One of the inhibitors of the proliferation of electric vehicles (EVs) is, quite simply, the lack of charging stations. Whether you’re driving in a city or on an interstate, you are always comparatively near to a place where you can buy gasoline, snack foods, and much more. In many cases, there are gas stations across the street from other gas stations.

But looking for a place to plug in a vehicle—well, that’s a different issue, entirely.

(Image courtesy AeroVironment Inc.)

That said, according to IMS Research, in 2011 there were 135,000 charging stations—globally.

According to Statistic Brain (who knew?), in 2012 there were 121,446 gas stations—in the U.S. alone.

However, IMS Research reckons that by 2020 there will be 10.7-million charging stations globally.

The estimate is contained in a report, “Electric Vehicle Charging Infrastructure—World—2013.”

The increase in charging stations will be, IMS indicates, in the U.S., China, Japan, and Germany. Or, the primary passenger vehicle markets.

Factors behind the growth in charging stations is, of course, an anticipated growth in the number of EVs. And the growth in EVs is predicated on a variety of factors including emissions regulations, concerns about energy security, a population shift to urban areas, and the fact that some people simply like EVs.

When it comes to minivans, one thing matters most: Packaging. Minivans, outside of something produced by a bus manufacturer, are the ultimate people mover. And in addition to people, they move more than a modicum of stuff.

The trouble with minivans, of course, is that they are minivans. There are large numbers of people—NASCAR dads and soccer moms, and vice versa—who associate minivans with some sort of ill-defined stigma. Generally, it seems, as though it is some signal of surrender, as in “Cool no more.” Consequently, they opt for something that offers less utility, yet is perceived as being highly functional: a sport utility vehicle (SUV), likely a unibody crossover. Yes, a “utility” offering less utility than a minivan.

Even three-row SUVs have a third row that is little better than sitting room in a doll house. And if you keep that third row in place, any idea of a Costco run probably needs to go on hold. If you can make do with a two-row SUV, then generally the amount of space is no greater than that found in a four-door sedan.

Which brings us back to packaging, at which the minivan excels.

However, there is the not-minor issue of styling and appearance. In the minivan category, Nissan has categorically led when it comes to interior and exterior design of its products. In the early ‘00s its Quest minivan was so innovative that it left many probably purchasers scratching their heads. After all, here was something that looked downright Euro-stylish on the outside and had such a radical approach on the inside, including something arguably more interesting than a solid polymer roof, that the typical head of family decision making probably ran to their nearest Chrysler store and grocery store to make sure that (1) minivans were still boxy and (2) vanilla ice cream was still in the frozen foods section.

Quest back in the day

Can’t you just hear Robert Downey, Jr., saying, “Wouldn’t it be cool?”

That styling was toned down considerably, and by 2011 the company came out with its fourth generation minivan, of which the 2013 is a part of.

Still, on the exterior there is a design that has a similarity to its NV commercial vehicles in the front, which adds a certain seriousness to the endeavor, yet when you look at the body side, particularly the rocker area, you can perceive a level of stylishness.

The 2013 Quest

But let’s get to the business of this thing, which is the inside. There are bucket seats in the first and second row (in the second row they go by the name of “Captain’s chairs” for some reason as there is nothing nautical about them) and the third row is a three-person bench. You want one of the other seats, but you’re not in bad shape at all back there. The driver’s seat (on this LE trim level) is 8-way power-adjustable. The passenger seat is 4-way power-adjustable. There is a quick flip of the second row seat to get access to the third row. And the second and third rows readily fold flat. What’s more, the LE comes with leather seating surfaces such that you almost imagine you’re in a furniture store.

Serious space

The passenger volume is a capacious 170.9-cu. ft., and the cargo area is 63.6-cu. ft. with the second row seats in position and 100.4-cu. ft. when it is folded along with the third.

And while enumerating things, know that there are six cup holders, six bottle holders, four coat hangers, two 12-volt DC outlets, and an eight-inch touch screen display.

Power is provided by a 260-hp 3.5-liter, DOHC V6. There is a continuously variable transmission. I drove the Quest to the northwestern suburbs of Chicago and back to Plymouth, which meant that I had a good opportunity to experience the vehicle in a variety of commuting conditions, though I must admit that I only had one passenger, not a passel of playful kids on board. That said, I was able to handily keep up with the traffic on the freeway and to readily maneuver it in a crowded strip mall parking lot.

