drives it like its a rental. As many EVs serve as second household vehicles and dont necessarily accumulate a lot of mileage, having an annual check-up (even though less than 12,000 km may have been travelled) is a wise idea. This service at a dealership should cost less than $100, but prices may vary, as they say.At the 24,000-km mark, Nissan lists the same tire rotation and inspection but also includes brake fluid replacement, EV battery usage report, cabin filter replacement and a check on reduction gear oil level and condition. Dealership service departments will charge on average between $150 and $250 for this checkup.The Tesla programTesla is a little more lenient in its maintenance requirements, with tire inspections every 16,000 km to 20,000 km and rotations or alignments based on tire wear and condition. Cabin filters are to be replaced every two years, and HEPA filters every three years. Air filter replacement needs are dictated solely by the environment you drive in. If you regularly use unpaved roads, or are stuck driving through construction zones, the dust thats kicked up may require more frequent filter replacement. In these cases youd be wise to familiarize yourself with how to access and check these items.For those vehicles running in cold weather conditions, like say, Canada, Tesla recommends annual brake inspections with cleaning and lubricant services. As the braking systems on EVs (and hybrids, too) incorporate electrical generators, keeping them in tip-top condition is important. A Tesla car arrives at a service center in Los Angeles, California on March 4, 2019. Mark Ralston / Getty via AP As with Nissan, Tesla recommends inspecting brake fluid for contamination every two years but only replacing it if needed. Condensation is the culprit theyre looking for, and left unchecked it can cause corrosion on metal components of the brakes hydraulic system. One unique kink to Teslas maintenance guide is the requirement to replace a desiccant unit in the vehicles air conditioning system. Also known as a receiver-drier, it helps to remove condensation from the system, keeping valves moving.When you go through these lists, youll notice many of the items are relatively easy DIY affairs for even the most technically challenged. Do a few of these yourself, and you can really earn bragging rights at the water-cooler who-has-the-lowest-auto-costs
Origin: Troubleshooter: Yes, electric vehicles still need maintenance
Watch: video suggests you’re paying for car wheel spokes you don’t need
When trying to explain the physics behind driving a car, you can go the charts-diagrams-and-calculations route or you can go the tinkering-until-something-breaks route.When it comes to answering the questions Can you drive a car on a wheel with all but three spokes cut out? Two spokes? One? Russian YouTuber Garage 54 chose the latter, pulling off an interesting and, uh, scientific experiment by completely destroying some old rims.His YouTube channel works basically like a Russian car-themed Mythbusters — we really dig the clip where he tries driving a Lada with four engines strapped end-to-end.But more than that one, we dig his most recent video. It starts with a bunch of junk, some mismatched wheels and a question: how many spokes can you cut out and still drive?After being fitted to the car, each of the three wheels receives some added lightness by way of removing the spokes, one by one. First, a six-spoke wheel is cut down to three; a 16-spoke is cut down to eight; and an eight-spoke cut down to four.None of the wheels seem to notice the lack of structure, and perform their job dutifully. Its when the wheels start to become more asymmetrical that problems start to occur, and Garage54 keeps cutting at the rims until there is only one spoke left on each.The conclusion? Its amazing what kind of forces the single spoke of an alloy car wheel can take when put under some pretty extreme stresses. Eventually, all the wheels are destroyed, but, surprisingly, they lasted a pretty long time. Obviously, absent the aforementioned charts and diagrams, we cant really go into the details of the forces acting upon any part of the wheels at a given point.But its safe to say the video is entertaining and that maybe you can afford to get away with a couple fewer spokes on your
Origin: Watch: video suggests you’re paying for car wheel spokes you don’t need
EVs need paying and charging conformity, says top charger maker
The adoption of common charging and payment standards is a vital step towards the widespread take-up of EVs, according to one of the biggest makers of charging points. Swiss-based technology firm ABB supplies equipment to a number of charging networks worldwide, including Ionity, which recently opened its first 350kW rapid-charging station in the UK. Tarak Mehta, the boss of ABB’s electrification division, said working towards common charging standards is “a role we take very seriously”. Mehta said that although he understands the reasons for car firms wanting to gain an edge with their own systems and infrastructure projects, this complicates the situation. “With the nature of politics, the way the automotive OEMs (original equipment manufacturers) feel about themselves lends itself to not having too many common standards,” said Mehta. “The infrastructure is proportional to the (number of) standards, so one standard versus two has a substantial impact on the cost of infrastructure you need in any one geography. “On the commercial vehicle side, we see a far more collaborative evolution. On the automotive side, let’s put it this way: it’s a bit more challenging. The good news is that, so far, in any one geography, we’re down to one or two standards, and that’s probably good enough.” Although there has been a move towards a common charging plug design, EV owners still face the need to sign up with several companies in order to use a variety of charging points. “The biggest issue (on the payment side) is data,” said Mehta. “Convergence could happen very quickly if there was an agreed data-sharing model, because a lot of data that comes with EV charging has value. Getting that data shared is a bigger issue than getting credit cards working (across different accounts) and having it standardised might take some regulatory
