July 1 EV Registration Data

Post by Barry Kresch

Overall Trends

Following an earlier blog post updating topline registration data, I have now been through the details and will cover them over the course of several more posts.

As earlier reported, total electric vehicle registrations now total 17,217. This represents an increase of 36% over July 2020.

Definitely an improvement, but we need more on a sustained basis. The glimmer of good news is that, not surprisingly, the bulk of the growth was recent. The last 6 months are growing at close to the pace we need. The chart below looks at semi-annual growth for the past 18 months.

Fuel Type

Below is the trend by fuel type from 2017 through July 2021. For those new to the lingo, BEV = battery electric vehicle, PHEV = Plug-in Hybrid EV, BEMC = battery electric motorcycles, FCEV = Fuel Cell EV. BEVs have continued to outpace the other major category, PHEV.

BEVs outpaced the field. I will get into more detail in a subsequent post, but the big difference-maker was the Model Y. PHEVs, having been flat pretty much since the demise of the Chevy Volt, rebounded this year on the strength of two Toyota models: Prius Prime and the new RAV4 Prime.

When I have discussed the information on this project with reporters over the years, the first thing they ask is how many fuel cell vehicles there are. There are 3, as there have been. These vehicles are not currently available to buy in the state.

Vehicle Body Type

A new field in the dataset this year is vehicle body type. An imponderable: Will I continue to receive it? The two pie charts below show the vehicles that were new to the file in first-half ’21 and all EVs as of July 1. So the vehicles in the first chart are included in the second and comprise about 25% of the total. With the Model Y and some other new models, the SUV percentage of the fleet is growing rapidly. 36% of the adds were SUVs, bringing the total file to 20%.

This probably understates how popular these vehicles are becoming. Keep in mind that this file is registrations and not sales. If I restrict the new vehicle chart to the most recent vehicles, MY 2021 and 2022, the SUV percentage goes to 44%.

All data in this post come from the Interactive EV Dashboard, July 2021

Get Paid for Sharing Your EV Enthusiasm

A lifetime ago (okay, 2 years) in pre-pandemic days, the club participated in several EV ride and drive events, called Electric Car Guest Drive, staged by the publisher of Electric Car Insider. My blog post about the first event is here. These events, typically sponsored by a utility or power authority, involve EV owners bringing their vehicles to be used for test drives (or guest drive) with the owner in the passenger seat. The drive is over a pre-planned route about 1.5 – 2 miles in length on local roads. No highway driving. Owners are paid $300 for each day they participate. Arrival is 9AM and the event runs from 10-4. Lunch is provided, as well as an optional dinner.

The test drive is casual with no dealerships or salespeople on site. Owners explain the vehicle, describe the ownership experience, and answer questions. Just conversation, no sales pressure of any kind. These events have been demonstrably successful at promoting EV ownership with 31% of test drivers buying an EV within 6 months.

Members of the public taking the drives are pre-registered and pre-screened.

If you are concerned about Covid, so are we! The event will only happen if it is safe. The organizer and the utility are watching developments closely. Drivers must be vaccinated. We await final word on protocol for the public and will update this space once we know. If you are interested, register to save the date.

Dates and locations:

September 23, 24, 25 – Middletown, NY (Orange County)

October 16 – Utica, NY

October 23 – Niagara Falls, NY

October 29, 30 – Middletown, NY

Those Utica and Niagara Falls locations are a bit far from CT, but there are a small number of folks on our list in upstate NY.

This is a link with more background information: www.electric-car-insider.com/evpresenters/

There is a registration link on that page. Or contact the publisher, Chris Alan, directly at Chris@electric-car-insider.com

Register for as many or as few days as you like. It’s a fun day!

Post by Barry Kresch

An Opportunity for Large Cuts in Emissions Along With Major Budgetary Savings.

When the Westport Police were doing their diligence in advance of the purchase of a Tesla Model 3 for use as a patrol car, they worked with Sustainable Westport (SW) to run a set of estimates for the payback time period. After running the numbers, they were confident that within 3 years, the purchase premium would be recovered.

The vehicle entered service in February 2020. This spring, the EV Club approached the Westport Police about their interest in doing a deep dive on the financials: purchase, customization, operation, and maintenance. The police shared granular details of costs, including a maintenance schedule, which is the basis for the analysis. The completed analysis showed that full payback happens in year one and considerable savings are realized by year 4.

