It seems like a lot of folks have a bone to pick with Rep. Joe Manchin [D-WV] who has just this week single-handedly “torpedoed” the Build Back Better bill. The BBB could have been the “the most significant climate legislation in US history,” Megan Mahajan, the manager of energy policy design at the think tank Energy Innovation, told PopSci in October. The plan would put billions of money into developing low-carbon energy technologies and building a national network for electric vehicles.
When this bill dies, so do the chances for the country to reach its lofty and aggressive climate change goals. “There’s still a yawning gap between where we are today and where we need to be to hit President Biden’s climate targets,” Jesse Jenkins, an energy systems engineer at Princeton University who has led an effort to model the effects of the bill on US-wide emissions, told the New York Times. “Without either this bill or a climate bill that’s similar in scope, it’s really hard to see how those goals will be met.”
Unsurprisingly, left-leaning members of the Democratic party and the president himself have voiced frustration with Manchin’s choice. But a more surprising group is speaking out against Manchin’s decision, too—coal miners, including some he represents.
The BBB, along with all of its proposed clean energy benefits, provides a significant boost to coal workers by extending fees paid by coal companies to fund treatments and benefits of workers suffering pneumoconiosis, or Black Lung, which affects thousands of miners across the country. According to the statement, without BBB, that fee will be chopped in half and put the burden of healthcare payments back on individuals and taxpayers. Further, the bill provides tax incentives for companies to build new business on coalfields to employ out-of-work miners.
Additionally, the BBB provides language that would help workers unionize. “This language is critical to any long-term ability to restore the right to organize in America in the face of ramped-up union-busting by employers,” Cecil Roberts, the union’s president, said in a statement. “But now there is no path forward for millions of workers to exercise their rights at work.”
UMWA already released a plan for the energy transition earlier this year stating that “change is coming, whether we seek it or not.” The coal industry saw employment losses of around 50 percent between 2011 and 2020, which will likely continue as the country moves toward a cleaner energy mix. Proposals that include supporting miners and their families by incentivizing alternative jobs in coal country are crucial in protecting these already vulnerable communities.
“We’re likely to lose coal jobs whether or not this bill passes,” Phil Smith, the chief lobbyist for UMWA, told the Washington Post. “If that’s the case, let’s figure out a way to provide as many jobs as possible for those who are going to lose.”
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This story originally featured on Nexus Media News, a nonprofit climate change news service.
On a sweltering morning in July of 2021, thousands of dead fish washed onto the northeastern shores of Pokegama Lake, 60 miles north of Minneapolis.
Deb Vermeersch, an official with the Minnesota Department of Natural Resources, was called in to investigate.
When she arrived, she saw a quarter-mile stretch of sand covered with the rotting carcass of walleye and Northern pike, which thrive in deep, cool waters, as well as crappies, sunfish and suckers—all warm water dwellers. “They were already pretty decomposed because of the warm water,” Vermeersch recalls.
Because so many different types of fish had died, Vermeersch and her colleagues knew it wasn’t a species-specific parasite, a common cause of fish kills. They zeroed in on the culprit: dangerously low oxygen levels.
Oxygen is disappearing in freshwater lakes at a rate nine times that of oceans due to a combination of pollution and warming waters, according to a study published in Natureearlier this year. Lakes like Pokegama are warming earlier in the spring and staying warm into autumn, fueling algae blooms, which thrive in warm waters, and threaten native fish.
Minnesota, with its 14,380 lakes and temperatures that have risen faster than the national average, is a unique laboratory for studying how climate change is affecting temperate-zone lakes around the world. The state sits at the intersection of four biomes––two distinct prairie ecosystems and two ecologically different forest systems. This means scientists here are able to study how lakes in different ecosystems fare on a warming planet, and look for ways to stave off the worst effects of climate change.
“If you start losing oxygen, you start losing species.“
“What’s going on at the surface is that warmer water holds less oxygen than cool water,” says Lesley Knoll, a University of Minnesota limnologist and one of the authors of the Nature report. She says that longer, hotter summers are interfering with two key processes that have historically kept lakes’ oxygen levels in check: mixing and stratification. In temperate climates, water at the surface of lakes mixes with deep waters in the spring and the fall, when both layers are similar in temperature. As the surface water warms during the summer, the water forms distinct layers based on temperature––cool water at the bottom, warm at the top. This is known as stratification. In the fall, when the surface waters cool again, the water mixes for a second time, replenishing oxygen in deeper waters. But as climate change makes surface water warmer, and keeps it warmer for longer, that mixing doesn’t happen when it should.
“As you have that stronger stratification, the water in the deep part of the lake is cut off from the oxygen at the top part of the lake. If you start losing oxygen, you start losing species,” says Kevin Rose, a biologist at Rensselaer Polytechnic Institute in New York and a coauthor of the Nature study.
Knoll, Rose and a team of 43 other researchers studied 400 temperate lakes from around the world. They found that, on average, surface waters warmed by 7 degrees Fahrenheit and have lost roughly 5 percent of oxygen since 1980; deep waters, which haven’t warmed much, have still lost an average of almost 20 percent of their oxygen. (Thanks to the state’s long-held lake monitoring programs, almost a quarter the lakes in the study were in Minnesota.)
