Electrify Transportation

at the Oregon Country Fair


Illustration 1: Electric Car Charging up at the Oregon State University solar charging trailer 2013



Back in 2011-2014, you might have noticed a display at the entrance to the OCF called Wheels of Revolution. Back then, driving an Electric Vehicle to the fair was an unusual occurrence. Now, more and more people are driving EVs all over the place, so the Energy Park decided to stop putting the WoR display out front. But EVs are currently less than 2% of the US fleet and sales only amount to 9.2% of all car sales at this point. Serious opposition to EV adoption still exists, especially with the current Federal administration. For one thing, it is estimated that oil companies make a profit totaling nearly $1.7 Billion every single day. That's plenty of incentive to delay vehicle electrification even if only for a few years. So, we have set up this site (and, a booth in the Energy Park when the fair is running) to help answer some of the lingering questions about EV adoption and all the related issues. For more information on any of these topics please contact your local chapter of the Electric Vehicle Association. Or come into the booth and chat with me.



Illustration 2: Roger and his converted Morris-Minor Taxi 2014



Why Electrify Transportation?

Switching over to an electrified mode of transportation is the most effective thing most people can do to reduce their carbon footprint. But combating Climate Change isn't really the most important reason for the switch. The Russian oil embargo has brought home how badly we are dependent on oil companies and foreign countries for the basic necessities of life. Our National and Personal Security demands that we find more local sources of energy.

Also, fossil fuels are finite resources. We have dug up about all the easy ones we can find and, going forward, pulling more and more out of the ground is going to get harder and more expensive and be more dangerous to people and the environment. Plus, all that carbon was pulled out of the atmosphere over a period of billions of years. The more we put back into the atmosphere, the more we return the earth to a condition that was hostile to most of the species alive today (including us). This isn't about Climate Change, in the end, we are talking extinction prevention. And, since we're going to run out of those fuels some day, we're going to have to figure out how to live without them eventually. Why not start now?


Why switch to electricity?

Electricity is an intermediate form of energy. There is no such thing as an electricity mine, electricity must be generated from some original source. But electricity is very controllable and safe. A vehicle using electricity can be built more simply and controlled more easily than any other form of energy. This results in fewer moving parts to wear out and a better driving experience for the riders. Reduced maintenance costs are a big reason owners like these cars. Safety is also a big issue, while a battery can burn, it doesn't explode and an EV crash is not going to involve a huge fireball immediately engulfing the vehicle. Electricity can be scaled up to run trains, trucks, buses and large machinery and scaled down to run the tiniest devices imaginable. We already see a huge increase in electric bicycles, scooters, skate boards and single wheel devices.


Illustration 3: Parts for an ICE vehicle engine top, for an EV motor bottom



Electric Vehicle Basics

EVs come in several flavors. If they run purely on electricity stored in a battery, they are called a Battery Electric Vehicle (BEV). If you take a BEV and add an Internal Combustion Engine (ICE) attached to a generator to recharge the battery, then you have a Plug-In Hybrid Electric Vehicle (PHEV). An ordinary hybrid vehicle that gets all of its power from fossil fuels is not considered an EV.

The electric motors used in EVs will also be either DC or AC motors. DC motors are simpler and they can use the power directly from the battery. AC motors have finer control and can provide regenerative braking, a system where the motor becomes an alternator during the braking process, saving wear on the brake system and recapturing energy back into the battery. The drawback for an AC system is that you must have some form of inverter to transform the DC power from the battery into the AC power that the motor requires.

For the larger modern EVs there are usually two batteries in the vehicle. The main traction battery is generally fairly large and stores the power to drive the vehicle forward. It normally produces very high voltages. The service battery is a normal 12 volt battery that runs the dashboard just like in any ICE vehicle. The only difference is that the service battery doesn't have to turn over and start a big engine so instead of being a “starter” battery, it is generally a deep cycle style battery. The service battery is charged from the traction battery by a device called a DC to DC converter.

AC motors also have a very large power range compared to an ICE with the highest torque delivered at 0 RPM. They can also run just as well in both directions. As a result, most EVs don't have a transmission. Generally, they simply have a reduction gear between the motor and the wheels, greatly reducing complexity and points of potential failure.

Notice that in all the preceding, I refer to vehicles not cars. That's because all of this could refer to a unicycle, a bicycle, a motorcycle, a standard automobile or a truck, or a bus, or a semi-truck, or a train, or a ship or even an airplane.