When I initially started the analysis, my expectation was that the SW numbers were reasonable and we would end up somewhere in that neighborhood. I hadn’t thought the financials would end up being such a slam-dunk with savings of $52,000 over 4 years, enough to buy a new Tesla.

Police fleet vehicles offer a bigger opportunity than initially expected.

This Tesla Pilot was only a test, but it begs the question: with such strong results, is there any reason not to go all-in for EVs, and forget gradualism?

To help understand what the financial ramifications look like, I used the information I had learned about the Tesla and the Ford Explorer comparison vehicle to model what a transition might look like. This is a general, somewhat macro exercise, and not specific to Westport or anywhere else. I would need more data for that. Nevertheless, I believe it is possible to generate directional numbers with the information at hand. The scenario, which is for a fleet of 12 vehicles, is obviously not New York City, but the basic findings wouldn’t change if it were larger.

Scenario

• A starting fleet of 12 patrol cars, 4 Ford Crown Victorias, and 8 Ford Explorers. The Crown Vic was a ubiquitous patrol car before Ford discontinued them. Many are still around, including in Westport.
• It is assumed the price for the Crown Vic and the Ford Explorer are the same. They probably aren’t but doubt the difference is that much.
• Service life is 4 years for the Ford patrol cars and 3 vehicles are turned over each year. The Tesla service life is 6 years. The service life is what is used in Westport.
• In the business as usual (BAU) scenario, each vehicle is replaced by a new Ford Explorer.
• In the ZEV scenario, each car is replaced by a Tesla Model 3.
• All cars are fully customized for law enforcement. When a new car replaces a like car, it is assumed that customization is reused and a zero cost is assigned in those instances. (This is most certainly understating the cost as the customization presumably does not install itself. If I had those costs, it would narrow the customization differential between Ford and Tesla due to less frequent turnover of the Teslas.) Also, in real life, if there is a model refresh, that can cause customization parts not to fit. Based on history, that is likely to happen more frequently with the Ford. But for the sake of keeping it simple for this exercise, all customization is treated as 100% re-usable.
• It is assumed that the first 6 Teslas will have to incur full customization costs and in the BAU case, the same goes for the Explorers that replace Crown Vics. But in general, the BAU scenario has a lesser degree of customization.

The chart at the top of the post depicts the cumulative savings in this hypothetical example of 12 patrol cars over 12 years with staggered turnover. It comes in just a whisker short of $800,000. The charts below show the cumulative cost lines by year for each scenario. The charts for the fixed costs are calculated on an amortized basis with fixed costs divided by the respective service life of each vehicle.

Components

The three charts below break this up into the 3 categories of expense: acquisition, customization, and ongoing costs (fuel and maintenance).

Acquisition – This chart illustrates cumulative acquisition costs. Keep in mind that acquisition is staggered as neither scenario does envisions retiring vehicles before their normal service life ends. The cost curve slightly favors Tesla because, on an amortized basis, the annual cost of a Tesla is slightly lower. The longer this comparison is extended, the greater the differential would be.

Customization – The customization costs are somewhat lower in the BAU scenario. This is due to the fact that replacing the 8 incumbent Ford Explorers does not incur customization costs in this model. Customization costs are a bit lower for a Tesla, so in the early years as Teslas are customized and Explorers replace Crown Vics and require customization, the Tesla cost curve is lower. It catches up once the Crown Vics are fully replaced. Once the fleet is fully Tesla, that part of the curve flattens out. As noted earlier, if there are any costs incurred in the re-use of customization, it would narrow the differential as the service life is shorter for the Explorers.

Ongoing Costs – As we saw in the earlier Model 3 patrol car analysis, there are large savings in fuel and maintenance for an EV. Electricity is more efficient than gasoline and these vehicles need much less maintenance. This category saves around $940,000.

This makes manifest the ramifications inherent in the Westport Analysis. There are major savings to be had. This is not to underestimate the complexities of the budget process and the need to deal with upfront acquisition costs. However, as noted in the earlier analysis, the upfront purchase premium is recovered within one year, so it isn’t that big a burden.