Origin: EVs need paying and charging conformity, says top charger maker
Under the skin: Why modern cars need 48V electrical systems
It may not sound like it, but it’s probably one of the smartest innovations aimed at making cars more sustainable that has emerged in the past few years: 48V technology. It’s relatively cheap and fits into existing vehicle architectures but it’s only just coming of age. As well as providing a hybrid drive, it can handle loads of tasks that need doing around the car but previously used energy created by burning fuel. While 48 might look like a figure plucked out of the air after a brainstorming session in the bar, there are good reasons for it. The first is that it’s classified as low voltage and safe. Anything above 60V in a car is deemed a high-voltage system – and a high-voltage system is a lot more expensive than a low-voltage one. The safety systems, power controllers and heavy cabling involved in a high-voltage system all contribute to the high price, whether it’s 65V or 800V. Power (watts) derives from the voltage and the current (amperage). Increase either and the wattage goes up. But increasing amperage requires the use of larger, heavier, more expensive cables to reduce electrical resistance, whereas using a higher voltage and lower current doesn’t. A 48V battery is small and relatively inexpensive and installation is straightforward because a 48V electrical architecture sits alongside the car’s original 12V system. The use of 48V architectures is on the rise because the electrical consumption of cars has gone up due to more complex infotainment, connectivity and navigation systems and the dozens of driver assistance systems emerging. Cameras, radar, sensors and controllers plus the electronic systems to go with them all need more power than a 12V system can deliver. A 48V set-up also allows jobs normally done by the engine – such as powering electric water pumps, air conditioning compressors, oil pumps and heating – to be offloaded to electrical power, saving fuel. Automatic gearboxes can function when engines are shut down thanks to electric oil pumps; stop/start becomes smoother and can kick in before the car comes to a halt saving more fuel; and electric boosters in diesels reduce turbo lag. Obviously, there are limitations. Until now, the assumed maximum power of a low-voltage hybrid (or EV) motor/generator has been around 12kW (16bhp). That low, 12kW power figure has limited mild hybrids to boosting power and recovering energy, rather than providing an electric-only mode like a (high-power) full hybrid. Now, though, it looks as though that limit has been busted. Component supplier Continental AG recently announced a new 48V mild-hybrid drivetrain producing 30kW (40bhp). The improvement has been achieved by increasing the efficiency of the power control system and new design of high-efficiency, water-cooled motor/generator. The increase in power means it’s possible to drive short distances in electric-only mode like a full hybrid and makes the prospect of powering small city cars and scooters using 48V systems even more realistic. It’s the A8’s ticket to ride It may be at odds with the low-cost benefit of 48V systems but the new Audi A8 has a predictive active suspension system driven by the new electrical set-up. The system can alter the ride height by up to 85mm in 0.5sec, reacts by monitoring the road surface ahead with a front-facing camera, reduces body roll by 40% and consumes an average of 10-200W, peaking at 6kW if there’s a sharp suspension
Origin: Under the skin: Why modern cars need 48V electrical systems
Most IPace drivers only need two charges a week according to Jaguar app
Most I-Pace drivers only need two charges a week according to Jaguar app The Go I-Pace app monitors car usage to see how an EV would fit user needs Almost 90% of potential Jaguar I-Pace owners could cover their weekly mileage with a maximum of two charges per week, according to data gathered by the company’s Go I-Pace app. The app measures daily car use, and helps show users how an I-Pace would fit their driving needs. Information from those already using the system show that 87% of drivers would only need two full charges a week to cover their required mileage, while 52% of drivers would only need to charge once a week. More than 35,000 trips have been logged by the app, with an average user covering 216 miles per week, and an average journey of 8.4 miles. Jaguar’s I-Pace has a WLTP range of 292 miles on a single charge. Joanna Hewitt, Digital Innovations, Jaguar Land Rover said: “The Go I-Pace app was designed to demonstrate how EV ownership can benefit drivers, particularly in understanding journey impact on range and how often they would need to plug in. Looking at the data we have had so far it is clear to see that not only is I-Pace ownership cost-effective, it is extremely convenient too.”
Origin: Most IPace drivers only need two charges a week according to Jaguar app
Got a Need for Speed? This camera car from the film is for sale
If you’ve ever wanted to own a piece of movie history, now’s your chance. A company in Nebraska is offering a 2013 Mustang GT that was converted into a camera car for the 2014 film Need for Speed. The movie, starring Aaron Paul, was inspired by the video game series. Don’t expect the car to come with a matching Oscar award, of course; many critics only gave the film a one-star review when it was released. Currently for sale on eBay, the black car was upgraded by Saleen with a supercharger that boosts it to 625 horsepower, along with a 3.73 rear end, 14-inch brakes, and a custom-made roll cage. It’s got a 5.0-litre V8 and six-speed manual transmission. Modifications for its duty as a camera car include a glass compartment in place of the rear hatch, and a variety of camera mounts around the exterior. To make room for equipment, the front passenger-side airbag is missing, so you’ll have to put up with the warning light when you’re driving—along with the tire and open-door sensor warning lights, thanks to the rear hatch modification. It’s got only 7,791 miles (12,538 km) on the odometer, and for US$34,900, it can be
Origin: Got a Need for Speed? This camera car from the film is for sale
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