Route 7 is now an EV Corridor as officially designated by the U.S. Department of Transportation Federal Highway Administration (FHWA). These alternative fuel corridor (electric is only one of them) designations are intended to raise awareness among current EV owners and the public at large of the access to nearby charging. This is part of a strategy to promote interstate cooperation and a national build out of charging corridors. All corridor designations have to be re-certified every 5 years. This designation currently applies to the section of Route 7 from the I-95 interchange to New Milford.

Along with the designation, the ceremony held at Fodor Farm in Norwalk also acknowledged the donation of a level 2 charging station by JuiceBar, a Connecticut manufacturer (based in Norwalk) of EVSE.

The presenters were (left to right):

Tammy Thornton, Wilton Go Green

Barry Kresch, President, EV Club of CT

Senator Bob Duff (Majority Leader)

Carlo Leone, CT Department of Transportation

Mayor Rilling of Norwalk

Daphne Dixon, President of Live Green CT

First Selectman Dunn of Brookfield

First Selectman Marpe of Westport

Senator Will Haskell (Transportation Committee co-Chair)

Paul Young of JuiceBar

Utility EV Rate Design – Proposed Details for Single Family Residences

The grid at the top of this post comes from a filing by Eversource for its proposed EV charging incentive structure for single family residential homes. It is one piece of the many-legged creature that is the new EV Rate Design Adjudication that was released by the Public Utilities Regulatory Authority (PURA). In turn, the EV Rate Design is but one facet of PURA’s larger grid modification docket. To be clear, these incentives come from the utilities.

When the adjudication was released in mid-July, not all of the incentive levels and implementation details had been determined. Working groups were set up to address the unfinished work. This is the month when a lot of the submissions are required.

The EV Rate Design is a big program that includes incentives for residential, commercial, workplace, fleet, and public charging. The incentives include hardware and installation subsidies, make ready, demand charge mitigation, and financial incentives to avoid charging during peak periods. The grid up above is only the single family residential part. This is not final. It has been submitted by Eversource to PURA for approval. There is a comment period and there could be changes. It is our expectation that changes will likely be at the margin. For that reason, we thought it worthwhile to tease it and these are the provisions.

Please note that this program begins in January 2022 and the subsidies for hardware and installation only apply to purchases after the start of the program. The first set of bullet points are for hardware and installation.

• A household can receive a $500 subsidy to offset the purchase of a smart charger. It has to be a smart charger, meaning WiFi enabled, in order to be able to participate in the program because the utility, or Electric Distribution Company (EDC) as they are referred to, has to be able to see the charger/charging activity. Taking this subsidy requires participation in the demand response or managed charging program. $500 is a meaningful amount as there are smart chargers out there in the $6-700 range. Only approved equipment is eligible. The approval list has not yet been released. This is necessary because the EDC has to know that the unit will function in its particular software environment.
• There is an additional $500 subsidy to offset the cost of bringing a 240 volt line from the panel to the garage. The total cost of this will vary with each residence based on the amperage of the line being pulled and the difficulty and distance in getting from the panel to the garage.
• If your panel does not have enough capacity for an EV charger, or the charger you want, you would have to upgrade your electric service. There is no provision to offset that expense, which can be $5000 or more.
• There is an installed base of dumb chargers among existing EV owners and the program has a provision for these folks to participate.
  • If the vehicle has telematics access, GM and Tesla being the specific examples cited in the filing, the utility can capture the data via the car without needing the smart charger.
  • If there is not telematics access, the utility will send a device to track it.
• There may be an installed base of smart chargers. The filing doesn’t address this. It may be an omission. If the program wants to treat these differently than a dumb charger, then one would have to wait for a determination of whether this equipment is approved.

The next incentives are for participation. The idea is to offer discounts to get customers to charge their EVs during periods of lower electricity demand. This will help load balance the grid.

