2016 Chevrolet Volt Premier Hatchback Review

Wednesday May 25th, 2016 at 11:55 AM
Posted by: D.Colman

2016 Chevrolet Volt Premier Hatchback

By David Colman

Hypes: The Electric Car Finally Reaches Maturity
Gripes: Rear View Mirrors A Tad Small

The completely revised 2016 Volt is a triumph of engineering for the Chevrolet Division of GM. In every way, Volt 2.0 is better than the original. This improvement is all the more impressive since Volt 1.0 was a very fine tool indeed. What’s most attractive about the 2016 Volt is its complete assimilation into the driving mainstream. Unlike the first iteration, the 2016 version has lost the need to proclaim how different and revolutionary it is. Gone is the annoying Chiclet-style dashboard surface of Volt 1.0. Gone too are the first offering’s corny Jetson styling touches. And best of all, the 38 mile electric travel range of Volt 1.0 has been superceded by a genuine, dependable 53 mile range which we proved in repeated usage.

2016 Chevrolet Volt Premier Hatchback

At first glance, the interior of the new Volt looks rather subdued, especially for such a ground breaking piece of equipment. The semi-gloss “Jet Black” cloth upholstery looks almost funereal, save for some counterpoint blue stitching around the edges. The exterior of the compact sedan hardly screams “I Sing The Car Electric.” With the exception of some matte aluminum tin foil burnishing the front grill bars, this new Volt could easily be mistaken for a two-year old Toyota Corolla. Maybe it was the muted tonality of its “Heather Gray Metallic” exterior shade, but our Volt tended to get lost in a sea of small sedans wherever we parked it.

That anonymity happens to be just what I liked about Volt 2.0. Since inception, revolutionary electric cars like the Volt, and especially the Prius, have found it necessary to scream about their world saving power source at top stylistic decibel. The Prius has always been most annoying in this respect, with its silly vent windows, goofy instrument graphics, and kindergarten control stalks. The first Volt was also complicit in this regard, with faux alligator upholstery and over-the-top styling aimed at declaring its revolutionary altruism. Chevy has really detuned all that bombastic noise, and the new Volt is ready to stand on its own as an engineering masterpiece rather than a styling exercise.

2016 Chevrolet Volt Premier Hatchback

In our week with Volt, we used exactly 1 gallon of gas! Only once did our normal daily commute involve a trip longer than 53 miles. At that point, the Volt cut seamlessly over to its 1.5 liter gasoline fueled engine for the 53 mile return voyage. By EPA estimates, the Volt’s “Range Extender” gas motor gets 42 MPG in combined city/highway driving, using 2.4 gallons for 100 miles of travel. In pure electric form, it returns 106 MPGe. Now we religiously recharged the Volt overnight every day. This is especially easy to accomplish since Chevy provides a recharge unit which stores neatly out of the way in a side compartment of the trunk. This recharger weighs about half what the same unit did in an Audi A3 e-tron we recently tested. It plugs into 120V household current and will recharge the Volt fully in about 14 hours, i.e. overnight. If you opt for the 240V recharge system, a full charge on a depleted battery takes just 4.5 hours. In other words, living with Volt on a gasoline free basis is very much a reality if your daily drive is under 53 miles.

2016 Chevrolet Volt Premier Hatchback

By every other metric of performance, the new Volt exceeds expectations. First and foremost, it handles really well since Chevy reduced its battery weight and curb weight. The Volt has lost 200 pounds, and now weighs just 3,543 pounds. Since Chevy added a new two-motor drive unit that is 12 % more efficient than before, the 0-30 mph acceleration is much quicker and overall performance verges on scintillating. Look to the torque figure of 294 lb.-ft. and you will see a thrust output unequalled by small sedans in this price range. Although the Volt utilizes relatively hard, small footprint tires in order to improve mileage figures, the car is so well-balanced that it will scoot through turns quicker than its Michelin Energy saver tires (215/50R17) would have you think possible. The only downside is they do tend to squeal when pushed hard. Chevy has done wonders with a suspension that uses a rear torsion beam axle and is not fully independent. The Volt hardly ever leans excessively in tight turns, and the overall ride quality provided by the torsion beam’s hydraulic bushings is excellent.