Warming lakes emit methane
Fish kills aren’t the only reason scientists are concerned about lakes losing oxygen. In extreme cases, when deep waters go completely void of oxygen, something else happens: Methane-emitting bacteria begin to thrive.
“As lakes warm, they will produce more methane and most of that has to do with stratification,” says James Cotner, a limnologist at the University of Minnesota.
Lakes normally emit carbon dioxide as a natural part of breaking down the trees, plants and animals that decay in them, but plants in and around fresh water also absorb it, making healthy lakes carbon sinks.
Lakes have historically emitted methane, too––about 10 to 20 percent of the world’s emissions––but the prospect of them releasing more of the greenhouse gas has Cotner and his colleagues alarmed. Methane is about 25 times more potent than CO2 when it comes to trapping heat in Earth’s atmosphere.
Cotner is leading a team of researchers who are studying what conditions allow methane-emitting bacteria to prosper in lakes and how conservationists can respond.
“The key questions are understanding how much and when carbon dioxide and methane are emitted from lakes, and what are the key variables that can tell how much will be emitted. Certainly, oxygen is a big part of that, but stratification and warming also plays a role,” says Cotner.
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Pollution plays a big role
It’s not just longer, hotter summers that are causing lakes to lose their oxygen. Polluted agricultural runoff (pesticides and fertilizers) and logging have long plagued Minnesota’s lakes. It’s a problem that’s getting worse worldwide as climate change pushes agriculture further away from the equator and into new territory, says Heather Baird, an official with Minnesota’s Department of Natural Resources.
In northern Minnesota, potatoes now grow where pine forests have thrived for years. Phosphorus, a common fertilizer, now runs off from the soil into the region’s lakes, Baird says. Though small amounts of phosphorus occur naturally in lake ecosystems, too much of it feeds harmful algae blooms.
Those blooms, which thrive in warm, nutrient-rich water, set off a chain of events that remove oxygen from deep lake waters.
“When phosphorus builds in lakes and creates algae blooms, those blooms eventually die. As they do, they sink. Deeper down, bacteria break down the algae, using up the remaining oxygen at those lower depths,” said Baird.
A quarter of Minnesota lakes now have phosphorus levels that are so high that the state advises against swimming, fishing or boating in them. Fueled by these nutrients, algae blooms take over, covering the lake in sometimes toxic residue that thrives in warm, nutrient-rich water, as was the case in Pokegama Lake earlier this year. The protists choke out aquatic life, especially fish that thrive in cold, deep waters. This is all exacerbated by warming air temperatures.
The 75 percent rule
Researchers and conservationists in Minnesota are now studying the best ways to protect temperate-climate lakes from the worst effects of climate change. They have found that preserving 75 percent of deep-water lakes’ watersheds appear to keep fish stocks healthy.
“Having a forested watershed helps keep better water quality by filtering out nutrients, which in turn can buffer against the impacts of climate change, to a point,” Knoll said. However, she added, as temperatures continue to rise, “that 75 percent may not be high enough anymore.”
Knoll and state conservationists are focusing their research and efforts on deep, cool lakes that have a better chance of staying oxygenated than warmer, shallower lakes, like Pokegama.
Vermeersch, the Minnesota fisheries supervisor, said it’s unclear what this will mean for the future of lakes like Pokegama. “Hopefully it’s not going to be a linear thing,” she said, adding that fish kills are “probably going to happen more often,” depending on a combination of factors. “When you get lakes like Pokegama that are shallow and already impaired, I think we are going to see more and more conditions like this.”
Correction (December 23, 2021): The story previously identified the wrong Pokegama Lake in Minnesota. The one that experienced the fish kill in July is 60 miles away from Minneapolis, not 140 miles away.
As part of a $37 billion program, General Motors plans to bring at least 30 battery-electric vehicles to market by mid-decade — but it is expanding its electrification strategy to power up pretty much anything “already on the road,” as well as on the water, it announced on Wednesday.
GM looking to electrify “everything,” including offering conversion kits as well as packages for vehicles like this jet tug.
The largest of the Detroit automakers’ Electric Connect and Cruise eCrate systems will allow owners to swap out their conventional gas engines in classic vehicles like the Camaro and E-10 pickup for battery-drive technology. GM also is looking to power up cargo tractors and other airport gear, while also working up ways to bring electric propulsion to the marine industry.
“GM has an established strategy, network of integrators and co-development agreements to apply an extensive array of components and solutions to a broad range of customers and use cases,” said Travis Hester, GM vice president of Electric Vehicle Growth Operations, in a statement Wednesday.
The carmaker estimates there’s a “total addressable market” for swapping conventional drive systems for battery power that could approach $20 billion by 2030.
“As companies across many industries look to reduce their environmental impact, GM is uniquely positioned to serve as a leader not only through exciting new EVs across our brands, but through additional technology applications,” said Hester, “and we look forward to bringing customers — existing and new — along with us on our zero-emissions journey.”
Chevrolet showcased a 1977 K5 Blazer converted to all-electric propulsion at SEMA360 in 2020.
Converting to electric
Demand for conversion technology is already on the rise. There’s been a flood of startups converting classic vehicles, including vintage Camaros, Porsches, Volkswagens and Land Rovers, to run on battery power.
GM targeted the conversion market with the launch of the eCOPO Camaro project car at the SEMA Show several years back, and has revealed other project cars like Project X and the 1977 K-5 Blazer. It is getting ready to provide what are essentially plug-and-play packages, like the Cruise eCrate and Electric Connect, to simplify the process. The goal is to allow owners and conversion companies to make a swap with a minimum of effort.