• For those accepting the hardware and installation incentive, since that comes with the obligation to participate, there is no enrollment incentive.
• For telematics participants, there is a $200 enrollment incentive. For non-telematics “device” participants, the enrollment incentive is $150.
• Charging incentives for smart charger and non-smart charger participants are capped at $200 annually.
  • The program is intended to have 2 levels of participation: demand response and managed charging. Only demand response will be rolled out for 2022. Managed charging will follow 12 months later.

Demand response means that the utility will alert customers when a high demand period is coming. The alert will typically happen 24 hours prior to the event. These events will generally be 3 hour blocks of time occurring between 3 – 9PM in June through September on days when demand spikes. Customers with smart chargers will be opted-in by default but have the ability to opt-out for a given event in response to an alert. Being opted-in means that the car will either have its charging rate curtailed or will temporarily not be able to charge during the high-demand block of time. If a car is simply not plugged-in, that counts as being opted-in. Customers are permitted up to 2 opt-out events per month to remain eligible for the incentive. Telematics customers will work similarly, except it is up to the customer not to plug-in during these times (since the utility can’t control the charger). The incentive is structured as $50 per month for each of the 4 months, paid annually after the summer.

The minimum participation requirement is 24 months. After 24 months, participation continues unless affirmatively withdrawn by the customer. Participation may be terminated prior to 24 months if there are extenuating circumstances, such as customer no longer owning an EV or moving to a new residence.

The more advanced demand charge level allows the utility to throttle the rate of charge as needed. There are no discreet events as with demand response. Customers can switch between tiers in either direction, but must participate for 6 months before switching and then another 6 months before switching again. The EDCs have proposed that a higher incentive be made available to participants in the more advanced managed charging program but have not yet specified how much it will be.

As noted at the start of the post, this plan is not final. We will publish updates as events unfold.

The Chevrolet Bolt recall is inching closer to the one year mark, having started in November of last year. GM expanded the scope of the vehicles being recalled over the course of several stages until in August, it expanded to every Bolt manufactured. That’s the bad news/good news. The recall involves every Bolt, but it hasn’t been a big seller. The irony is that was beginning to change. Since the introduction of the redesigned model this year which came with a lower price, it has been getting traction as one of the better BEV values. Below is the registration trend of the Bolt in CT, compared with its stablemate Volt that was discontinued in 2019. The most recent numbers in the chart are as of July 1, which was before deliveries began of the Bolt EUV.

There may finally be a ray of hope. ElectricDrive.com reported that GM has identified the cause and that its supplier, LG Chem, has restarted production lines. New battery cells could be reaching dealers by later this month. It is not known how long it will take to work through the recall backlog as well as the resumption of new vehicle manufacturing. The automaker also announced “new diagnostic software” to be deployed over the next 60 days.

The recall does tell us a couple of things. If you read the ElectricDrive piece, the problem is described as a defect in the manufacturing process. There is more detail than that, but the point is that it isn’t a problem with the battery design or underlying technology. It is strictly quality control. In the article, it specifies that the problem occurred at the LG plant in Korea. But LG opened a plant in Michigan in 2019 and newer Bolts have batteries manufactured at that facility. The fact that GM included Bolts with batteries manufactured in each facility indicates a more across the board concern. (Batteries are very heavy and expensive to ship. It is much more cost-effective to co-locate battery and vehicle manufacturing. The Michigan facility is likely part of how GM was able to lower the price of the refreshed Bolt. Perhaps it provides some measure of hope that there will be a meaningful battery manufacturing presence in this country, a critical national security technology, as opposed to our usual practice of developing technology and then ceding the manufacturing to the Chinese, e.g. solar panels.)

There are a number of Bolt owners among club members. For a variable number of months now, depending upon which recall batch their vehicle is in, they have been living with a vehicle that needs to be garaged outdoors and used in a range-compromised fashion. The Bolt’s 259 mile range is now effectively 163 with the guidance to maintain a battery state of charge of not less than 70 miles and no more than 90%. With this slow-rolling, multi-stage recall, where there is still no definitive no end in sight, how proactively has GM or its Chevy dealers been  communicating with their customers? Bolt owners responded to our query between September 21st and October 4th.

