2022 Rivian R1T Review // The Cybertruck That Actually Exists

New Federal Tax Credits in the Inflation Reduction Act

Federal tax credit for EVs will remain at $7,500 Timeline to qualify is extended a decade from January 2023 to December 2032 Tax credit cap for automakers after they hit 200,000 EVs sold is eliminated, making GM, Tesla, and Toyota once again eligible The language in the bill indicates that the tax credit could be implemented at the point of sale instead of on taxes at the end of the fiscal year That means you can get your credit up front at the dealer, but these terms may not kick in until 2024 In order to get the full tax credit, the EV must be assembles in North America and… Two binary pieces separate the full $7,500 credit meaning the vehicle either qualifies for each piece of the credit or it doesn’t $3,750 of the new credit is based upon the vehicle having at least 40% of its battery critical minerals from the United States or countries with a free trade agreement with the United States. This is a list of countries with free trade agreements with the US. The other $3,750 of the new credit is based on at least 50% of the battery components of the vehicle coming from the United States or countries with a free trade agreement with the US Note – these battery requirements are now being enforced as April 18, 2023. More below. The 40% minerals requirement increases to 50% in 2024, 60% in 2025, 70% in 2026 and 80% in 2027 The 50% battery components requirement increases to 60% in 2024, 70% in 2026, 80% in 2027, 90% in 2028 and 100% in 2029 Beginning in 2025, any vehicle with battery minerals or components from a foreign entity of concern are excluded from the tax credit Qualifying EVs must also have a battery size of at least 7 kWh and a gross vehicle weight rating less than 14,000 pounds New federal tax credit of $4,000 for used EVs priced below $25k Subject to other requirements like lower annual income (see below) Revised credit applies to battery electric vehicles with an MSRP below $55,000 Also includes zero-emission vans, SUVs, and trucks with MSRPs up to $80,000 New credit also expands to commercial fleet customers Includes separate qualifications and limits The federal EV tax credit will be available to individuals reporting adjusted gross incomes of $150,000 or less, $225,000 for heads of households, or $300,000 for joint filers The new credit will also continue to apply to Plug-in Hybrid EVs (PHEVs) as long as they meet the same requirements outlined above Revamped used vehicle credit

Used EVs also got revised terms that now offers a credit equal to 30% percent of the sale price (up to $4,000). That should help consumers like yourselves get some change back in your pocket at the end of the fiscal year. As long as you stick to these terms as outlined by the IRS. To qualify as a customer, you must: Be an individual who bought the vehicle for use and not for resale Not be the original owner Not be claimed as a dependent on another person’s tax return Not have claimed another used clean vehicle credit in the three years before the EV purchase date Modified adjusted gross income must not exceed $75k for individuals, $112,500 for heads of households, and $150k for joint returns For the used EV to qualify for federal tax credits, it must: Have a sale price of $25,000 or less Have a model year at least two years earlier than the calendar year when you buy it For example, a vehicle purchased in 2023 would need a model year of 2021 or older Not have already been transferred after August 16, 2022, to a qualified buyer Have a gross vehicle weight rating of less than 14,000 pounds Be an eligible FCV or plug-in EV with a battery capacity of least 7 kilowatt hours (kWh) Be for use primarily in the United States You buy the vehicle from a dealer For qualified used EVs, the dealer reports required information to you at the time of sale and to the IRS Purchaser must be an individual (no businesses) to qualify for used credit A used vehicle qualifies for tax credit only once in its lifetime FOR COMPLETE ARTICLE SEE: https://electrek.co/2023/04/17/which-electric-vehicles-still-qualify-for-us-federal-tax-credit/

2023 toyota that runs on hydrogen with about a 500 mile range........................

BY DREW DORIAN AND MIHIR MADDIREDDY Overview As an electric car that runs off hydrogen, the 2023 Toyota Mirai is a niche car within a niche segment. Its handsome design and luxurious cabin are as unexpected as its fuel-cell powertrain, which produces 182 horsepower and can motor on for more than 400 miles before needing a refill of hydrogen. It’s not as quick as EV rivals that use charging stations to fill their batteries, but the Mirai at least offers a refined ride and lively handling. Why aren’t more of these finding homes among the motoring public? Well, right now only the state of California has a reasonable infrastructure of hydrogen fueling stations, a fact that severely limits the Mirai’s—and its chief rival, the Hyundai Nexo’s—appeal.