2016 Chevrolet Volt Premier Hatchback

Volt 2.0 is a winner in every regard. The hatchback configuration meant we could easily slide a couple of 4 foot long boxes containing metal shelves through the trunk and into the passenger compartment, after dropping just the 40% side of the 60/40 folding rear seat. While rear seating is tight, the Volt suffices as a usable 4 seater for adults, and the trunk area is plenty large without resorting to folded rear seats. If the parameters of the Volt’s range meet your needs you can forget about regular trips to the gas station from now on.

2016 Chevrolet Volt Premier Hatchback

2016 Chevrolet Volt Premier Hatchback

  • Engine: Voltec electric drive system With 18.4 kWh lithium-ion battery and Ecotec 1.5L gas-powered engine
  • Torque: 294 lb.-ft.
  • Fuel Consumption: 104 MPGe/42 MPG (Gas) Combined City/Highway
  • Price as Tested: $39,850
  • Star Rating: 10 out of 10 Stars

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Review: 2014 Ford Fusion Energi SE

Wednesday October 15th, 2014 at 8:1010 AM
Posted by: D.Colman

2014 Ford Fusion Energi SE

By David Colman

Hypes: Solid Power Team, Efficient Use of Space
Gripes: Vague Steering Feel, Ergonomic Cabin Issues

Through the first third of 2014, Ford has sold 72,746 Fusions. That accomplishment places the Fusion fourth in the mid size market segment, behind Nissan’s third place Altima, Toyota’s second place Camry and sales leader Honda’s 112,100 Accord sales. The Fusion may lag the imports, but it is a rousing success compared to other domestic brands like Chevrolet’s Malibu (43,101 sales), Dodge’s Avenger (25,068) and Chrysler’s aging 200 (21,648). The reason for Fusion’s strong showing lies in its appearance, value, and diversity of models. Let’s start with looks, because that’s the first sales hook you’ll encounter. Ford blatantly emulated the grill silhouette of Aston Martin’s $300,000 DB-9 to distinguish the Fusion from anything else in the mid size segment. The Ford’s high belt line also mimics the Aston’s tall side/squat greenhouse proportions. The result is a very handsome product from Ford that rings the styling bell with cues borrowed from Aston’s James Bond closet.

The value facet of Fusion ownership manifests itself in the wide variety of affordable combinations Ford offers. No fewer than 9 different models are available for 2014, ranging in price from the FWD S at $21,900 to the Titanium Energi at $40,500. You choose from 4 different engine options, FWD or AWD, plus 2 plug-in hybrids designated SE and Titanium. The Energi (Hybrid) SE that is the subject of this review carries a base price of $36,700. With the addition of a $295 Reverse Sensing System and a $795 Navigation System, this Fusion SE’s delivered price is $40,585.

2014 Ford Fusion Energi SE

If you choose a Hybrid Fusion, you will lose considerable trunk space compared to a gas powered model. The high energy battery pack occupies a substantial section of the trunk floor, leaving you just a little flat storage area before the floor steps up sharply to house the battery and electric motor components. Note that although your warranty will cover all Energi system bits for 15 years or 150,000 miles, the high energy battery warranty is limited to 10 years or 150,000 miles. Since this Hybrid is only capable of covering 21 miles before its battery charge expires, the trunk space trade-off would seem to pose a considerable deterrent to selecting a Hybrid Fusion. An SE with gas motor only retails for just $23,855, and comes with an unobstructed and spacious trunk.