We have data on the police patrol vehicles, but the same logic applies to other vehicles on the force and for a municipality in general. With savings this substantial, to borrow a Tesla term, it pays to up the pace of acquisition to Ludicrous Mode.

2 Rebates per Licensed Driver

That is the double-duty reference. A major, and welcome, change is that drivers can get the rebate twice, as opposed to the previous limit of once. There has to be a minimum of 24 months separation between the rebates. Also, June 7th starts with a clean slate. For anyone who has previously gotten a CHEAPR rebate, the count resets and you can get 2 more.

Data Appear to be in a Transitional Phase

As CHEAPR transitions to the new program (all that has preceded until now has been the “pilot) with new incentives and new rules, effective June 7th, the monthly publication of the data set looks a little stunted. We are assuming this is due to reporting changes that will need to be implemented to accurately track the new program.

For June, there were only 31 reported rebates and none after June 15th. Also, the rebates occurring after June 7th were not at the new rebate levels. We do not know if that is an artifact of moving away from the old system. I have a feeling there will be numerous corrections next month. May numbers were restated to 131 rebates.

17 of the 31 rebates were for the Tesla Model 3. The next highest model was the Toyota Prius Prime with 4.

Rebate+

There were no Rebate+ incentives awarded. This could be due to the aforementioned questions about the data or it (likely) is that the program is still working out the kinks and just beginning outreach.

I have seen some chatter on social media questioning why the incentive for a used EV is higher than for a new car. The answer lies in the population that is being targeted. Lower-income folks need more help and this was the recommendation of the consultant. CHEAPR itself does not get into the income verification business. That is something that is invasive and the program seeks to avoid that. So a proxy is used, which is receiving benefits from one of the designated public assistance programs. It remains to be seen whether this sets the bar in the right place. For very low-income people, buying even a used EV may still be a stretch. And due to the process of the buyer submitting the information and waiting for approval, they have to float the cash until they get reimbursed.

EV Purchase Incentives, EVSE (charging equipment) Subsidies, Free Charging

This past Tuesday, July 27th, the EV Club presented a webinar jointly sponsored with Sustainne, LLC, Sustainable Westport, and the Town of Westport on how to save money when buying and charging an EV.

The speakers were Analiese Paik, CEO of Sustainne, Paul Vosper, CEO of JuiceBar, and Barry Kresch, President of the EV Club. These were the areas we covered:

• Latest changes to CT CHEAPR program of EV purchase incentives
• Update: There is a recent change to the CHEAPR program not reflected in the webinar. EV buyers can now receive 2 rebates beginning with June 2021, meaning if you had previously received a rebate, you can receive 2 more. They must be spaced at least 24 months apart.
• Federal purchase incentive
• Newly release EV Rate Design from the Public Utilities Regulatory Authority (PURA) that directs the utilities to offer a range of subsidies for residential, Multiple Dwelling Units, commercial, fleets, and municipalities. These include subsidies for the purchase and installation of level 2 or level 3 chargers and discounts on electric rates.
• Many automakers offer some level of free charging with the purchase or lease of a new EV. They vary a lot and are either miles or time-limited. There are also numerous options for free level 2 public charging.

A written summary of the PURA program is here.

Link to the blog post with the latest CHEAPR rebates is here.

We have been receiving positive feedback. The webinar was recorded and is now available on our YouTube channel.

Public Utilities Regulatory Authority (PURA) Directs Utilities to Offer EV Charging Incentives

The final rate design adjudication was released on July 14th. Even though it is the final version, it actually isn’t quite final yet. We now know a lot about the program, but the document creates working groups to fill in unfinished gaps on some important details, such as some rates, approved equipment, etc. The PURA doc is uploaded to the website as a blog post here. It doesn’t exactly read like Jurassic Park, but we need this kind of thing if we are to wean ourselves off “dino juice.”

The program is quite comprehensive, containing incentives for residential and commercial, the latter including workplace charging and fleets, and which also applies to municipalities. The incentives cover hardware, service upgrades, make-ready, demand charge mitigation, and discounted electric rates.

It is important to note that this program takes effect in January 2022. It is not retroactive. If you purchase a charger tomorrow, it will not be eligible for the subsidies.