Pricing and Which One to Buy XLE $50,595 Limited $67,095 Toyota offers the Mirai in either the base XLE trim or the loaded Limited guise, but we'd stick with the less expensive of the two. Standard interior features include heated and power-adjustable seats, keyless entry and ignition, faux-leather upholstery, and a 12.3-inch infotainment touchscreen. All Mirai models come with a $15,000 fuel credit and 21 days of complimentary vehicle rentals for when travel dictates drives away from areas with hydrogen fueling stations. EV Motor, Power, and Performance The Toyota Mirai relies on what’s called a fuel-cell electric powertrain, meaning that hydrogen (which could actually come from cow manure, among other sources) is converted into electricity by the onboard fuel cell—essentially a chemical laboratory on wheels. Fuel cells create electricity by stripping electrons from hydrogen atoms; the hydrogen then bonds to oxygen to create water, while the electrons power the electric motor. The result is an electric vehicle that relies on hydrogen fueled from a pump rather than electrons drawn from the nation's electrical power grid. The electric motor powering the Mirai produces 182 horsepower, and a direct-drive transmission sends those ponies to the rear wheels. Although Toyota claims the Mirai requires a leisurely 9.1 seconds to reach 60 mph, the immediate nature of the electric motor's power delivery makes it feel perkier than that when driving around town. Likewise, the rear-wheel drive chassis delivers a surprising level of athleticism while preserving a refined and composed ride. Fuel Economy and Real-World MPGe The EPA hasn't released estimates for the Mirai's fuel economy yet, but the previous generation model earned ratings of 67 MPGe for both city and highway driving. The more frugal of the two Nexo models comes in at 65 MPGe city and 58 MPGe highway. According to Toyota, the Mirai is good for up to 402 miles per fill-up of hydrogen. For more information about the Mirai's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo The Mirai boasts a snazzy cabin that matches its swoopy exterior. Copper-colored trim pieces highlight several curvy elements on the dash and door panels while the nearly all-digital instruments and large infotainment screen dominate the upper part of the dashboard. It's a futuristic and rich-looking design that's appropriate for a car with a $50,000 starting price. The more expensive Limited trim brings even more niceties than the standard XLE, including a moonroof, heated-and-ventilated front and rear seats, three-zone automatic climate control, and more. for complete article go; here

The Smart Car Is Officially Dead in the U.S.

The Smart city-car brand will soon cease operations in the U.S. as its single model, the Fortwo, goes away after the 2019 model year. Smart, which is owned by Daimler, had already stopped selling the gasoline-powered Fortwo in America, restricting the lineup to include only the electric model starting in 2017. The 2019 Smart EQ Fortwo is still on sale for the time being, starting at $24,650, but won't be around for long. Smart is officially exiting the U.S. market and will stop importing its all-electric Fortwo city car to North America after the 2019 model year. A spokesperson for Mercedes-Benz said in a statement that the high cost of homologating the Fortwo for the U.S., combined with slow sales, led to the decision. Smart had already dropped the gasoline-powered Fortwo from its lineup in 2017, leaving only the electric Fortwo that was recently rebadged as an EQ model to correspond with Mercedes-Benz's new electric subbrand.

A subsidiary of Mercedes-Benz and parent company Daimler, Smart first arrived in the U.S. in 2008 and sold nearly 25,000 copies of the Fortwo in its first year. Sales have been on a steep decline since then, and the downward trend took a sharp turn when the gasoline models were dropped from the lineup. A paltry 1276 Smart vehicles were sold in the U.S. throughout all of 2018. R.I.P. these vehicles are dead for 2020 These Vehicles Are Discontinued for 2021 dead cars 2020 These Vehicles Are Discontinued for 2020 Mercedes-Benz says that dealerships will continue to provide service and parts for current owners of both gasoline- and electric-powered Smart Fortwo models. Smart's U.S. website currently lists 82 dealers nationwide that are authorized to service the cars, with 23 of those dealers listed as having Smart inventory. this article can be found in its entirety at car and driver