GM has been in a difficult spot, given the expanding scope of the recall, the elusive nature of the cause, and possibly its negotiations to get LG to assume some portion of the liability. Nonetheless, GM and Chevy dealers are responsible to the customers and the general consensus is that there has been a minimal level of communication. The near-silence from GM may be be because it hasn’t had much to say, but there does not seem to be much of a communications strategy in place. The number of communications from GM seems to basically be one, or one per recall if the vehicle was in one of the earlier batches before the full scope of the problem became apparent. The content boils down to, “be patient.” Some owners are frustrated, while others have more equanimity, with GM getting points for proactively expanding the scope of the recall. The dealers don’t seem to be much in the loop. Updates have not been forthcoming as the saga has dragged on. No complimentary loaners have been provided.

Some customers have requested that GM repurchase their vehicle. One advised that there is a YouTube channel called “Wrenching Fool” that provides guidance on how to go about getting a case number. The repurchase requests are being evaluated by GM on a case by case basis and do not appear to have been resolved to this point.

There was one exception to that. Club-member Glen Zackowski reports reaching a favorable repurchase deal with his dealership, Grossman Chevrolet, in Old Saybrook. He will have to wait until the car is fixed. At that point, he will be the owner of a new Bolt EUV. No doubt, staying in the family helped. Customers also report that they like the car. They just wish this process had been made easier for them.

30 EVs Parade from Westport to Fairfield

On a glorious early fall day, the EV Club of CT in partnership with the Sustainable Fairfield Task Force held an EV parade from Westport to Fairfield, concluding with an EV showcase.

The parade was born one year ago as a way to hold an in-person event that would be safe during a pandemic. This year, the environment is somewhat better and we added a showcase as another outdoor event. This past weekend was the concluding weekend of National Drive Electric Week and a full slate of showcases and speaking events was held throughout the state. The EV Club participated as an exhibitor or speaker in several.

The Westport Police escorted the parade with their Tesla Model 3 police cruiser.

The police brought 3 of their plug-in vehicles, including a Prius Prime used for parking enforcement, and their newest addition, a Honda Clarity (above), used by the detectives.

There were three of the new Mustang Mach-E’s in the parade.

Westport Second Selectman, Jen Tooker, and Representative Jonathan Steinberg were on hand in Westport to kick off the parade.

In the photos below…

Bob Laravie returned this year with his replica 1903 Baker Torpedo. The car is able to be driven and was in the parade. The Torpedo was one of the fastest cars of its time, capable of traveling in excess of 75 MPH. It was the first car to have seat belts.

Barry Kresch and Analiese Paik are in front of the Proterra electric transit bus that belongs to Greater Bridgeport Transit. It is too small to see, but they are holding postcards urging legislators to support the Transportation Climate Initiative in the special session of the legislature.

There have always been a lot of reasons to support TCI but now there is a new and important one. If the Infrastructure and Reconciliation bills pass in Congress, there are a lot of federal funds that will come with state matching requirements. The proceeds from the carbon auction could be used for this match. In other words, TCI could be used to leverage a greater share of available federal dollars. Please contact your state representatives and tell them to support TCI now.

Reporting Resumes After A Hiatus

This blog follows the state EV purchase incentive program, CHEAPR. It’s an important part of the state’s effort to support EV adoption. The surveys from rebate recipients indicate it is an important factor in deciding to drive electric, and we have no reason to doubt those findings. However, the program’s performance has been disappointing for close to two years now.

Early this year, the CHEAPR board approved major changes to the program. The amount of the incentives were raised on a temporary basis (through the remainder of 2021, funds permitting). Incentives for income-limited individuals were added in the form of a supplemental incentive for new vehicles as well as an incentive for used EVs. There was also a welcome “backdoor” move to permit consumers to use the incentive 2 more times. I say “backdoor” because it was never discussed at a board meeting and was not included in any of the proposals that the board voted on. It just happened.