Below is a summary of the incentives referenced in the chart at the top of the blog post. These are hardware and installation-related discounts:

• A residential incentive of up to $500 for the cost of an EV charger. This incentive is for a smart charger, which is a WiFi-connected charger. EV charger prices vary, in part depending upon how many amps are drawn by the charger, but according to MYEV.com, the range for a smart charger is $600-$800.  If you take advantage of this incentive, you are required to participate in a managed charging program. The point of the connected charger is to enable the utility (which is also known as an Electric Distribution Company or EDC) to see and communicate with the charging unit.
• Also for a residence, there is a subsidy to help with the cost of an electric service upgrade if that is necessary if your current panel does not have the capacity to accommodate the added amperage of an EV charger. The amount of the subsidy is not yet determined.
• There is no mention in the chart of a subsidy specifically for installation, so we assume for now that the $500 applies to both hardware and installation. Installation costs can vary considerably depending on how far your panel is from your garage. It could be as much as $1,000.
• There are similar incentives offered for multi-unit dwellings (MUD), workplace chargers, and make-ready. The incentive is 50% of the cost of the charger subject to a cap for the site and a minimum number of charging ports. Note that this is ports, not chargers. There are dual-port charging units. There are higher site caps for MUDs, public level 2, and DCFC charging in underserved communities.
• There is a 100% make-ready incentive, which means the EDC will pay to bring the power to where the chargers will be installed. This is a big deal.
• Finally, there is a subsidy of 50% for the installation of a DCFC charger, which is short for DC current fast charger, also known as a level 3 charger. These are commercial, high voltage units that can quickly charge an EV capable of accepting a fast charge, which applies to most battery electric vehicles.
• There will be a list of specific approved charging equipment. This is necessary for the utilities to be sure they are able to get the information they need from the charger. This list will be finalized later in the year.

Residential Incentives for Electricity Usage

As noted in the first bullet about residential charging, a household can receive an incentive for participating in a managed charging program. There are 2 levels, called basic and advanced. As mentioned earlier, receiving the incentives for the hardware require participation, along with giving the EDC permission to capture data from the charger.

• Basic incentive. In this program, a consumer will be notified of an upcoming demand response event (i.e. when the EDC is expecting there to be a high demand for electricity and they need to take measures to avoid brownouts or blackouts). The consumer has the option to decline participation. However, the default setting is opt-in. Incentives are awarded for participation. The particulars are still being developed, but there is a cap of $200 per year, which will be sent as a direct payment to the consumer.
• Advanced (direct load control). The consumer will set charging sessions (via app, web portal, email or text) and the EDC has the right to throttle the rate of charge. The particulars of the incentive are still under development. Your participation level will influence the size of your incentive. We hope this is not too burdensome a level of admin for the consumer.
• The Authority has directed the EDCs to submit recommendations for EV rates for MUDs, which could involve sub-metering.

Note: A common way of protecting the grid, which is used in other places but is not part of this program, is time of use (TOU) charging. We are disappointed that this isn’t part of the program because it is a very simple, easy to understand, no maintenance approach. If you charge during off-peak hours, you get a lower rate. Easy. The adjudication specifically states that it doesn’t foreclose moving that way at some future point. There are regular evaluation points built into this 9-year program. And there is nothing to say that TOU can’t be combined with managed charging. Theoretically, if every EV (assuming many more of them than there are today) started a charging session at the first minute of the off-peak period, there could be a demand surge, but managed charging could mitigate that.

There is an existing installed base of EV chargers, and many of these, my guess is almost all of them, are so-called dumb chargers. They are not WiFi enabled so the EDC can’t see or interact with them. The program tasks the utilities to develop a workaround to include these chargers as it could jumpstart program participation. There are existing programs at other utilities, Con-Ed comes to mind, that do just that. With Con-Ed, the driver gets a flash-drive type device to install in the car’s USB port, or with some manufacturers, there is the ability to connect directly to the telematics of the vehicle with the owner’s permission, and incentives will be developed to reward off-peak charging. This actually comes a little closer to time of use. Finally, a recent development is that there is equipment coming on the market that can add connectivity to a dumb charger. PURA is aware of this, as well as developments in better accessing vehicle telematics, and there is the potential for this part of the program to evolve.

The $200 cap on residential demand response rebates seems low to us. The concern is the lack of differentiation between one and two (or more) EV households. We want to see all vehicles participating.