THE HONDA N360 THE CAR WITH A MOTORCYCLE ENGINE THAT GOT GREAT GAS MILEAGE

The Honda N360 is a small front-engine, front-wheel drive, two-passenger two-box automobile manufactured and marketed by Honda from March 1967 through 1970 in compliance with Japan's kei car regulations. After a January 1970 facelift, the N360 became the NIII360 and continued in production until June 1972.[9] A larger-engined variant, the N600, was marketed through 1973. All models complied with Japanese kei car dimensional regulations, though vehicles with the 401 cc and 598 cc engines exceeded the kei engine displacement limits and were largely intended for international sales. The N360 featured front wheel drive and an air-cooled, four stroke, 354 cc, 31 PS (23 kW; 31 hp) two-cylinder engine. This same engine was also used in the Honda Vamos, with a beam axle/leaf spring rear suspension. With the N360 nameplate, along with its variants, Honda used the "N" prefix, designating "norimono" (translating from Japanese to English as "vehicle" ) — to distinguish the car from its motorcycle production. In 2012, Honda introduced the Honda N-One, an homage inspired by the 1967–1973 N sedans. Honda marketed the N360 as a two-door sedan, with a three-door wagon (considered a commercial vehicle in Japan, and therefore called a "Light van") called the LN360 arriving in June of the first year. It has a horizontally divided rear gate and boxier rear bodywork for maximum load capacity. The LN360 had the same 31 PS engine as the sedan, and a top speed of 105 km/h (65 mph). After a January 1970 facelift it became the LNIII 360, with a new non-reflective dash, bigger turn signals, and the same new front end as the sedan. The LNIII 360 was built until late 1971, when the Life Van took over.[10] The N360 was an all new, clean-sheet product, and did not share its chassis with the Honda Sports roadster, or the Honda L700 commercial platform. The N360 was a new market segment for Honda, providing an affordable, reliable, and easy-to-maintain vehicle that had broad market appeal to private car ownership. The roadsters and trucks built up to then had specific, targeted appeal. The engine's technological specifications reflected engineering efforts resulting from the development of the larger Honda 1300, which used an air-cooled 1.3-litre engine. One of the primary differences between the N360 and the Honda Life that followed was the N360/600 had an air-cooled engine, and the Life had a water-cooled engine. The water-cooled engine was better able to comply with newly enacted emission standards in Japan, and reflected an industry wide move away from air-cooled as well as two-stroke engines. As does the original Mini, but unlike the succeeding Life, the N360/600 had its gearbox mounted in the sump rather than bolted on as a separate unit. An upgraded 36 PS (27 kW) engine was added in October 1968 for the N360 TS, which was sold as the N360 Touring following a minor update in January 1969. The updated version is referred to as the NII. A 401.54 cc engine was used in the similar N400, a model sold in certain export markets beginning in late summer 1968. This occupied the narrow slot between the 360 and the 600; in most markets it was only sold as the N400 L with better equipment. The Hondamatic-equipped N360AT which appeared in August 1968 was the first kei car equipped with an automatic transmission.[11] BY WIKIPEDA

The 2017 Chevy Volt Review

2017 Chevrolet Volt Compact car Range: 53 mi battery-only, 420 mi total MSRP: From $33,220 Battery charge time: 13h at 110V, 4.5h at 220V Horsepower: 149 hp Battery: 18.4 kWh 300 V lithium-ion Configurations LT $33,220 Premier $37,5702017 Chevrolet Volt Compact car Range: 53 mi battery-only, 420 mi total MSRP: From $33,220 Battery charge time: 13h at 110V, 4.5h at 220V Horsepower: 149 hp Battery: 18.4 kWh 300 V lithium-ion Configurations LT $33,220 Premier $37,570 This is what car and driver had to say about the VOLT: Despite the Volt’s eco image, it’s actually fun to drive, without the range anxiety of pure electric vehicles. Its gasoline-hybrid powertrain offers impressive all-electric range, greater efficiency, and better acceleration. The all-electric range is 53 miles; after that, the gas engine starts up to recharge the battery and keep you going. In our testing, we recorded 59 MPGe. There are five seats, but the middle rear seat is almost unusable. Charge times are 13 hours on 120V and 4.5 on 240V. The national average for regular gasoline recently dipped to $2.16 per gallon, more than half a buck lower than it was a year ago. That’s great for commuters but trouble for the fuel-sipping 2017 Chevrolet Volt reviewed here. When gas is cheap, new-vehicle shoppers’ thoughts drift toward plus-size SUVs and heavy-duty pickups. The few smart ones who hedge their bets know that a palace coup on the opposite side of the globe could spike pump prices. The Volt’s clean-sheet redesign for 2016 confirms that General Motors is serious about its stake in the efficiency corner of the market in spite of temporarily cheap fuel. Born in 2010 as an “extended-range electric vehicle,” the Volt cleared a path for what we now call plug-in hybrids. The dozen or so plug-ins currently on the market range from the Toyota Prius Prime with an estimated base price of $30,000 to the $141,695 BMW i8. for the complete article go to: http://www.caranddriver.com/chevrolet/volt

Honda Civic HF 40 mpg ?

Small cars
40 mpg dollars and sense: Honda Civic HF may save fuel, but doesn’t really save money


After delaying the worldwide debut of its new Civic, Honda came to the current fuel-miser wars - a year late and 1 mpg short. The standard versions of the Civic, the LX and EX sedans, are rated at 39 mpg on the highway.

That’s pretty good, unless you’re facing a field of competitors, including Chevrolet, Ford, and Hyundai, advertising a nice, round 40. Incidentally, the last EX we tested in 2006 got 43 mpg highway. So Honda brought back its long-dormant Civic HF model designation, complete with special aerodynamic aids and low-rolling resistance tires that could bring it back to the top of the pack. The Civic HF sedan is EPA-rated at 29 mpg city, 41 mpg highway, and a combined 33 mpg overall.

Interestingly, while Honda uses its proprietary variable valve actuation, it does not employ direct injection or turbocharging as other automakers do to achieve this level of fuel efficiency. It makes us wonder what Honda could achieve if it did employ the latest technologies. No doubt, we’ll eventually find out.

So if you’re in the market for a new Civic, should you buy an HF?

We took a look at the numbers and found the new model doesn’t really pan out. With power windows and locks, but no sunroof, the HF is most similar to a mid-level Civic LX. It also has an extra trunk spoiler, special wheels, low-rolling-resistance tires, extra under-body shields, and a lower ride height. It sells for $20,225 with a standard automatic transmission--$800 more than a Civic LX automatic EPA-rated at 28 mpg city, 39 mpg highway and a combined 32 mpg rating. We’ll soon have our own fuel economy for the Civic we are currently testing.

We based our financial comparison on the assumption that you drive the national average of 12,000 miles a year and pay a round $4 for gas. Based on those factors, the HF would save you $45 a year in gas. At that rate the gas savings would take 18 years to make up for the extra cost of an HF over a Civic LX automatic.

True, Honda also offers the Civic Hybrid, with an even better 44 mpg city and highway fuel economy rating. But it costs $4,500 more than the HF. Even that gas savings won’t make up for the extra cost, although in the past we’ve seen that hybrids also have lower depreciation, which could make up much of the difference over time.
Honda Civic LX (auto) Honda Civic HF
MSRP $19,425 $20,225
Difference — $800
Fuel economy
City 28 29
Highway 39 41
EPA combined 32 33
Annual fuel cost $1,500 $1,455
Annual savings $45
Payoff years 18

Our advice to consumers: If you’re looking for a fuel efficient Honda Civic, check out the mainstream Civic LX, which gets very good mileage. Then if you want to invest the $800 you save in donating to an environmental cause, you may get more back in taxes than you’d save in fuel the first year.

And our advice to all automakers: Saving fuel is important, to the country, to consumers, and to you facing higher fuel economy requirements. Clearly, technology is successful in improving efficiency. Why not give everybody the best bang for their buck by eliminating modified versions and simply building the most fuel-efficient cars you can across the model range?