The Detroit automaker isn’t the only one sensing an opportunity here, however. Ford recently demonstrated the potential for its own Mach-E crate motors, which, as the name implies, uses hardware and software borrowed from its Mustang Mach-E battery-electric SUV. The conversion package can be plugged into classic products such as a 1978 Ford F-100 pickup. Volkswagen and Tesla have also gotten into the game, the latter automaker’s electric drive technology used by one conversion fan on a Rolls-Royce once owned by Johnny Cash.
Multiple applications for electric motors
But GM’s strategy isn’t limited to road-going vehicles.
It’s teaming up with Textron Ground Support Equipment Inc., a Textron subsidiary, to power up ground support equipment like the cargo and baggage tractors, belt loaders and Tug equipment found at commercial airports. Electrifying those vehicles promises to reduce emissions, as well as operating costs, while improving reliability, experts claim.
Commercial fleets, in general are showing strong interest in making the switch to battery power. GM this month began delivering the first of its BrightDrop delivery vans, joining competitors like Ford and Rivian in a market that could rapidly grow this decade, according to industry forecasts.
The opportunity to electrify isn’t limited to ground vehicles, however. A number of manufacturers are looking at ways to harness battery and hydrogen fuel-cell technology for other transportation and cargo applications. Rolls-Royce recently set a speed record with an aircraft outfitted with one of its drive systems. Airbus just released plans for a hydrogen turbofan system.
GM sees big opportunities coming in the marine world. It recently announced a strategic investment in the Seattle-based Pure Watercraft. The move, the automaker said, “represents an opportunity to bring EV technology to the marine industry and help preserve enjoyment of the outdoors for future generations. Together, the two companies will develop and commercialize battery electric watercraft, to accelerate the transition to electric mobility.”
GM also has been exploring ways to electrify the rails. Last June it announced another partnership with Wabtec, one of the largest providers of freight locomotives. Under a non-binding agreement, the automaker will provide both battery and hydrogen fuel-cell systems for prototypes like the Wabtec FLXdrive. Eventually, the technology could replace the conventional diesel-hybrid systems that dominate the rails today.
Charging is key to the transition to electric vehicles and while more chargers are one the way, Ford Motor Co. is launching a new program to ensure the juice needed to run an EV does not contribute to the emission of greenhouse gases.
Ford’s program can be used by current owners of the Mustang Mach-E, E-Transit and Escape PHEV.
With help of one auto industry’s traditional foes, the California Air Resource Board, Ford is beginning what it describes as a “sustainable charging program,” which allows owners of plug-in electric vehicles in California to opt for only carbon-neutral charging at home.
“Ford’s electric vehicle customers are beginning to realize all the possibilities associated with their vehicles and sustainable energy management,” said Matt Stover, director of charging and energy services, Ford Motor Co.
“By working with regulators, utilities and customers for home integration services, we’re enabling EV drivers to lower their carbon footprints, potentially save money and help protect the grid, all through their smartphones.”
California-based owners of all current Ford all-electric and plug-in hybrid vehicles, including the Mustang Mach-E, the E-Transit and the Escape PHEV, plus the F-150 Lightning coming in 2022, are eligible for the program.
Only green energy wanted
The idea is to only use electricity made with renewable sources rather than oil, gas or coal, reducing the carbon footprint of the energy used to power the vehicles.
Ford plans to participate in CARB’s “Low Carbon Fuel Standard,” which will offer customers a new way to help reduce greenhouse gas emissions that contribute to climate change by matching the use of electricity used to charge plug-in electric vehicles at home with 100% local renewable energy, the automaker said.
CARB, which has control of air quality standards throughout California, has long warred with automakers about emissions. Significant health concerns, created by automotive-related air pollution in Southern California, have given CARB enormous influence over emission standards not only across California but also across the United States.
Once enrolled, the FordPass app automatically tracks the amount of electricity used while charging at home. Ford generates, or buys, an equivalent amount of California-sourced Renewable Energy Certificates, an EPA-recognized program that records the generation and usage of green energy.
Ford then sends evidence of the matching amounts to CARB, ensuring that all home plug-in charging activity is matched with zero-carbon electricity.
Ford is investing more than $30 billion in electric vehicles and batteries through 2025. The push supports the company’s longer-term goal of creating a sustainable American manufacturing ecosystem, and to accelerate its progress towards achieving carbon neutrality no later than 2050. Overall, Ford expects 40% to 50% of its global vehicle volume to be fully electric by 2030.
The new Mitsubishi Outlander already has proven to be one of the most important products the long-struggling automaker has launched in its bid to become relevant to U.S. motorists again. Now, Mitsubishi is hoping to gain even more traction with the upcoming launch of a plug-in hybrid version.
The gas-powered 2022 Mitsubishi Outlander made its debut in February.
The Japanese automaker claims it will yield more range than the old Outlander PHEV, at an estimated 87 km, or nearly 55 miles, per charge — though that’s using the global WLTP test cycle and will likely come down once the American version is tested by the EPA.
“With low (carbon dioxide) emissions and environmental impact from manufacturing and use,” said Takao Kato, MMC’s president and CEO, “the all-new Outlander PHEV model can be considered the best solution for carbon neutrality today.”