Demand Charges

Demand charges affect commercial establishments. If the demand for electricity spikes for a period of time above normative levels, electric rates increase substantially. Demand charges have been a barrier to the installation of level 3 charging stations. The adjudication directs the EDCs to maintain a temporary rate-rider to mitigate demand charges while taking the time to develop a more permanent and sustainable solution. Demand charges were originally developed so that those putting the most strain on the grid contribute disproportionately to necessary upgrades. These rules were developed long before the modern EV and definitely need to be re-thought.

Outreach

On balance, this is a strong program. We look forward to seeing, and if possible, being a part of, how it evolves. We intend to keep our members informed and hope the outreach, in general, is effective so it hits the ground running in January!

The Public Utilities Regulatory Authority has released the final version of the EV Rate Design

This program provides incentives for off-peak and managed charging, subsidies for EV chargers, and make-ready (bringing the electricity to where the chargers will be located). This is a dense document and we will be doing in the coming months to explain the details. Also, even though it is the final version, there are still some portions that aren’t finished. Working groups have been assigned to do that and report to PURA by Oct. 15th. The plan will take effect in January 2022.

Final EV Rate Design 171203RE04-071421

Post by Barry Kresch

17,217 electric vehicles are now registered in Connecticut

This is a topline description of the new dataset. A more in-depth profile will be available when the EV dashboard is updated in a few weeks. The usual disclaimer: This is registrations (not sales). It is cumulative and net and includes new and used vehicles, as well as someone who already owns an EV who moved into the state. On the other hand, vehicles turn over all the time, and these exit the dataset.

The new count of EVs as of July 1 has been released by the Department of Motor Vehicles. The new count of 17,217 represents a 36% increase from the 12,624 one year ago. This is an improvement from the 18% 12-month growth rate we saw in January, but it still falls short of the level of growth needed achieve the 2030 goal of 500,000 electric vehicles set forth in the MultiState Zero Emission Vehicle Action Plan Memorandum of Understanding. There is obviously still a pandemic influence over the growth rate as the economy didn’t begin to recover until the last few months. The growth rate for the past 6 months is 25%. If we were to double that, then we would be roughly on pace with what we need. I will calculate a new required compound annual growth rate and include it in a subsequent post.

One hopeful sign is that the 4335 EVs registered in the first half ot 2021 was about the same as the total for all of 2020, which was 4408. (These may not be completely apples to apples as COVID affected how registrations were handled. I think it still gives a reasonable general picture.)

Fuel Type

The definition of EV in the file includes battery electric vehicles (BEV), Plug-in Hybrid Vehicles (PHEV), Fuel Cell (FCEV), and electric motorcycles (BEMC). Below are the numbers for each.

BEVs account for 57% of all EVs. The FCEV count remains where it has been as these are not sold in the state at this time. BEMCs went from 25 to 32.

Top EV Makes

Tesla continues to lead all EV Marques by a mile.

This pattern is consistent with what we have been seeing. There are a small number of makes that account for almost all registered, followed by a long tail. This chart includes any make in double digits, not a very high bar, but there are quite a few below that level. When the dashboard is updated, it will have the full list. The only real change is that Toyota had a nice increase of 33% from January. Toyota saw increased registrations for its Prius Prime models as well as a good start for the RAV4 Prime. Tesla had a 20% increase, obviously off a larger base. Chevrolet reversed its net decline and increased 9%. The net declines were caused by the discontinued Volts gradually declining. This implies an improvement for Bolt sales.

The top make is the Tesla Model 3, which increased 16% since January. The top models are below.

The Model Y has now surpassed the Model X. It increased 101% since January. You will note that some models have multiple names due to different names for different trim levels. This is how the file comes. I will consolidate it for the dashboard as I think that is an easier comparison to make for our purposes. There are 3 Prius variations and they total 2151, making it the second most widely registered EV.

Some New Brands

These is an arbitrary list and counts of some of the newer EVs on the market. In some cases, there are still limited production runs, so it will not be indicative of how successful the vehicle will be.

Audi Q5 Plug-in – 64

BMW X5 Plug-in – 252. This has quickly become the most widely registered BMW EV.