2014 Ford Fusion Energi SE

But the beauty of this Hybrid lies in its virtually undetectable transfer from electric to gasoline mode when underway. Whereas most such combo cars let you know quite clearly and noisily when switching from electric to gas power, the Fusion transfers energy source quietly and seamlessly. Under full electric power, it proved so quiet that we were able to sneak up on a bobcat hunting in the wild without alarming the cat. An idling gas engine would have instantly driven this cat into the bushes. So there are unanticipated blessings when running silently on electricity. Another Hybrid virtue is the shot of thrust the electric motor provides when you flatten the throttle. The 2.0 liter gas engine which normally provides 141hp and 129 pound-feet of torque, links up with the electric power source which adds 118hp and 117 pounds of its own torque. That’s more than enough surge to spring past slower traffic on two lane roads, or slot into a 70mph freeway pattern without worry. Best of all, you’ll do so while averaging 43 MPG in overall driving. If you restrict your Fusion outings to electric power only, you’ll register 100MPGe. As far as the Energi’s Greenhouse Gas Rating, it scores a perfect 10 out of 10 on the EPA/DOT barometer, and a 7 out of 10 on the Smog Rating scale.

2014 Ford Fusion Energi SE

Unfortunately, Ford equips the Energi SE with rock hard (Treadwear Rating: 430) Michelin Energy tires (225/50R17), that lose grip at the least provocation on twisty back roads. Because this sedan is otherwise so well balanced and sensitive to steering input, the Michelins detract from an otherwise pleasant handling package. If you replace them with something stickier, you might sacrifice a few MPG in favor of improved adhesion. It’s a move well worth making.

Learning to love the Fusion is easy because the interior is so well designed. In SE trim, the driver’s seat is heated and offers 10 power adjustments as well as 3 memory positions. The other front seat is also heated, with 4 power position controls. The rear seat is surprisingly comfortable for long trips. I spent several hours in back, comforted by a large center armrest containing 2 drink holders, and a pair of small, floor-mounted AC vents with adjustable nozzles. the only rear seat demerit stems from the Fusion’s high beltline and small windows, which tend to induce claustrophobia and motion sickness if you enjoy reading while riding.

Ford’s Fusion is leading domestic mid size sales because it looks good, rides well and offers a wide variety of combinations and price points. The Energi SE is one of a handful of Hybrids that’s not only economical to run, but also fun to drive.

2014 Ford Fusion Energi SE

2014 Ford Fusion Energi SE

  • Engine: 3.5 liter DOHC V6 with VVT-I, plus Electric Motor
  • Horsepower: 270hp
  • Torque: 280lb.-ft.
  • Fuel Consumption: 27 MPG City/ 28 MPG Highway
  • Price as Tested: $50,875
  • Star Rating: 8.5 out of 10 Stars

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Review: 2014 Chevrolet Spark EV

Wednesday October 8th, 2014 at 8:1010 AM
Posted by: D.Colman

2014 Chevrolet Spark EV

By David Colman

Hypes: Perfect 10 on the Greenhouse Gas Scale
Gripes: Impractical Range, Rubbery Suspension

Home, home on the range anxiety. The electric motor Spark EV, which is sold only in California and Oregon, is a great idea whose time has not yet come. Without any back-up source of power, the Spark is dead when its lithium ion battery runs out of charge. This problem limits your range to at most 80 miles of real world driving. If your destination lies more than 40 miles distant, and you plan on returning without delay, you’d better leave the Spark home, tethered to its recharge umbilical, while you take a real car instead.

We set off on a 50 mile one way drive with more than 50 miles showing on the range indicator. 25 miles into the drive, the remaining range suddenly dropped from 25 miles to 11 as we crested a long hill. The system emitted a warning “Bing” and dashboard lights flashed the disconcerting information that we needed to “Recharge Soon.” Okay, so we pulled off the highway and, luckily, found a shopping plaza with an ARCO gas station, Starbucks cafe and KFC restaurant. Little did we know we would be spending the next 3 hours stuck here as we tried unsuccessfully to recharge the Spark. Chevy provides a 120V recharging unit with a 3 prong plug which we inserted into the wall receptacle of the ARCO station, with kind permission from the manager.