Updated, upgraded drivetrain
The Outlander was first introduced in 2001 and, with the fourth generation, it has become a core part of the brand, accounting for about 20% of its global volume. The first plug-in hybrid version was unveiled at the 2012 Paris Motor Show. It produced a combined 197 horsepower by pairing a 2.0-liter inline-4 gas engine with twin 60-kilowatt electric motors drawing power from a 12 kilowatt-hour lithium-ion battery pack.
The new Outlander PHEV gets numerous powertrain upgrades, though the automaker isn’t releasing hard specs yet. In a statement announcing the new vehicle it said the plug-in gets “an increase of around 40% in the output of the front and rear motors and drive battery.” The lithium-ion pack, it did note, jumps to 20 kWh. The gas engine, added a spokesman, is a “slightly updated” version of the old PHEV’s 2.4-liter package.
The new Outlander plug-in hybrid will arrive in the U.S. in the second half of 2022.
Mitsubishi also revealed, “The power drive unit for the front motor is newly equipped with a booster function which bolsters driving force by raising the supply of voltage to the front motor while simultaneously improving electricity consumption by raising the efficiency of the generator.”
Third row added
The automaker also took steps to downsize some of the hardware, notably the rear motor and control unit. As a result, the new plug-in will gain room for a third row yielding space for seven occupants.
The drive system now will allow One-Pedal Driving, as well, a feature that effectively allows motorists to minimize the need to jump from throttle to brake when driving in light to moderate traffic. That feature was found to be extremely popular with EV owners, according to the recent J.D. Power Technology Experience Index.
With only modest tweaks, the plug-in adopts the same exterior and interior design as the gas-powered Outlander. The overall strategy is based on a concept dubbed “I-Fu-Do-Do,” which means “authentic” and “majestic” in Japanese.
New design
The new Outlander PHEV is expected to travel more than 55 miles in electric-only mode.
The fourth-generation Mitsubishi Outlander adopted a new styling language called “Dynamic Shield.” Up front, it features a more upright nose with a pinched, dual-level grille and stacked headlamps. From the side, the SUV features a more deeply sculpted silhouette with a bit of a floating roof element.
The automaker clearly wanted to give the new Outlander a more solid and robust look, with such touches as 20-inch wheels and tires and what it calls the Hexagon Guard rear end.
The new SUV grew larger in virtually all dimensions, the width expanding by 2 inches. That means the cabin of the new Outlander is both wider and more spacious than the outgoing model, Mitsubishi adopting more upscale materials and features like tri-zone climate controls, real aluminum panels and a 12.3-inch touchscreen infotainment display.
The gas-powered Outlander is powered by a 2.5-liter inline-4 that bumped up power by 8.9 percent. At the same time, it reduced fuel consumption by 2.6 percent.
Pricing TBD
Many of the features from the current model are expected to carry over into the PHEV, though Mitsubishi hasn’t provided specific details. The gas model offers Hill Descent Control and Trailer Stability Assist. A Multiview camera system helps drivers see what’s around the vehicle, whether on-road or off. Other features for the new Mitsubishi Outlander include a power-operated panoramic roof and an electrically operated tailgate that can be opened with a kick of the foot under the rear bumper.
Pricing for the gas model starts at $25,795 — plus $1,195 in delivery fees. Pricing for the PHEV is expected to run higher, though the numbers won’t be released until closer to sales launch. That holds for a variety of other specs, including U.S. range, power and performance.
“Sales will commence in Japan on Dec. 16, followed by Australia and New Zealand in the first half of 2022 and North America in the second half of 2022,” Mitsubishi said in a statement. While it did not offer specifics, that would suggest that the Outlander PHEV will be marketed as a 2023 model in the U.S.
Honda expects to sell 70,000 of its Prologue battery-electric vehicles annually after its launch in 2024 — but today warned it could fall short if federal lawmakers fail to take a “fair and equitable” approach to the new EV incentive program now being debated in Congress.
Honda’s been teasing its all-electric Prologue sport-utility vehicle.
The Honda Prologue will be one of two BEVs that the carmaker plans to launch mid-decade, both developed and manufactured as part of a joint venture with General Motors. That’s part of its goal of having BEVs and other zero-emission vehicles account for 40% of its sales by 2030. Honda plans to subsequently introduce more BEVs of its own design.
“Launching our first volume BEV in 2024 is the start of an exciting new direction for Honda,” Dave Gardner, executive vice president of National Operations at American Honda Motor Co. Inc. said in a statement. “We are working with our dealers to plan the transition from sales of primarily gasoline-powered vehicles to selling 100% electric vehicles by 2040.”
Honda wants more money from Congress
President Joe Biden recently set a target that would have BEVs, PHEVs and fuel-cell vehicles, or FCVs, account for 50% of U.S. sales by 2030. To get there, the president is asking Congress to help fund a nationwide network of 500,000 chargers. Congress, meanwhile, is working up new EV sales incentives. But that has generated significant controversy as a plan approved by the House Ways & Means Committee would not only extend the current, $7,500 tax credits but add $5,000 for EVs and batteries built in the U.S. using union labor.
Honda last week condemned those provisions, sending a letter to Congressional leaders arguing that the plan “discriminates among EVs made by hard-working American auto workers based simply on whether they belong to a union.”