Electric Vehicle Charging

Fueling an EV is different than fueling an ICE vehicle. They need to be plugged in to some sort of electrical supply. The higher the voltage of that supply, the shorter the period of charging will be. Most modern electric automobiles carry an built-in battery charger capable of using 120v (level 1) or 240v (level 2) sources. The average electric car gets about 4 miles of charge from an hour at level 1 and 20-40 miles from an hour of level 2. That's pretty slow but, remember, if you can plug these in at your home over night, it means you don't have to go anyplace special to fuel up your car and it's topped up and ready to go each morning.

Higher charging rates require a DC Fast Charger (DCFC) operating at 480 – 1000+ volts. These are more equivalent to a gas station experience where you plug your car in and you're ready to continue relatively quickly. You don't have to stand by your car while it's fueling like you do in a gas station so, even though it takes a little longer (25 – 60 minutes) you can do more with your time.

The device used to connect the vehicle for a level 1 or level 2 charge session is called Electric Vehicle Supply Equipment (EVSE). It is, essentially, a smart extension cord that won't turn on unless it's plugged into a vehicle with a good ground in the circuit. That way no one can electrocute themselves with one and they are safe to use in the rain. The EVSE plugs into a standard wall outlet or 240v dryer/stove outlet. The plug end for the vehicle has been standardized and all vehicles use the same one.


Illustration 4: J1772 plug for 120 volt or 240 volt charging


For DCFC systems that is not the case. There are three different standard plugs used in the US and dozens of different companies that each has its own manner of activation and payment. The plug standards are called Tesla/NACS (developed by the Tesla company), CHAdeMO (used mostly by early Japanese and Korean cars) and CCS or Combo (used by American and European manufacturers). Standardization of the DCFC charging infrastructure and the build out of that infrastructure is the single most important obstacle to EV adoption at this time.

In 2022 Elon Musk announced that the Tesla charging system was going to accept non-Teslas. Some Tesla to CCS adapters are now available because of this. Then he announced that the Tesla high speed charging system was being renamed the North American Charging Standard (NACS). Most car companies in the US have now agreed to switch over to it. Recently the Society of American Engineers has taken over the standard and renamed it J3400. So, going forward, changes to the standard will be open source and not controlled by a single company.

This may solve the problem in the US but The European Union adopted the CCS standard several years back and Japan is sticking with CHAdeMO while China produces more electric cars than anyone and they use a completely different standard. This issue is not going to just go away.



Illustration 5: The 3 different DCFC charging systems



For a look at the current charging infrastructure available in your area visit Plugshare.com


Hydrogen

A brief word about hydrogen fuel cells might be appropriate here. The first thing to realize is that a hydrogen fuel cell is a type of battery that is recharged differently from other batteries. We are still talking about an Electric Vehicle. Fuel cells are a promising technology but they always seem to be about 20 years from being ready for mass adoption while normal battery technology is not only ready today but improving by leaps and bounds every year. The other important thing to know here is that hydrogen, like electricity is an intermediate form of energy. Pure hydrogen wells are rare, hydrogen must be manufactured by cracking it off from other elements, which means it can be produced in a climate friendly way or not. Currently, most pure hydrogen is produced in a process that creates lots of CO2.

Also, while the modern world already is covered by a wide-spread electrical grid that delivers electricity to most places on earth, there is no hydrogen grid (except in southern California). That would have to be built up from scratch.

Perhaps the best use of hydrogen then is as a medium for storing surplus renewable power. It is well known that the sun doesn't always shine and the wind doesn't always blow and that water behind hydro-electric dams have high and low flow periods. How then to store power when we are generating more than we need so that we can have enough when we run short? Generating hydrogen at specific locations and storing it until needed might prove to be a viable solution. An experimental project in Douglas County Washington State might prove to be the answer.


So how can you switch over to driving electric?

Fortunately, there is a large list of BEVs and PHEVs available today and more show up every day. It is also reasonable for anyone with a motor-head mentality to convert any existing vehicle to electric. I recommend going to your local car dealership and getting a test drive in a BEV just to see how much fun they are to drive. We have discovered that this is the big AH-HA! moment for most people who think of EVs as over-sized golf carts. The salesmen will try to steer you to something else because they don't want to sell EVs as a rule. The lower maintenance required by EVs cuts into their bottom line.

Here's a recent list of EVs for sale in the US. Many of these models are only available in states that have adopted California's Zero Emission Vehicle (ZEV) law but they are out there if you look.