2014 Chevrolet Spark EV

After an hour of purported recharging, we returned to find that nothing was gained because the wall socket was apparently dead. So we found another socket, plugged in the charger and were unpleasantly surprised to find that although this socket had juice, the fussy Spark charger refused to operate, illuminating a red light to indicate failure to charge. Apparently, the recharger will not operate in all live outlets. Nor can you use an extension cord to connect it.

After 2 hours of phone calls, we were able to locate a Charge Point station within our now 8 mile range, drive there, only to find ourselves stymied by lack of the Charge Point affinity credit card needed to dislodge the charging wand for use. More phone calls finally got electrons flowing into the Spark. We then had to hitch a ride home with a friend, who also drove us back to retrieve the partially recharged Spark some 5 hours later.

Once you accept this EV for what it is – basically the ideal mail delivery vehicle for a six block square housing subdivision – you’ll be happy with your cute, puppy faced Spark. After all, it scores 10 on the EPA’s “Fuel Economy and Greenhouse Gas Scale” as well as 10 on the “Smog Scale.” It also carries a rating of 119 MPGe, which means its theoretical rating exceeds its real world range by about 40 miles. The EPA also rates its recharge time as 7 Hours. Unless you have a 240 Volt recharge station at your disposal, you can expect to spend about 20 hours recharging depleted Spark batteries. We estimated that the charge rate at our 110 volt garage outlet was good for about 4 miles of range for each hour of charge time. Grass grows faster than Spark recharges itself.

2014 Chevrolet Spark EV

Chevy has tried to jazz up the interior of the Spark EV with stylistic cues taken from the Volt. Inside the tiny cabin, you’ll find hard touch surfaces for radio and climate controls. The dash sports random directional slashes incised into its surface to impart a feeling of energy and brash individualism. The seats pick up the party line with their free form dot conga lines. The door panels and dash spine use blue-grey plastic inserts to lighten the interior and imbue it with further playfulness. The shiny plastic housing of the instrument cluster reflects itself distractingly in the windshield and side mirrors. Living in the Spark EV is like spending time inside an Igloo drink cooler.

2014 Chevrolet Spark EV

The one feature electric motors are best at providing is torque. The Spark EV produces an instant wallop of 400 lb.-ft. the second you floor the accelerator. So impressive is this launch from a standing start that the Spark’s front wheels go light as weight transfers to the tail end. Lightness is the byword of Spark handling. With teeny (185/55R15), hard shell (370 Tread Wear Rating) Bridgestone Ecopia tires, Spark’s connection to the pavement is tenuous at best. If you engage the “Sport” setting on the central console, handling improves marginally. However, you will not mistake this diminutive sedan for a sports ride under any circumstances. The Spark lives to do only one thing well: travel short distances while avoiding gas stations altogether.

2014 Chevrolet Spark EV

2014 Chevrolet Spark EV

  • Engine: GM Electric Drive System with 21kWh Lithium Ion Battery Pack
  • Horsepower: 140hp
  • Torque: 400 lb.-ft.
  • Fuel Consumption: 119 MPGe
  • Price as Tested: $28,570
  • Star Rating: 5 out of 10 Stars

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Review: 2014 Cadillac ELR

Friday August 8th, 2014 at 3:88 PM
Posted by: D.Colman

2014 Cadillac ELR

By David Colman

Hypes: Brilliantly Engineered, Scintillating Appearance, Practical Electric Application
Gripes: Hard to Access Rear Seat, Vacillating Brake Pedal

The allure of the electric car has never shined brighter than it does in Cadillac’s ELR. If your daily drive runs twenty to forty miles, you will never need to visit a gas station, or refill your fuel tank. The electric only range of the ELR is rated at 37 miles. In actual practice we rarely exceeded that figure during a week of daily errand running. Driving for free certainly gives you a different perspective on the car game. Just plug in your ELR when you come home each day, and let it recharge over night. GM provides a handy 120V “Travel Charge Cord” which will plug into any wall socket and refurbish a completely discharged battery so you’re ready to roll the next morning. Recharging time takes between 12 and 18 hours on 120V current.