While a target of 70,000 Prologues may not seem like much compared to Tesla’s numbers, it equates to an average year for the Honda Pilot.
In the statement issued today, it followed up by saying reaching its 40% zero-emission target for the U.S. is “contingent upon fair and equitable access to state and federal EV incentives intended to encourage American consumers to purchase electric vehicles.”
Coming from behind
Honda was a pioneer of automotive electrification. Its original Insight, a high-mileage two-seater, was the first mass market hybrid to go on sale in the U.S., beating the Toyota Prius to showrooms by several months.
It briefly introduced a limited-volume battery-electric model, the EV Plus, in the late 1990s. And it followed up, nearly two decades later, with a battery-powered version of the Clarity line. That low-range model was dropped in 2020.
The automaker has come under increasing pressure to bring out a long-range BEV with key competitors like Toyota, Ford and even Subaru and Mazda getting into the growing electric vehicle market.
In April, Toshihiro Mibe, who became global president and CEO earlier this year, set a goal of having all Honda vehicles powered by some form of battery and hydrogen drive system by 2030. They are expected to generate 40% of its North American sales by the end of the decade, 80% by 2035, and 100% by the end of the next decade.
Honda turns to its partner
The GM-Honda relationship began more than two decades ago.
To speed up the process, Honda turned to General Motors — the two traditional rivals already having several joint ventures in the works, including one focused on fuel-cell technology, another on autonomous vehicles.
“Leveraging strategic partners to achieve scale and mitigate initial investment requirements” will let Honda bring a competitive battery-car to market sooner than it could on its own, Gardner acknowledged during a media briefing in June. “Our zero-emission focus has begun,” he said.
While the 70,000 sales target might seem modest compared to the volumes some new BEVs — particularly those from Tesla — are generating, the figure is roughly in line with annual demand for the Honda Pilot SUV.
A regional approach to sales
When it launched the original EV Plus, Honda focused primarily on the California market, the largest for BEVs. While manufacturers like Tesla, General Motors, Ford and Nissan now are rolling out their battery-electric cars nationwide, Honda plans to continue focusing on select markets with Prologue.
Honda put an end to its battery-electric Clarity sedan in 2020.
“Honda’s initial approach to selling the Prologue will be regional, focusing on California and the ZEV states, including the BEV-friendly Sunbelt states of Texas and Florida,” it said in a statement today. “Honda anticipates these regions will represent the bulk of sales at the onset of launch due to higher customer acceptance and regulatory requirements.
“As EV infrastructure expands and customer interest grows nationwide, the company will rapidly expand sales and marketing efforts to other areas of the country.”
More to come
The automaker has provided no specific details about Prologue’s drivetrain beyond the fact it will share the Ultium battery technology GM will launch later this year, starting with models like the GMC Hummer pickup and Cadillac Lyriq SUV. That would suggest that Honda’s electric SUV will deliver at least 250 miles or more of range between charges.
Honda has been completely mum about the second vehicle to come from its GM alliance. But it did note that subsequent battery-powered cars will rely on its own new e-Architecture. That is expected to follow the same skateboard-style approach used for Ultium, with its batteries and key drive components mounted below the load floor.
Even as the first new Mercedes EQS begins rolling into showrooms, the German automaker is rolling out two more variants of the flagship sedan at the first-ever Munich Motor Show. And the new AMG EQS highlights the sort of performance Mercedes’ muscle car brand plans to deliver as it shifts to all-electric propulsion.
The new EQS is, like so many other Mercedes models, getting the AMG treatment.
The initial version of the EQS certainly isn’t a slouch, delivering anywhere from 329 to 526 horsepower. But the AMG edition takes that to a new level, the big sedan punching out as much as 751 hp when its boost function is triggered. That’s nearly 25% more than the gas-powered AMG S 63.
“The AMG EQS is the first all-electric ambassador in the performance segment (and) will undoubtedly appeal to and win over a new clientele for Mercedes-AMG,” Philipp Schiemer, chairman of the performance brand’s board. “It is tailor-made for car enthusiasts who are looking for a combination of innovative electric mobility in a luxurious ambience, coupled with sportiness and agile driving dynamics.”
Taking on Tesla
The decision to deliver an electrified version of the EQS should come as no surprise. The rival Tesla Model S has been stealing buyers from not only the mainstream Mercedes S-Class, but also AMG models like the S 63 with the addition of its Model S Performance and Plaid editions.
The Mercedes-AMG EQS is expected to race from 0-62 mph in 3.4 seconds.
AMG aims to tap into the performance benefits offered by electric motors — which deliver maximum, off-the-line torque the moment they start spinning. That will permit the AMG EQS to launch from 0 to 100 kmh, or 0 to 62 mph, in an estimated 3.4 seconds on models equipped with the optional AMG Dynamic Plus package. Top speed is electronically limited to 155 mph.
Like the initial version of the EQS, the AMG edition will be powered by a 107.8 kilowatt-hour lithium-ion battery pack, though it will use modified wiring to increase the amount of power that can be sent to the big sedan’s wheels. That will allow a normal output of up to 649 hp, briefly jumping to 751 hp when in boost mode. That also will bump up torque from 700 to 752 pound-feet.
The system uses twin motors, with the primary one mounted on the rear axle. Along with the increase in wiring capacity, the AMG EQS takes several steps to keep the motors cool under aggressive driving. That includes a “water lance” in the rotor shafts, as well as a transmission oil cooler.