The program changes took effect on June 7th. We now have reporting through August 31st. The reporting does not yet provide for the new Rebate+ incentives. However, it was revealed at the board meeting that over the 12 weeks since the start of the new program, there was only 1 income-limited rebate awarded. This was an “Rebate+ New” rebate, the supplemental rebate for a new EV. The most convincing reason offered for this was that the public assistance programs that qualify an individual’s eligibility apply to people who simply don’t have enough income. It was suggested that the program should be recalibrate, possibly with an income-based qualifier. The convenience (easier to document) of the public assistance formulation may just not hit the right target.

The other proposed explanation is that the initial birthing pains plus insufficient outreach and a lack of collaterals has brought us to this place. DEEP resisted making any changes until the end of the year review. 1 rebate in 12 weeks sounds like a convincing data point to us.

Another “backdoor” issue, in that as with the extra opportunities to use the rebate, it was never discussed but just appeared, is the restriction on vehicle models for used rebates. If there is already the public assistance qualifier in place, we don’t see the point of further restrictions. The eligible models for the regular CHEAPR have pretty much been ported over to the used program with the additional restriction that no vehicle manufactured before the inception of CHEAPR can qualify. A very low income population is likely going to buy an older car with high mileage.

Over the past three months, the rebate levels have not quite recovered to where they were two years ago (429 vs. 467). Rebate numbers declined dramatically last year in the teeth of the pandemic. (The number from 2 years ago is with the previous higher MSRP cap in place.)

70% of the rebates over the past 3 months have been for PHEVs. To see the program turn so heavily into a PHEV rebate program is distressing but not surprising. Many of the popular BEVs, especially those with larger battery packs, are more than the $42K limit. The reason for this trend is very obvious: The Toyota RAV4 Prime. It accounted for 58 of 130 rebates and seems to be cannibalizing the Prius Prime to some degree. We will watch it over the next few months.  The new Jeep Wrangler PHEV is above the $42K cap. The Chevy Bolt, which had been doing better since it was refreshed this year, had a big drop, expected given the travails of the fires and the extensive recall.

The board meetings are now scheduled on a quarterly basis, so new developments are not likely forthcoming for some time. The public audience was unusually vocal this meeting. In particular, there were many requests for the MSRP cap to be raised at least back to where it used to be ($50K). We will update with more complete reporting when available.

Tesla Tech Enables Innovative Solutions to Law Enforcement Customization

The Westport Police were out in front of the market when they acquired a Model 3 for patrol car duty in December 2019.

What is becoming apparent is that their diligence and attention to detail placed them further ahead than others who made a similar move after they did.

Case in point – how does one handle the police electronics. In a conventional ICE police car, the vehicle is equipped with a heavy-duty alternator. The Tesla doesn’t have an alternator – what to do?

One option, as was done with a Model Y that went into service this past July in Eden Prairie, Minnesota, is to add a second 12-volt battery. This photo was published in DriveElectricCanada.ca. It shows the additional battery parked tidily in the frunk.

While that works, a more elegant solution was arrived at in Westport, which was to wire the police electronics directly into the large battery. The police report this being a trivial drain. It required the police and Whelen Engineering working with Tesla to do some recoding to make it happen.

The point is that there is a lot there when it comes to the potential to re-purposing the native tech in a Tesla. Westport has also been able to incorporate some of the camera and computing power into the license plate reader.

We don’t know how widely this knowledge about these opportunities to lower the cost of customization is being disseminated, though the Westport Police have more than done their part in terms of being generous with their time and sharing what they have learned.

The police have the approval for another electric patrol car, which will most likely be the Model Y.

Model 3 to Lead EV Parade

Officer Charles Sampson, who was the project leader for the Tesla patrol car, will be driving the Model 3 as the escort for the EV parade on October 2nd. There will be an opportunity to check out the vehicle before the start of the parade. The parade departs from the Westport Train Station at 10 AM. Registration is still open at https://bit.ly/GreenWheels

Drivers should arrive between 9 and 9:30 to give us time to organize.

A Selection of NDEW Events in CT

National Drive Electric Week is soon to be in full swing with a range of events throughout the state. This is in marked contrast to last year when the pre-vaccination pandemic had a chilling effect. To be sure, pandemic restrictions are in place, but with events being out of doors, a relatively high vaccination rate in CT, and masking and social distancing requirements in place, it looks to be an active, but safe, time to resume (semi) in-person EVangelizing.