2014 Cadillac ELR

The beauty of the ELR – unlike the Tesla or Nissan Leaf – is that this Cadillac will never leave you stranded if you deplete the battery while on a trip. If the lithium ion battery pack runs out of charge, the ELR’s 86hp, 1.4 liter gasoline engine assumes the chore of returning you home. If you plan on traveling long distances, the gas only range of the ELR is a healthy 340 miles.

Before the ELR, you had to be willing to make certain compromises in practicality and comfort in order to diminish your carbon footprint. For example, the Chevy Volt, upon which the ELR is based, has offered many of the same virtues as the ELR for several years now. But by comparison to the ELR, the Volt’s many hard edges make it uncomfortable to live with on a daily basis. By refining the Volt platform, GM has made the ELR much more inviting and fun to drive than its Chevy predecessor.

2014 Cadillac ELR

For example, new HiPer front struts replace the Volt’s MacPherson struts, a Watts linkage absent in the Volt adds control to the Caddy’s rear suspension, ZF power steering is superior to the Volt’s unit, and the ELR’s variable rate shock absorbers greatly improve ride quality. The ELR sits 0.7 in. lower than the Volt, and plants a much more substantial tire footprint on the ground. Instead of the Volt’s skinny, rock hard hyper-miler tires, the ELR utilizes premium sports sedan rubber: Bridgestone Potenza RE97 245/40R20 at all four corners. The Volt drives and feels like a $40,000 car, while this $82,135 Caddy will quickly convince you it’s worth all the extra money.

Few sensations in life are as satisfying as whizzing through back road curves fast enough to hear your sticky Bridgestone tires singing their song of adhesion. The reason you can hear this aria is that there’s absolutely no engine noise to drown out the sound of the tires. On full electric propulsion for those initial 37 miles each day, the ELR is utterly silent. You can listen to the shocks damping the bumps, or hear that ZF steering rack hum as you dial it through 2.5 turns from lock to lock. This is pleasure driving at its best, free from noise, free from smog and free of charge. Only the regenerative brakes, with their inconsistent engagement point, spoil the fun.

2014 Cadillac ELR

Inside the ELR, Cadillac has amped up the level of opulence to top tier level. This electric powered coupe’s luxury fitment gives nothing away to BMW, Mercedes or Audi competitors. Especially lovely is the optional Kona Brown full leather seat package ($2,450) which smells inviting every time you climb aboard. The mocha colored leather is glove soft, and the seats are exceptionally comfortable and adjustable (10 way power). Once you accustom yourself to Cadillac’s CUE control system, you will enjoy its ease of operation. For example, if you want to raise or lower the volume on your favorite music, just slide your finger along the V-shaped chrome bar below the Bose premium audio unit. Most of the controls operate in this fashion, with many having duplicate overrides on the steering wheel. You can even control your regenerative braking by using the paddles connected to the steering wheel. This Cadillac also offers a full range of driving modes, activated by a slide button on the center console. “Tour” is most useful for conserving energy, while “Sport” is essential for vigorous driving where passing is anticipated.

2014 Cadillac ELR

Although charging the ELR at home worked wonders for our needs, we found that the 240V charging stations located around the North Bay are annoyingly inconsistent with electric vehicle needs. For example, none of the units would release their plug without use of a special RFID proximity sensing charge card. This despite the fact they all claim to offer your first 2 hours of recharging for “free.” Unfortunately, free is no good if you can’t even release the plug from its locked receptacle to recharge your car. And the stations we checked each required different cards, with different 800 numbers to call for application. This brilliant electric Cadillac deserves better treatment than offered by these bogus facilities.