(When The Inflation Reduction Act was signed on August 16, 2022 almost all of the incentives disappeared. The latest buget from congress will eliminate these incentives altogether after September 30, 2025 so get a move on. For the most recent list please refer to the IRS)

2025 EV Models for sale in the US
06/26/25






Make and Model Range Starting MSRP MPGe $/ Mile Style Fed Incentive MSRP Cap
Acura ZDX 313 $64,500 100 $206 SUV $7,500.00 $80,000.00
Audi e-tron GT 300 $125,500 85/85/85 $418 Sedan

Audi Q4 e-tron 258 $58,200 103/112/94 $226 SUV

Audi Q8 e-tron 285 $74,400 81/80/83 $261 SUV

BMW i4 eDrive40 318 $57,900 120/122/119 $182 Crossover

BMW i5 eDrive40 295 $67,100 105/104/105 $227 Sedan

BMW i7 eDrive50 311 $105,700 90/87/95 $340 Sedan

BMW iX eDrive50 309 $87,250 83/83/82 $282 SUV

Cadillac Lyriq 314 $58,590 88/95/82 $187 SUV $7,500 $80,000
Cadillac Escalade IQ 460 $127,700 77 $278 SUV 7

Chevrolet Blazer 324 $48,800 96/103/88 $252 SUV $7,500 $80,000
Chevrolet Equinox 319 $35,000 126 $105 SUV $7,500 $80,000
Chevrolet Silverado EV LT 408 $79,800 66 $196 Pickup $7,500 $80,000
Chevrolet Silverado EV RST 460 $97,895 63/67/59 $213 Pickup $7,500 $80,000
Faraday Future FF 91 381 $309,000 98 $811 SUV

Fiat 500e 149 $32,500 119 $218 Hatchback

Ford F-150 Lightning 320 $67,995 68/76/61 $212 Pickup $7,500 $80,000
Ford Mustang Mach-E 300 $39,995 103/110/96 $133 Crossover

Genesis Electrified G80 282 $74,375 97/105/89 $264 Sedan

Genesis Electrified G70 236 $66,950 91/98/83 $284 Sedan $7,500 $80,000
Genesis GV60 294 $52,350 112/125/99 $178 Sedan

GMC Hummer EV Pickup 311 $98,845 53/59/48 $318 Pickup

GMC Hummer EV SUV 303 $98,845 53/59/48 $326 SUV

GMC Sierra EV Denali 460 $100,495 63 $218 Pickup $7,500 $80,000
Honda Prologue 296 $47,400 104 $160 SUV $7,500 $80,000
Hyundai Ioniq 5 SE 220 $41,800 110/127/94 $190 SUV $7,500 $80,000
Hyundai Ioniq 5 SEL 303 $45,850 126 $151 SUV $7,500 $80,000
Hyundai Ioniq 6 SE 240 $37,750 135/151/120 $157 Sedan

Hyundai Ioniq 6 SE Extended 342 $42,700 125 $125 Sedan

Hyundai Kona Electric SE 200 $32,875 116/129/103 $164 Sedan

Hyundai Kona Electric SEL 261 $36,875 133 $141 Sedan

Jaguar I-Pace 246 $72,500 85/89/82 $295 SUV

Jeep Wagoneer S 294 $67,195 97 $229 SUV $7,500 $80,000
Kia EV6 232 $43,975 117/136/100 $190 Crossover $7,500 $80,000
Kia EV6 Long Range 310 $45,950 126 $148 SUV $7,500 $80,000
Kia EV9 230 $54,900 88/99/77 $239 SUV 7 $7,500 $80,000
Kia EV9 Long Range 304 $59,900 101 $197 SUV 7 $7,500 $80,000
Kia Niro Electric 253 $39,600 113/126/101 $157 SUV