Ford Mustang Mach-E – 136

Jeep Wrangler Plug-in – 202

Polestar 2 – 8

Proterra Electric Buses – 4

VW ID.4 – 57

Volvo Xc40 Recharge – 31

Post by Analiese Paik and Barry Kresch

EVs Are Essential to Mitigating the Climate Crisis

We’re in a climate crisis and each of us should be taking action, regardless of state and federal policy. Driving electric has become a no brainer now that new models are out with longer-range batteries in styles and sizes that fit varying consumer needs. The Rivian R1T pictured above is a luxury adventure pickup with an optional camp kitchen with an induction cooktop that tucks away in a gear tunnel.

If Congress passes the Clean Energy for America bill, or folds it into other legislation, EV buyers could enjoy up to $12,500 in tax incentives/rebates on qualified vehicles until fully 50% of the cars on the road are electric. Currently the full $7,500 tax credit is still available to all-electric car (BEV) buyers as long as they aren’t buying a GM or Tesla vehicle (they met their 200,000 vehicle quota). Connecticut also provides a cash rebate for certain EVs, both new and used, but the parameters are always changing (read more here).

Create Zero Tailpipe Emissions

A battery electric vehicle is a zero-emissions vehicle. If we are to mitigate climate change, it is imperative to electrify transportation which currently accounts for 38% of statewide greenhouse gas emissions in the form of carbon dioxide and methane. The state has set a goal for itself of 500,000 registered EVs by 2030. We are less than 3% of the way there. Zooming out, the bigger transportation picture includes mass transit, active transport, and medium/heavy duty vehicles.  Every year, we see rising temperatures, as evidenced by heat waves, more severe hurricanes, drought, and wildfires. This is climate change made manifest. We can’t afford to be complacent. The time for rapidly transitioning to a zero emissions transportation system is now.

Improve Public Health

CO2 and, methane aren’t the only pollutantants emitted from vehicle exhaust. There is particulate matter (pm) and oxides of nitrogen (NOx) to name two. NOx + volatile organic compounds + sunlight = ozone, the main ingredient in smog. The American Lung Association gives every county in Connecticut a grade of F for ground-level ozone. Smog and particulate matter are major contributors to cardio-pulmonary disease and cancer, and is a risk for pregnant women. Imagine the positive health impacts on communities near major transit lines no longer subjected to the nois a risk for pregnante, NOx and pm from road traffic. Has anyone quantified the positive impact on real estate values as roadway noise, pollution and climate damage goes away?

Save Money

While an electric vehicle can be more expensive to acquire, the cost of owning one is significantly less than an internal combustion engine (ICE) car according to Consumer Reports. Not only is it less expensive to power a vehicle on electricity, but EVs also need much less maintenance. The bottom line is that it’s half as expensive to drive an electric than an internal combustion engine (ICE) vehicle because of the fuel and maintenance savings. And the time you save could make it even cheaper. So can free charging.

While there is variation among EVs in terms of efficiency and electricity rates, a reasonable benchmark is a cost of 5 cents per mile to operate an EV. By contrast, if an ICE vehicle gets 20 MPG and gasoline costs $3 per gallon, the operating cost is 15 cents per mile. And there are federal, state purchase incentives that can reduce or eliminate the differential in the EV acquisition cost. There are also forthcoming utility incentives that will lower the cost of charging.

Aside from the fuel costs, there are lower maintenance costs.  With approximately 90% fewer moving parts in an electric vehicle relative to an ICE vehicle, there is simply less to maintain and fewer things to break. An EV has no spark plugs, catalytic converter, alternator, transmission, timing belt, water pump, and doesn’t need oil changes to name a few examples. A recent analysis conducted by EV Club of CT President Barry Kresch shows tens of thousands of dollars savings accruing to the Town of Westport after the PD opted for a fully-outfilled Tesla Model 3 squad car rather than a Ford Explorer (gas powered ICE).

Drive More Efficiently

Regenerative braking, where the engine slows the car and recaptures some of the kinetic energy to store in the battery, means there is less wear on the friction brakes and the energy isn’t wasted and converted to heat lost in the atmosphere. It is not uncommon to go 70,000 or more miles before brakes need to be serviced on an EV.