Chances are, someone who doesn’t see themselves in a minivan is not going to go for a minivan, not matter how good a minivan is, no matter how well it would suit their needs. How a vehicle that arguably had its roots in military transport somehow provides more street cred (especially when every Bob & Carol & Ted & Alice has one) is a puzzle to me.

Selected specs

Engine: 3.5-liter, DOHC V6

Material: Aluminum block and heads

Horsepower: 260 @ 6,000 rpm

Torque: 240 lb-ft @ 4,400 rpm

Transmission: Continuously variable

Wheelbase: 118.1 in.

Length: 200.8 in.

Width :77.6 in.

Height: 73 in.

Curb weight: 4,568 lb.

EPA: 19/25 city/highway

As you may know, assembly line workers in Japanese plants often wear uniforms, including hats.

Pictured here are two such individuals so outfitted:

Of course, generally, there isn’t a phalanx of photographers in front of a vehicle—in this case, the first production model of the Infiniti Q50—at the Nissan Tochigi production plant, which is the “mother plant” for the production of Infiniti vehicles.

Arguably, those are the mothers of all uniform-wearing individuals at Tochigi last week, as they are Johan de Nysschen, president of Infiniti Motor Co. (he has his head down here), and Carlos Ghosn, president and CEO of Nissan Motor Co. Ltd. (he doesn’t).

Ghosn said at the line-off event, “Thanks to the skill and constant focus on performance improvement, Tochigi has a global reputation for producing top quality vehicles. Year after year, Tochigi sets the benchmark for manufacturing quality standards.” Which is undoubtedly why they’re building the Q50 there, especially as it is the first new Infiniti with the revised nomenclature (its predecessor was the G sedan; G is now gone).

Speaking of the car in that production context, Ghosn added, “With the Q50, once again the Tochigi team has showcased their skill and expertise and proven the power of Japanese monozukuri.”

That last word essentially means making things with the highest levels of craftsmanship and continuous improvement.

No doubt that was amped up for those two visitors to the plant.

The LT1 6.2-liter Small Block V8 developed for the 2014 Corvette Stingray will produce an estimated 450-hp and an estimated 450 lb-ft of torque. This first member of the Gen 5 family of engines is not only powerful—it is estimated that the Stingray with the LT1 will be the fastest standard ‘Vette ever—but it is fuel efficient as well: it is projected that it will get better than the 2013 Corvette’s EPA-estimated 26 mpg highway.

Among the reasons why this can be achieved are direct injection, active fuel management, continuously variable valve timing, and a new combustion chamber design. Some six-million hours of computational analysis were spent on developing the combustion chamber, alone.

Jordan Lee is Global Chief Engineer and Program Manager—Small Block Engines, GM Powertrain. Yes, as in the LT1.

What went into the development of this potent powertrain, as well as the new EcoTec3 lineup for the 2014 GM full-size pickups (4.3-liter V6, 5.3-liter V8 and 6.2-liter V8), are among the topics covered in this installation of “Autoline After Hours.”

This week’s host is the always provocative Peter DeLorenzo of Autoextremist.com. He’s joined by Scott Burgess of Motor Trend and Gary Vasilash of Automotive Design & Production. Those three also discuss a variety of topics, from the Porsche 918 Spyder to the Infiniti FX.

The number of V8 engines for passenger cars is certainly on the decline as OEMs work to address looming CAFE regulations. While there is a lot of calculations involved in determining the number for a corporation’s average fuel efficiency—everything from vehicle footprint to credits achieved for alternative powertrains—hitting 35.5 mpg for 2016 and 54.5 mpg by 2025 isn’t the sort of thing that makes gas-hungry V8s particularly viable.

But for those who don’t want to give up their V8s, particularly while, say, watching a NASCAR race on a hot summer day, there is a clever option that won’t get you very far, but which can help slake your thirst.

The “American V-8 Piston Power Pack” cooler. Yes, an ice chest that has plastic cylinder covers. Pop the cover and pop in your favorite beverage. The ice (as well as other beverages) can be fitted into the block.

While an increasing number of engines—including V8s—have aluminum blocks, the beverage cooler is lightweight foam.

There is also a small speaker located on the top that, when depressed, activates a sound chip that announces “Drivers, start your engines!” Presumably one needs to have had a few beverages before the rationale for that becomes evident.

Still, if there is an old-school automotive enthusiast who likes to keep a cold one nearby, this could be the ticket.

(And speaking of tickets, let’s take this opportunity to remind you not to drink and drive.)

You can learn more here.