Lexus Rze 266 $43,975 107/115/98 $165 SUV

Lucid Air GT 512 $110,900 137/140/134 $217 Sedan

Lucid Air Pure 420 $69,900 166 $166 Sedan

Lucid Air Saphire 427 $249,000 120 $583 Sedan

Mercedes EQB 250 $54,200 101/104/98 $217 SUV 7

Mercedes EQE 308 $74,900 96/98/94 $243 Sedan

Mercedes EQE SUV 302 $77,900 74/77/71 $258 SUV

Mercedes EQS 390 $104,400 96/95/98 $268 Sedan

Mercedes EQS SUV 323 $105,250 85/87/83 $326 SUV

Mercedes Maybach EQS 680 302 $179,900 85 $596 SUV

Mini Hardtop Cooper SE 212 $45,200 110/119/100 $213 Sedan

Nissan Ariya Engage 216 $39,590 103/111/95 $183 SUV

Nissan Ariya Venture+ 304 $41,190 110 $135 SUV

Nissan Leaf S 149 $28,190 111/123/99 $189 Sedan

Nissan Leaf SV 212 $36,190 119 $171 Sedan

Polestar 2 254 $64,800 115/124/106 $255 Sedan

Polestar 3 350 $67,500 105 $193 SUV

Polestar 3 Dual Motor 300 $54,900 94 $183 Sedan

Porsche Macan EV 308 $78,800 104 $256 Sedan

Porsche Taycan 274 $99,400 111 $363 Sedan

Porsche Taycan Cross Turismo 277 $111,100 93 $401 Crossover

Porsche Taycan Sport Turismo 270 $149,800 113 $555 Station Wagon

Rivian R1S 410 $89,900 63/65/60 $219 SUV

Rivian R1T 420 $83,900 78/82/74 $200 Pickup

Rolls-Royce Spectre 264 $423,000 81/77/86 $1,602 Coupe

Subaru Solterra 227 $44,995 104/114/94 $198 SUV

Tesla Cybertruck 325 $79,990 115 $246 Pickup $7,500 $80,000
Tesla Model 3 363 $42,490 132/138/126 $117 Sedan $7,500 $55,000
Tesla Model S 402 $79,990 120/124/115 $199 Sedan

Tesla Model X 329 $79,990 102/107/97 $243 SUV $7,500 $80,000
Tesla Model Y 337 $44,990 122/127/117 $134 SUV $7,500 $80,000
Toyota bZ4X 252 $37,070 119/131/107 $147 SUV

Vinfast VF8 256 $46,000 87/89/85 $180 SUV

Vinfast VF9 330 $69,800 75/79/71 $212 SUV 7

Volkswagen ID 4 206 $39,735 107/115/99 $193 SUV

Volkswagen ID 4 Pro 291 $44,875 118 $154 SUV

Volkswagen ID.Buzz 234 $65,479 85 $280 Van

Volvo XC40 Recharge 293 $52,450 106/118/95 $179 Sedan

Volvo C40 Recharge 297 $53,600 107/118/96 $180 Crossover

Volvo EX30 253 $44,900 122 $177 Sedan

Volvo EX90 296 $60,295 140 $204 SUV

In addition, there are Plug-in Hybrids that allow you to drive on electricity in town and fossil fuels for the long hauls.

2025 Plug-In Hybrids for sale in the US
06/23/25








Range in miles


Make Model MSRP Electric Total Fed Incentive MSRP Limit
Alfa Romeo Tonale $46,035.00 33 360

Alfa Romeo Tonale EAWD Veloce $51,935.00 33 360

Audi Q5 55 TFSIe $58,500.00 23 390

BMW 550e xDrive $73,400.00 33 420

BMW X5 xDrive50e $73,800.00 38 440

BMW XM $160,500.00 31 300

Chrysler Pacifica Hybrid $51,055.00 32 550 $7,500 $80,000
Dodge Hornet R/T $41,645.00 32 360

Dodge Hornet RT Plus $47,485.00 32 360

Ford Escape PHEV $37,400.00 37 520

Hyundai Tucson SEL $39,730.00 33 420

Hyundai Tucson Limited $47,440.00 33 420

Jeep Grand Cherokee 4xe $60,490.00 26 440

Jeep Wrangler 4xe $50,695.00 22 370

Jeep Wrangler Willys 4xe $56,030.00 22 370

Kia Niro EX $34,490.00 33 500

Kia Niro SX Touring $40,790.00 33 500

Kia Sorrento EX AWD $47,990.00 30 440

Kia Sorrento SX Prestige $53,090.00 30 440

Kia Sportage X-Line $39,890.00 30 440

Land Rover Range Rover Sport SE $95,100.00 53 420

Lexus NX450h+ $62,415.00 37 565

Lincoln Corsair Grand Touring $54,365.00 28 430

Mazda CX-70 $54,400.00 25 480

Mazda CX-90 $57,950.00 26 490

Mercedes GLC350e $70,650.00 54


Mitsubishi Outlander ES E-AWC $40,445.00 38 420

Mitsubishi Outlander SE S-AWC $43,095.00 38 420

Mitsubishi Outlander SEL S-AWC $46,395.00 38 420

Porsche Cayenne E-Hybrid $97,200.00 22 400

Porsche Panamera E-Hybrid $115,500.00 30 440

Toyota Prius SE $33,375.00 44 599

Toyota Prius XSE $36,625.00 39 550

Toyota Prius XSE Premium $40,070.00 39 550

Toyota RAV4 Prime $44,265.00 42 600

Toyota RAV4 XSE $48,135.00 42 600

Volvo S60 Core T8 AWD $53,295.00 41 530

Volvo S90 Recharge $66,845.00 38 500

Volvo XC60 $59,345.00 32 560

Volvo XC90 $74,295.00 32 530

There is also a healthy used market for EVs going on. The resale price of older EVs tends to drop rapidly, not because there is anything wrong with the cars but, because, unlike their ICE competitors, EVs are improving dramatically year by year. This tends not to be the case once a car has over 200 miles of driving range but, if you're just looking for a commuter car to go around town or take a student back and forth to school, an older Leaf or Bolt is a great way to do it.