The new AMG EQS features Mercedes’ new Hyperscreen technology.
Range and charging
The automaker isn’t yet quoting range but the AMG model is expected to deliver less than the more mainstream EQS which is rated at 770 kilometers, or nearly 480 miles, per charge using the European WLTP test cycle.
The 400-volt drive system can be charged at up to 200 kW at quick-charging stations, yielding an additional 300 km, or 186 miles, in just 19 minutes.
The AMG EQS rides on a modified version of Mercedes’ new EVA2 architecture, a skateboard-like platform that mounts most of its powertrain components below the load floor. That eliminates the driveshaft tunnel normally required on vehicles with AMG 4Matic all-wheel drive, and allows for more interior space than the conventional S-Class.
The new EQS adopts what might be thought of as a “one-box” or, as Gorden Wagener, Mercedes’ global design director prefers, a “one-bow” design. With only subtle deviation, a single, curved line flows over the top of the vehicle from bumper to bumper.
The AMG EQS rides on a modified version of Mercedes’ new EVA2 architecture, a skateboard-like platform that mounts most of its powertrain components below the load floor.
“It’s all about proportion,” said Wagener, during the launch of the initial EQS last April. “We managed to keep the balance, go to the edge in design and tech, but … not leave anyone behind.”
Unique features
As with other AMG models, the performance version of the EQS features a number of design tweaks. These include:
Front splitter in high-gloss black with chrome trim and also flics and fins on the air intakes, with air curtains on the left and right in high-gloss black with chrome trim
AMG side sill panels in high-gloss black
Rear bumper in the color of the car with aerodynamically optimized diffuser with six longitudinal fins
Larger rear spoiler (compared to AMG Line), to improve driving dynamics: rear lift is reduced without increasing drag
21- or 22-inch AMG aerodynamically optimized alloy wheels
Inside, the EQS gets a modified version of the new Mercedes Hyperscreen which stretches virtually pillar to pillar across the instrument panel. The Hyperscreen is optional on the standard EQS but standard here.
The AMG model is expected to deliver less than the more mainstream EQS which is rated at 770 kilometers, or nearly 480 miles, per charge using the European WLTP test cycle.
Enhancing performance and handling
Other standard features include the AMG Dynamic Plus system which not only improves performance and handling but also adds unique “Soundscapes.” These are, essentially, sound tracks specifically designed to enhance the perception of performance driving, replacing the traditional sound of a gasoline engine.
AMG’s Ride Control+ suspension with adjustable damping also comes standard. So does rear-wheel steering which is optional on the “base” EQS.
At speeds below 37 mph, the rear wheels steer in the opposite direction to the front wheels. This makes the AMG EQS highly maneuverable, light-footed and nimble” in urban driving, Mercedes explains. While at speeds above 37 mph, “the rear wheels steer in the same direction as the front wheels. As a result, the virtually extended wheelbase offers increased handling stability and driving safety at high speeds, and during fast lane changes or sudden evasive maneuvers.”
High-performance compound brakes capable of regenerating energy while slowing or coasting come standard. Among the options offered on the AMG model, buyers can opt for carbon-ceramic compound brakes.
Pricing will be revealed closer to launch. The base Mercedes EQS will reach U.S. showrooms later this year, the EQS AMG set to follow in early 2022.
During the past two decades, Cadillac has struggled repeatedly to invent itself with new designs, new technology and new, higher performance powertrains. That comes to a peak with the arrival of the new Blackwing in U.S. showrooms.
The CT5-V Blackwing represents the pinnacle of Cadillac performance, technology and craftsmanship, Cadillac says.
The fastest and, Caddy claims, most nimble products the brand has ever sold, should impress anyone taking their measure — whether by stopwatch or by the pure, seat-of-the-pants feel of launching from 0 to 60 in as little as 3.4 seconds.
But the arrival of what are more formally known as the V-Series Blackwings also has a distinctly bittersweet feel. The CT4-V Blackwing and CT5-V Blackwing, a spokesman confirmed in an e-mail note, will be “the last internal combustion engine sedans that Cadillac will build.” Going forward, General Motors’ most exclusive brand will switch to battery propulsion.
What a way to go.
Big power under the hood
The CT5-V Blackwing is powered by a 6.2-liter V-8 that pushes from 0-60 mph in 3.4 seconds.
The CT5-V Blackwing is powered by an upgraded version of GM’s 6.2-liter supercharged V-8, here making an eye-popping 668 horsepower and 659 pound-feet of torque. That’s enough to get it from 0-60 mph in a mere 3.4 seconds when paired with a 10-speed paddle-shift automatic transmission.
You’ll sacrifice two-tenths in the sprint if you opt for one, but Caddy has been kind enough to end a century run of internal combustion engines by also offering a 6-speed manual option. Either way, top speed is more than 200 mph, making this the fastest Cadillac ever.
“For nearly two decades, enthusiasts have told us how important it is to have the control of a manual gearbox in their performance sedan,” said Mirza Grebovic, Cadillac performance variant manager. “The ability to choose the driving experience they want is a luxury in and of itself, allowing them to feel more connected with the vehicle.”
Cadillac’s most powerful sedan ever is loaded with technology — and an optional 6-speed manual.