Enjoy Reliability

Fewer things to break means fewer trips to the repair shop, less downtime, less inconvenience and more peace of mind. No oil changes saves a quarterly visit to the service department and avoids the time and hassle. A great strategy for someone with a daily commute of 60 miles or less would be to purchase a used EV that still has good battery life, charge it at home and use it as the daily driver. The state of CT’s CHEAPR program now offers cash rebates to qualified buyers of used EVs. If you find DEEP’s website confusing, join us on July 27, 2021 where we’ll explain it in consumer-friendly English during our free webinar, How to Save Money on an EV.

Have More Fun Driving

EVs have instantaneous torque. Hit the accelerator and the electric motors immediately respond. This is why performance EVs can outgun the high-performance ICE vehicles. On Connecticut roadways, especially congested highway and parkway entrance and exit ramps, the instant speed means you can maneuver that much more quickly and safely. EVs come with advanced safety and drive assist features that make your drive on our busy roadways safer. Bumper to bumper traffic? Turn on autopilot, keep your hands on the wheel and eyes on the road, but give your outstretched legs a break and let the car do the start and stops for you. Your daily commute just more relaxed.

Save Time

You’ll never have to go to a gas station again for fuel. That means no time taken out of your schedule to gas up or wait for an oil change or more complicated maintenance or repair. Most EV owners charge their vehicles at home at night and love the convenience. When you get up to go to work, you have a full “tank.” When you’re away from home, some EV chargers even let you charge at no cost. Your town likely has at least one free charger. Look for them near libraries and town halls; schools can be tricky, especially when in session. Join us on July 27 to learn more free charging hacks.

Promote Energy Security

EVs go hand in hand with decarbonizing the grid and rapidly advancing the shift to all-electric homes and a distributed energy network.  NREL (National Renewable Energy Laboratory) is developing and evaluating fully integrated systems that connect electric vehicles (EVs), transportation infrastructure, power grids, buildings, and renewable energy sources.

We can produce the electricity we need from domestic renewables like solar and wind. If you have solar panels on your home, even better (consider adding battery storage for resiliency). The CT grid is moderately clean at present, mainly because the state gets 38% of its electricity from nuclear and almost none from coal; the great preponderance is from natural gas (sigh). There is a mandate for 30.5% of electricity in 2021 to come from renewables, though the state is falling short of that. However, in recent years, the legislature has authorized offshore wind and stationary storage projects, and there has been approval of some community solar. Even if you do not have solar on your roof, you can choose a supplier that generates its energy from renewables at EnergizeCT.

Support Domestic Green Jobs

Green jobs are new economy jobs that are critical to rapidly transitioning the US and world to a sustainable future while growing and creating well-paying, in-demand, skilled jobs (many unionized) in STEM, EV manufacture, EV charging infrastructure, energy storage, solar systems, wind turbines, and all manner of R&D, manufacture, service, maintenance and repair. Ohio’s Mahoning Valley is home to a “fledgling electric vehicle manufacturing cluster” that is supported by the government, industry, unions, schools and universties working in concert with one another to ensure workforce training matches job creation. Read about this exciting workforce development plan and and growing EV industry in Ohio here. Now imagine if we had that in Connecticut.

The EV Club of CT meets online monthly and all drivers are welcome, as are EV-interested. Please comment below or send us your inquiries.

Toyota Dominates May Rebates

The two plug-in hybrid offerings from Toyota dominated the rebate activity for May. The Prius Prime (44 rebates) and the RAV4 Prime (30 rebates) together accounted for 61% of the 123 May rebates. (The April count was slightly restated to 125.) The only other vehicles in double figures were the Chevrolet Bolt (12) and Hyundai Kona (10). May marked the first appearance of a VW ID.4 with one rebate. Driven by Toyota, the balance of the rebates tilted heavily toward PHEVs, 85 vs. 38 BEVs.

The program spend continues to pace well under the available funds. The new incentives will help somewhat, but we doubt by enough.

There has been some press about the program this week as the Governor’s office issued a release about the new program, which was picked up by a number of newspapers. Readers of this blog will know that the CHEAPR board approved these modifications in February, but implementation only recently happened on June 7th.

The big headline numbers that are featured, such as up to $7500 in rebates, or on the CHEAPR home page, up to $9500, only apply to Fuel Cell vehicles, which are not currently for sale in the state. But the higher rebates and income-limited incentives are now live and we will see the early reporting in one month.

All rebates by model in the table below: