2019 Kia niro phev availability inside evs forum 9gag instagram

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I will say that it was nice enough for a small SUV/tall car. A few things seemed odd. Driver seat was electric but front passenger was not, however the salesman said that the model we were driving "had all the bells and whistles" so it seemed kinda cheap to not have both front seats electronic. I don’t think the glove box had a lock on it either…which is lame for an SUV (no locking trunk space!)…but I might have missed it. Maybe it’s a new locking technology that I didn’t see..

One thing that was unfortunate due to its small size is that the space behind the back seat was barely enough for a few bags of groceries. electricity 4th grade worksheet It wouldn’t matter to us much (just 2 people in the family now) but if we still had our kids at home it would be impossible to cart 2 kids with school and/or sports gear without using the front passenger seat. Unless your kid plays water polo and only packs a speedo! But the small size may be the norm. This is the first time we’ve looked at small vehicles ( point of reference…we’ve had GMC Safari, Volvo XC90’s) and so we have had a LOT of space for our kids, gear and friends over the years!).

My main complaint about the vehicle is the same complaint I have about so many of the PHEV’s available in USA right now…unless you’re paying $50K or more, the battery is woefully undersized. I have dreams of having a larger battery in a PHEV because we have excess solar generation and want to plug in and use it … but I don’t like the Volt and so many of the other vehicles are either $$$ or super super small…or BOTH!

2. Manual seats are a feature. Power seats not only add cost but they are heavy. The wiring harness, electric motor, and different seat apparatus add big chunks of unnecessary and economy draining weight. gas bloating pain On the EPA website you’ll see a one size fits all weight listed. My LX curb weight is a couple hundred pounds less than that number. Not all of that is seats obviously.

3. I whole heartedly disagree with the ‘no cabin heater’ crowd. Apparently they don’t live anywhere that gets severely cold. By that I mean places where it regularly gets to subzero F temps or where the average Jan daytime ‘high’ is in the teens. In that environment a heat pump is completely pointless as they just plain won’t work. And resistance heaters have two big disadvantages. a) They typically can’t produce enough heat to heat the cabin. b) The resistance cabin heater drains power like crazy. This differs dramatically with how an ICE heats the cabin. It’s important to note that the gap on total energy used comparing EV vs non-EV narrows significantly due to the use of the waste heat from an ICE. Thus the total efficiency of an ICE actually goes up and BEV vehicle efficiency drops in cold weather. electricity outage in fort worth Yes the mileage on an ICE goes down so when just looking at kinetic energy created the ICE efficiency goes down, but the heat energy used reverses that. This is why the Chevy Volt has dominated EV sales in Canada over the years. The older version kicked the engine on for anything under 32 degree ambient temperature. This effect of waste heat is so large that the PHEV with ICE engaged is better for the environment than a pure BEV in that scenario. Yes that’s right. Depends on your electricity source mix of course but also electricity produced then carried over a grid then charged to an EV then used can have 40% loss of electrical energy just simply lost because each of those steps has loss.

4. The solution the Kia NIRO has is quite clever and superior to the Volt (the new 2019 Volt drops the temp cutoff substantially). How it operates is that if you are in BEV mode, the engine will turn on if you turn the heater on. However once the engine coolant is up to temperature, the engine shuts off and won’t come on again until the coolant temp drops below a threshold where it’s too cool to draw heat from the coolant loop. This means if you are in a temperate climate (not the one I just described) where let’s say you are starting out with the outside temp at 25 degrees, then unless it’s a long trip the engine should fire up just once, heat up, then shut back down and probably stay off for quite awhile. types of electricity generation methods And in severe weather will act as described above where the engine probably stays on but it’s so cold it still is superior to the BEV.

5. My use case. It’s 45 miles one way to work. gas constant I can’t get all the way there on EV anyway. The volt (and maybe the Clarity) would get there on EV but I don’t like either of them. It is not uncommon for me to be driving into a 20 mph north wind in sub-zero temps. In warm weather the PHEV runs on EV about half way to work then kicks into HEV. In winter I’ll just reverse that. Drive in HEV the first half then kick it into BEV. The cabin will be quite warm by then and the engine coolant will be hot also. electricity lesson plans year 6 I can get the rest of the way to work without the ICE kicking on and the net net is about the same as when it’s warm (with of course higher energy consumption overall due to the cold). If the ICE wants to kick in the last couple miles because the coolant is getting cold, I can always just hit the off button on the heat.

I whole heartedly disagree with the ‘no cabin heater’ crowd. Apparently they don’t live anywhere that gets severely cold. By that I mean places where it regularly gets to subzero F temps or where the average Jan daytime ‘high’ is in the teens. In that environment a heat pump is completely pointless as they just plain won’t work. And resistance heaters have two big disadvantages. a) They typically can’t produce enough heat to heat the cabin. b) The resistance cabin heater drains power like crazy. This differs dramatically with how an ICE heats the cabin. It’s important to note that the gap on total energy used comparing EV vs non-EV narrows significantly due to the use of the waste heat from an ICE. Thus the total efficiency of an ICE actually goes up and BEV vehicle efficiency drops in cold weather. Yes the mileage on an ICE goes down so when just looking at kinetic energy created the ICE efficiency goes down, but the heat energy used reverses that. gasbuddy diesel This is why the Chevy Volt has dominated EV sales in Canada over the years. The older version kicked the engine on for anything under 32 degree ambient temperature. This effect of waste heat is so large that the PHEV with ICE engaged is better for the environment than a pure BEV in that scenario. Yes that’s right. Depends on your electricity source mix of course but also electricity produced then carried over a grid then charged to an EV then used can have 40% loss of electrical energy just simply lost because each of those steps has loss.