The smaller CT4-V Blackwing makes good with a 3.6-liter twin-turbo V-6 rated at 472 hp and 445 lb-ft of torque. Low-inertia turbos, the automaker notes, help deliver plenty of power at low revs. As with its bigger brother, the subcompact delivers some impressive numbers: the automatic model hitting 60 in 3.9 seconds, the stick in 4.1. It tops out at 189 mph. And, for those who dream of launching a Caddy down the quarter-mile, it’ll hit the traps in 12.14 second, at 117 mph.
(And for those comparing stats: the 11.30 second quarter-mile of the CT5-V Blackwing is the same as the Ford Mustang Shelby GT 500.)
“Driving is always a blend of the quantifiable and the subjective, and in both regards, the new CT4-V Blackwing and CT5-V Blackwing deliver like few other luxury sport sedans,” said Grebovic. “They’ve got the numbers to stand with the world’s best, but they also transcend the stopwatch with the sort of satisfying driver experience that cannot be defined by lap times alone.”
Fast paired with great handling and comfort
The CT4-V Blackwing is the smaller sibling, but is still plenty powerful with a 3.6-liter twin-turbo V-6 rated at 472 hp.
In today’s world, straight-line acceleration can only be part of the story. And Cadillac spent a lot of time making sure the Blackwing models will be able to run laps on the track, as well as cruise smoothly down the highway. Both models feature electronic limited-slip rear differentials, a magnetic ride control suspension and other improvements to ride and handling. They ride on Michelin Pilot Sport 4S tires designed specifically for each Blackwing model.
Buyers of what is being billed as a limited-run series will be offered the option of upgrading what are already the largest-ever brakes on a Cadillac to a carbon-ceramic package. And there’s an available carbon fiber aero package that, the automakers claims, “delivers the highest downforce in V-Series production history.
Of course, this is a Cadillac, and not just some mainstream muscle car. So, there are all the requisite luxury elements: stitched, heated and cooled leather seats, carbon fiber and metal accents, big touchscreen infotainment systems, wireless Apple CarPlay and Android Auto, and so on. There’s an optional head-up display on the CT5-V Blackwing, and a high-performance steering wheel on its little brother. Both offer “available” performance data recorders.
The CT4-V Blackwing races from 0-60 mph in 3.9 seconds.
The CT4-V Blackwing starts at $59,990, though you can quickly run it up to an MSRP of $87,775 when fully configured. The CT5-V Blackwing starts at $84,990 and a fully configured MSRP of $125,980.
Change is coming
But back to the somber note that we began with. This will, indeed, mark the end of an era for Cadillac, the brand that really made the internal combustion viable more than a century ago by incorporating the very first self-starter. Going forward, the brand intends to switch to battery-electric propulsion. That transition begins with the arrival next year of the Cadillac Lyriq.
The initial, single-motor version will push 340 hp and 325 lb-ft through the rear wheels. But a twin-motor variant is in the works and, considering what we’re seeing with other all-electric luxury models, that version of the Caddy SUV very well could deliver sub-4 second 0-60 times.
Cadillac has confirmed it has an array of at least four more BEVs in the works, including an all-electric alternative to the Escalade, as well as a limited-edition supercar flagship, the Celestiq.
While they won’t deliver the aural grunt of the Blackwing series, they could take Caddy performance up to an even more exotic level in the near future.
For those looking to buy an electric vehicle, it’s a good time to be in the market as there are a variety of incentives available. Electrify America’s offering the latest with 250 kWh of complementary charging for new 2022 Volvo XC40 Recharge and the coming 2022 C40 Recharge buyers.
The 2022 Volvo C40 Recharge is being produced in Ghent, Belgium, like the XC40 Recharge — gets 250 kWh of free charging too.
The program only applies to the first owners of the vehicles. Once owners have chewed through their free allotment, they’ll automatically be eligible for Electrify America’s Pass+, which gives them lower rates and a membership paid by Volvo for one year.
“Increasing access to fast and reliable charging is critical to the adoption of battery electric vehicles,” said Anders Gustafsson, president and CEO of Volvo Car USA. “Our collaboration with Electrify America ensures our drivers will be able to enjoy the benefits of an electric car whether they are taking short trips or long journeys.”
Free juice is one of the go-to moves to entice potential BEVs owners buy a particular electric vehicle these days. Even the popular Ford Mustang Mach-E, which is reportedly responsible for stealing 10% of Tesla Inc.’s marketshare, came with a deal.
New owners once got 250 kilowatt hours of free charging through FordPass Rewards at Electrify America fast-charging stations. It’s not just Ford. General Motors has turned to petro-giant Shell to help buyers of BEVs like the Chevrolet Bolt charge up using renewable energy.
The program allows owners to charge up overnight — when demand on the grid is normally low — at no cost using renewable energy. The new partners also plan to provide energy at reduced rates to GM suppliers. Initially, the program will be limited to Texas, but the plan is to expand to other markets “in the future,” they said in a statement.
Ford Mustang Mach-E owners once received 250 kWh of complimentary charging through FordPass Rewards at Electrify America stations.
Cash rebates haven’t cut it
In the past, cash rebates or special low interest rates have been used to entice buyers into a specific vehicle, but not so with EVs. Makers have seized upon range anxiety fears to get attention by offering no-cost EV charging.
The “free juice” push isn’t a recent phenomenon. Nissan’s offered it sporadically on its Leaf EV for several years. Ford offered the incentive on its C-Max five years ago too. Recently General Motors jumped on the bandwagon.
GM looked to attract buyers by making it easier to charge up at home and on the road, setting up alliances with more than a half-dozen public charging companies, including Blink Charging, ChargePoint, EV Connect, EVgo, FLO and SemaConnect, as well as Greenlots. The latter company was acquired by Shell in 2019.
Of course, Tesla really started the whole “free charging” by offering it for a lifetime to early owners of its vehicles through its proprietary SuperCharger network.
General Motors and Shell are working together to offer renewable energy solutions to GM’s customers in Texas.
Working with automakers
EVgo’s worked with Nissan on to make charging easier, including working with the Japanese automaker to add 2,000 charging stations to its network in the last six years, including a series of nine fast-charging stations stretching across a 500-mile stretch of I-95 between Boston and Washington, D.C.
Electrify America offered special pricing for Kia Niro EV owners last year. The “Kia Select” program offered a flat rate of 35 cents per-minute charging for current Kia Niro EV drivers, designed specifically for the unique DC charging characteristics of the model. The program also waives session fees and has no subscription fees for participants.
It is owned by Volkswagen, which formed the company as part of its dieselgate scandal settlement a few years back. It just recently announced plans to double its current electric vehicle charging infrastructure in the United States and Canada with more than 1,800 fast charging stations and 10,000 individual chargers installed by the end of 2025.
The expansion will increase the deployment of 150 and 350 kilowatt chargers – the fastest speed available today – and help pave the way for more electric vehicles in North America, according to Electrify America officials.
Environmental activists are calling on the Biden administration to ban the sales of passenger cars, light-duty trucks and SUVs equipped with gasoline engines by 2030. The State of California, the nation’s largest market for new vehicles, is calling for a ban the sale of new vehicles with gasoline engines by 2035.
Call for tough federal ban
The Center for Biodiversity wants tougher regulations of auto emissions.
In an opinion piece published online by The New York Times, Daniel Becker, director of the Safe Climate Transport Campaign at the Center for Biodiversity and James Gerstenzang, the campaign’s editorial director, argued for the tougher regulations of auto emissions, noting that President Joe Biden could move to tighten regulations sometime this month.
“As a first step, he should reimpose auto emission reductions for and cars, SUVs and other light trucks to 5% per year as called for under the Obama rules. Because those regulations went through the full rule-making process in 2012 and we’re reviewed in 2017, we believe we should be able to do this with a minimum of red tape,” the Becker and Gerstenzang said.
“Then, he should instruct the Environmental Protection Agency to write rules that phase out sales of gas burning versions of vehicles by 2030. Annual emission should be raised to 7% a year through 2030,” they said.
“These steps, which could take at least a year to make their way through the federal rule-making process and would guarantee the transition to electric vehicles so that cars and trucks are virtually emission free by 2050,” they added.
California rules are not tough enough
California Governor Gavin Newsom.
They went on to say that the current rules that apply in California, to which automakers such as Ford, Volkswagen, BMW, Honda and Volvo have agreed, don’t go far enough to protect the environment. Those rules include an executive order issued in September 2020 by California Governor Gavin Newsom, calls on California’s state agencies to build a plan to phase out sales of all new gasoline-powered vehicles by 2035.
Other carmakers, such as General Motors, Daimler and Toyota, reluctantly signed on the California deal after the 2020 Presidential election, since Biden had vowed to withdraw a federal lawsuit launched by the Trump administration that had contested California’s authority to set the rules for automotive emissions.
Partisan divisions hamper effort to build consensus
Bjorn Lomborg: Climate change skeptic
The opinion piece is likely to ignite a full-blown political and legal war with carmakers in the middle, coping with uncertain and volatile regulatory environment as they move through the transition to electric vehicles. At the same time, automakers such as GM want to protect profits from trucks and SUVs powered by gasoline engines.
Conservatives have argued electric vehicles are too expensive, could stifle economic growth and don’t address the needs of ordinary Americans. Many of them are also remain skeptical about climate change. Bjorn Lomborg, Danish political scientist and statistician, has gained renown for his critique of mainstream theories of ecological crisis.
The threat of climate change has become more apparent, according to the Union of Concerned Scientists, which has long been an advocated for tighter emission controls. “People around the country are already experiencing record-breaking drought, deadly heat waves, unusually early tropical storms with the prospect of an above-normal hurricane season, extreme flooding, and major wildfires with a dire forecast of an intense wildfire year in Western states,” the organization noted in appeal to activists this week.
“All these extremes are part of a ‘sobering’ trend — we keep surpassing records year after year, with 2020 tied for the hottest year on record, it said. “The climate crisis is here and we cannot wait,” the organization added.
Car & Driver’s first “Electric Car of the Year: the Ford Mustang Mach-E.
At the same time, the auto industry has moved on. Since last autumn, GM and Ford have significantly increased the amount of money they are investing in EV technology. Globally, regulators in Europe and China are legislating automakers to expedite the introduction of electric vehicle technology.
As a result, car culture in the U.S. is also beginning to shift. “Car & Driver,” a magazine that has long been considered a ‘’must-read’ for car enthusiasts, announced this week it was naming an “Electric Car of the Year.” The first award will go to the 2021 Ford Mustang Mach-E, the magazine said.