How does politics come into this, and how can I get involved?

Even if you're not planning to go electric right away, there are a number of things you can do today to make things easier for yourself later on.

Each state has its own maze of laws concerning EVs. Some states are actively promoting the adoption of EVs, some are actively working against them and some, amazingly, are doing both. Washington State, for example, waves part of the sales tax on EV purchases but then turns around and fines the EV driver by adding $225 to their tab fees each year to punish them for not buying gasoline. Weird things like this will only improve with pressure from voters. As long as only 2% of drivers are involved in these issues, there aren't enough voices to fix the problems. You can use websites like Plugstar to help you figure out what the incentives are in your area.

Back in 2006, the Federal government decided to offer tax credits for EV purchases to offset the tax benefits that oil companies enjoy that artificially lower the price of fossil fuels. But, even though the tax credits to oil companies never run out, the tax credit for EVs only applies to vehicles assembled in the US using materials mined by US friendly companies and even these meger incentives will disappear on Sep 30th, 2025 to be replaced by a new yearly Federal EV tax of $250 (that is 2.6 times what the average ICE vehicle pays). Instead of being eliminated, the tax credit should be extended for all manufacturers as long as the oil company subsidies are in place, just to even the playing field.

The DCFC infrastructure needs to be built out more quickly than it is and the methods of payment need to be standardized. Also, there needs to be some penalty if a company does not keep its stations in good repair. Loss of revenue doesn't seem to be sufficient motivation. Only state level legislation will fix these issues.

Many states, and the federal government are struggling with how to pay for roads now that ICE vehicles are buring less fuel and paying less gas tax. Also EVs are burning no gas and that compounds the problem. But hitting EVs with fixed fees punishes the short distance drivers and rewards the long distance drivers. At the same time, the expensive gas hybrids are getting the best of the deal. The best approach is to adopt a Road Usage Charge (RUC) that would be the same for everyone. Essentially a price per mile driven. Many states have studied this but only Hawaii has actually implemented it. It's a completely new tax but the old gas tax is fading away, something will have to be done. You need to wade in on this.

Car dealerships make most of their money doing maintenance and repairs, not on sales. But since EVs don't require as much of either, dealerships are generally opposed to selling them. With a few exceptions, if you go to a dealership today, they will try to steer you away from their electric models. Many companies avoid making their electric models available in all regions unless compelled by law. As a result, some EV companies avoid having dealerships and try to sell directly online. But various states have prohibited cars from being sold without dealerships. This is just more craziness that has to stop.

People who own their own homes can charge their vehicles overnight but what about people who live in apartments? What about people who rent? We need to change building codes to require circuitry that allows EVSE to be installed in parking structures, especially those used by apartment dwellers. We need to make sure Home Owners Association don't have rules making it impossible to set up a charging station at your home. We need to provide incentives to landlords to install the necessary wiring for EV charging or to, at least, make it possible for the tenants to install it. We also need some charging infrastructure wherever cars are parked for long periods.

All of these things you can help with today by paying attention and supporting various lobbying efforts. Joining your local chapter of the Electric Vehicle Association (EVA) is a good place to start. Some good local examples are:


The Seattle Electric Vehicle Association (SEVA)

The Emerald Valley Electric Vehicle Association (EVEVA) (Eugene)


More odd ideas

Once there are millions of EVs in the hands of everyday people, and once those vehicles are plugged in to power units when they are not being used, we could start to see a technology known as Vehicle to Grid (V2G). This allows a power company to pull power from vehicles that are just sitting there to handle spikes in demand. In essence, the vehicles that are just sitting there, not being driven, become an enormous battery that will allow a utility to meet spikes in demand without starting up (or even building) unnecessary auxiliary power plants.

In the same sense, your EV can become a backup power system for your home (V2H) when power goes out. It could be set up to supply enough power to keep a couple essential appliances running for a week until power is restored during a blackout or storm. If the power outage persists, you can drive your car someplace and charge it up and then bring it back to your house and plug it in for another few days. This technology is available today.

Just imagine how much quieter your neighborhood would be without the sound of combustion engines going by. Just imagine...


Written July 2025 by Paul Kahle, SEVA member and EV driver since 2011