EV owners requested to showcase their vehicles at all of these shows. All events are free unless otherwise noted.

The home page for National Drive Electric Week is https://driveelectricweek.org/index

You can enter a city or zip code to find events near you. Most organizers are glad to welcome more EV owners.

Westport/Fairfield – Green Wheels EV Parade and Showcase

Oct 2, 2021  10 AM – 2 PM

There will be an EV parade beginning at the Westport Metro North Train Station and ending at the Bob’s Plaza Lot 889 Post Road, Fairfield, CT. This is similar to the parade that was held last year. However, unlike last year, there will be an EV showcase at the terminus.

This event is produced by the Sustainable Fairfield Task Force and the EV Club of CT.

This is where to register.

East Hampton – Portland EV Showcase

September 25, 2021   12 PM – 3 PM

Rain Date September 26, 2021

East Hampton High School

15 North Maple Street East Hampton, CT

The East Hampton and Portland Clean Energy Task Forces are organizing the Third Annual “Electric Car Show 2021” on Saturday, September 25, 2021 at the East Hampton High School at 15 North Maple St. from 12 noon to 3 pm (Rain Date is Sunday, September 26th). The show is part of the National Drive Electric Week program. Come join them as they showcase electric, hybrid, and alternative fuel cars from private owners and various dealerships.

Willimantic EV Ride and Drive

The New England Electric Auto Association will be hosting an electric car ride and drive event at Jillson Square Park in Willimantic Connecticut on Sunday, September 26th from 12:30 to 5 pm. Several dealers along with actual EV owners will be present for test drives. A solar installer will also be present. This is a great opportunity to test out an electric vehicle in a friendly, no-pressure environment. Please go to www.neeaa.org for more information. Dinner at a nearby restaurant after the event.

Event Page: https://driveelectricweek.org/event?eventid=2877

Middletown EV Ride and Drive

The New England Electric Auto Association is hosting an electric car show and ride and drive event on Sunday, October 3rd from 1-5 pm at Harbor Park in Middletown Connecticut. Several dealers will be present for test drives. A solar installer will also be present. This is a great opportunity to see an electric vehicle in a friendly, non-sales environment. Dinner afterward at a nearby restaurant.

Harbor Park – Harbor Dr, Middletown, CT 06457

Event Page: https://driveelectricweek.org/event?eventid=2904

The photo above shows the governor meeting with Bruce Becker, Analiese Paik, and Barry Kresch of the EV Club of CT. This was a meeting about how the environmental community can more effectively mobilize to support a progressive environmental agenda.

Fairfield County is Home to 41% of EVs

7023 of 17,217 EVs in the state are registered in Fairfield County.

The map at the top of the post shows the distribution of EVs across cities. The larger the bubble the greater the number of EVs, with the top cities being Greenwich, Stamford, Westport, Fairfield, Norwalk, West Hartford, and New Canaan. These ranks don’t change that quickly but Norwalk has overtaken West Hartford. There is nowhere near enough room to display all cities in the static screenshot of the recent trend below. In the interactive dashboard, there is both a slider and a slicer to help navigate the larger charts.

Adjusting for population reveals a different rank with mostly smaller towns in Fairfield County dominating: Westport, Weston, New Canaan, Greenwich, Woodbridge, Darien, and Wilton.

The two charts below show EVs by make by city. These do not come directly from the DMV because the DMV separates the geo from the other information. I have created my own estimates based on the available data. Again, the screenshot is not large enough to display all cities and all of the makes in the legend. The dominant orange color is Tesla. Below the bar chart is the same data in map form with bubbles sized to overall EVs and the wedges representing each make. Again, it looks better in the dashboard which has more visual flexibility.

If anyone has any questions about a particular city, please email EVClubCT@gmail.com.

Post by Barry Kresch

Tesla Continues to Lap the Field

The chart at the top of the post shows the trend of all EV makes and shows net registrations at each point in time. It makes very obvious the fact that registrations are largely concentrated among a small number of companies. This trend begins with 2017, which was the first year we received data from the Department of Motor Vehicles (DMV), and covers every data point we have through July 2021. Beginning with January 2020, updates have been provided semi-annually as that frequency is driven by the statutory requirements for EV reporting imposed upon the DMV.

Tesla has continued to have substantial increases. Toyota had a notable pop. Chevrolet reversed the negative momentum and gained modestly. Ford, BMW, Hyundai, Honda, Volvo, Porsche, Chrysler and Jeep all had modest increases. Other makes had very small increases or were flat.  I will look at the vehicles that were added and drill down to models to see what caused the changes.

The pie chart below shows the vehicles added by make for the first half of the year. Tesla, with 1421 adds, was double the nearest competitor, Toyota, though the latter still had a strong period with 761 adds. The other makes with over 200 adds were Chevrolet, Hyundai, BMW, Ford, and Jeep.

This second pie chart is filtered for BEVs (the title of the chart does not change when the filter is applied), where Tesla accounted for 6 in 10 vehicles added followed by Chevy, Hyundai, and Ford.

The charts below are a filtered review of net registration trends by model within make (i.e. net cumulative registrations). This provides some context to how lineups and model impact have evolved over time. There is some degree of a rising tide lifting all boats, but there are some new models that are decidedly making a difference. They are presented in order of the number of registered units for the make.

Tesla

Starting with Tesla, while the Model 3 continues to register significant gains at each data point, and remains the most widely registered model with 3,426 vehicles, the momentum has shifted to the Model Y. The first bar, the small one, for the Model Y is small due to lack of supply. While Tesla still can’t seem to build them fast enough (as of this writing, we are advised of a ~6 month wait for most orders), the delivery count is now substantial at 1,329, approaching that of the Model S at 1,580, which it will certainly pass when we receive our next update in January 2022. Again, we are looking at registrations, but it indicates that the Model Y is outselling the Model 3. Tesla has a new plant under construction in Texas and a new battery design (the 4860) forthcoming. These developments should speed the production of the Model Y and enable Tesla to begin deliveries of the Cybertruck. Inside EVs reports Tesla having over 1.25 million pre-orders for the Cybertruck as of early August.

Toyota

The next largest make is Toyota. The Prius Prime PHEV has been around a while and had displayed a flattening trend, but registrations jumped in the first half of 2021 to 2,152. This makes it the second most widely registered model. Added to that is a decent start for the new RAV4 Prime, also a PHEV, but with one of the higher electric ranges in its class at 42 miles. There are 386 of them registered and there have been reports of their being supply-constrained. Toyota briefly made a BEV RAV4 in limited quantities. There are 2 of them in CT. The other vehicle here, the Mirai is a fuel cell car. There are 3 of those.

Toyota has been resistant to BEVs for lack of any obvious reason. They introduced a concept SUV this year, the bZ4X, and have announced a plan for 15 BEV models by 2025 (not necessarily all of them for the USA).

Chevrolet

The third most widely registered make is Chevrolet. The most widely registered Chevy is still the Volt (PHEV) that was discontinued in 2019. For a time, before the Model 3, it was the most widely registered model in the state. The decline over the last 4 data points is pretty gradual, considering the discontinuation, and could reflect a presence as a used vehicle. Chevy re-introduced the Bolt in 2021 and significantly reduced the price (possibly due to GM phasing out of the federal tax incentive). The Bolt has been a lethargic presence since its introduction, but the combination of the new model and lower price enabled it to register a jump to 787 units registered. The new EUV version of the Bolt was not yet available during the analysis period.

Ford

Ford jumped into fourth position among EV makes, very clearly on the strength of the new Mustang Mach-E. Ford has been manufacturing EVs, both BEV and PHEV, for some time without any models getting traction. More recently, they have switched to a strategy of building an EV version of their most iconic brands, the Mustang and the F-150. In the case of the Mustang, it is more a case of branding as the electric Mustang is an EUV. The F-150 Lightning really is an electric F-150 pickup.

The Mach-E BEV has 136 units, enough to make a difference for Ford overall. It has been a supply constrained vehicle and dealers have been selling them above MSRP. The Escape is a successful compact SUV and Ford has introduced a PHEV version. There is only one registered, but it is only just about to be rolled out. The F-150 BEV is not scheduled to begin deliveries until second quarter 2022. Reports are that Ford has pre-orders for over 100,000 units.

BMW

The next ranking make is BMW. As you can see, they have quite a few plug-in models. After initially building the stubby, though fun to drive i3, which is primarily a BEV, though there is an option for a small gasoline range-extender engine, BMW has pivoted to PHEV versions of its ICE lineup. The notable model here is the X5 Xdrive40e. The 2021 version boasts a substantial electric range improvement from only 14 miles to 50 miles, plus a 6-cylinder gas engine. It has become BMW’s top plug in with 252 units. There was also a jump for the X3, though only to 74 units. The C Evolution is a motorcycle.

Hyundai

Hyundai is next and the Kona compact EUV is what is driving sales for them. There are 304 Kona vehicles registered. Hyundai announced that Ioniq will become its EV sub-brand, though the Kona is branded Hyundai.

Nissan

Nissan was one of the first entrants into the EV market with its BEV Leaf in 2010. It’s registration stats have been flat since 2019. As of today, the Leaf is still their only entry, though they have expanded the number of trim levels and improved the range. They are planning to launch an EUV model called the Ariya in 2022.

Honda

Honda is a major automaker that has been largely MIA in the EV space. A few years ago, they introduced the Clarity PHEV. Club members who own one have reported a good experience with it and the electric range is among the highest in the category at 47 miles. Due to Honda pulling back on distribution, the number of registered Claritys has been declining. A small increase this year offered some hope, but I read in the publication, EV Adoption, that Honda has canceled the Clarity PHEV and fuel cell models. Honda has announced a BEV EUV called the Prologue for a model year 2024 introduction, along with an Acura stablemate.

Volvo

Volvo has several EVS, mostly PHEVs plus the new BEV, XC40 Recharge. The company saw a spike from its XC90 PHEV to 227 units registered. This high-end, large SUV only gets 18 miles of electric range. The new XC40 Recharge is off to a slow start with 31 units. Volvo has announced an aggressive pivot to EVs with an all-electric lineup by 2030 and has moved EV sales to its online portal.

Porsche

Porsche has also been in the game for a while and is a leader among high-end automakers not named Tesla. Their newest introduction, the BEV Taycan sports car, had the biggest increase to 116 units.

Audi

Audi got into EVs with the A3 PHEV. It didn’t get traction, but the newer BEV E-Tron has been growing, now at 169 units, as well as to a lesser degree the Q5 PHEV compact EUV with 64 units.

Everyone Else

At this point, we start getting into some very small numbers, but I will mention a few others.

Chrysler, which has only one EV, the PHEV Pacifica minivan, rose to 214 units.

Jeep introduced its first EV, the PHEV Wrangler, which had a decent first year at 202 units.

New luxury carmaker Polestar (part of Geely, the owner of Volvo) has only 8 units for its Polestar 2 hatchback. (There were no Polestar 1 vehicles, an expensive, high performance PHEV.)

Mercedes has announced upcoming BEVs, the EQ series, with the EQS (like its S series), EQE (like its E series), and EQB, and electric EUV. The EQS is scheduled to arrive this year. The others will be 2022. Up to this point, Mercedes is another example of a major manufacturer that sells very few EVs. There are 8 models with registered units in the state with the highest being the GLC 350e at a measly 61 units.

Volkswagen, which has also announced aggressive targets for EVs, introduced the ID.4 in this country following a successful introduction of the smaller ID.3 in Europe. At this point, there are only 57 of these registered in CT, but it is still in a rollout phase.

Every screenshot here is taken from the Interactive EV Dashboard, July 2021 on the website. Using the slicers (checkboxes) enables drilldown to individual makes and models as I have done here.