2014 Cadillac ELR

2014 Cadillac ELR

  • Engine: 1.4 liter inline 4 with port injection; 2 electric motor generators
  • Horsepower: 217hp (combined)
  • Torque: 295 lb.-ft. (combined)
  • Fuel Consumption: 33 MPG (Gas Only)/ 82 MPGe (Electric)
  • Price as Tested: $82,135
  • Star Rating: 9 out of 10 Stars

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Review: 2014 Chevrolet Volt

Monday January 6th, 2014 at 2:11 PM
Posted by: D.Colman

By David Colman

Hypes: Bonanza for Cutting Edge Arrivistes
Gripes: Lose the CVT Tranny

Parking the Volt in the reserved spot of a recharging station at Sausalito’s Molly Stone grocery was a treat I had never before had the opportunity to enjoy. While food shopping for 35 minutes, the Volt supplied itself with 3.2kH of energy at no cost to me. This two slot charging station, which has been active for nearly a year, provides your first hour of charge free of cost, with subsequent time available at minimal expense. Going into overtime gives new meaning to the word “charge” card. It takes 4 hours at 240V to give this Chevy a full blast of electrical energy.

Free refills constitute the highpoint of Volt ownership. And there’s a lot to be said for letting someone else pick up your energy bill. In fact, those beneficent unseen others start picking up the slack for you the instant you buy a Volt because doing so qualifies you for a $7,500 federal tax credit. The dividends continue in the form of access to road surfaces others can’t use, like driving solo in HOV lanes at times of the day that would normally get you ticketed.

The downside of Volt ownership is the simple fact that this heavy, somewhat lethargic vehicle isn’t exactly a blast to drive when you’ve selected the “Normal” rather than the “Sport” setting on the Driving Mode selector switch. In Normal Mode, overall performance is adequate for most drivers. Acceleration is modest. The CVT transmission is the culprit in this equation. It gives you a choice of just two ranges: Drive and Low. Unless you are moving very slowly, Low is useless for increasing momentum, so you’re stuck with the Drive range only. But if you select Sport Mode, acceleration is notably spunkier, and the Volt becomes a pleasure to drive instead of a chore. Of course, you’ll pay the price in increased fuel usage, but the Volt is so much more fun in Sport that you’ll want to select this setting every time you climb behind the wheel.

The Volt’s Owner’s Manual is poorly segmented and indexed. It’s especially difficult to find any information about transmission usage, since there are no listings in the index for ”transmission.” or “shifting.” The only reference appears in a chapter mysteriously headed “Electric Drive Unit.” Call outs for dashboard and instrument panel controls are inexplicably identified by number on one page, with functions keyed to those numbers on a following page. This causes you to flip back and forth constantly from page to page in order to decipher the diagrams.

Unlike the Owner’s Manual, Volt itself is a triumph of engineering. Unlike Nissan’s Leaf, which goes dead when its battery expires, the Volt will keep chugging long after the battery has died. The Xanax tablet for that range anxiety is the presence of Volt’s tiny displacement gasoline engine which Chevy calls a “Range Extender.” When the 1.4 liter gas engine propels the Volt without benefit of electrical power, you’re still good for 37 MPG, or just 2.7 gallons per 100 miles. In pure electric mode, the Volt posts a stunning figure of 98MPGe, or 35kH per 100 miles.

Thanks in part to its 5.5 foot long, 435 pound, lithium-ion battery pack, the Volt weighs 3,781 pounds. That near two ton curb burden becomes noticeable when you attack a series of corners on a back road. The low rolling resistance 16 inch tires don’t provide a lot of grip, so the front end tends to wash out early on corner entry. This behavior makes you lift throttle as the tires lose grip. In case you are slow to respond to the message from your contact patches, Chevy has th (oughtfully supplied the Volt with traction control and Stabilitrak stability management. Worst case scenario backs you up in the event of a collision with no fewer than 8 airbags and 3 years of free On Star auto crash response.

Inside the survival cell, the Volt is easy to love. It affords great sightlines in all direction. Even the somewhat veiled lower rear view benefits from a strategically placed glass panel. Our test Volt enjoyed augmented vision thanks to 2 optional Safety Packages. The first ($575) provided a useful beeper and camera to discern rear proximity issues, while the second ($595) included Front Park Assist and Camera, Lane Departure Warning, and Front Collision Alert. Chevy does a nice job of integrating these aids into your daily driving routine. Unlike so many similar offerings from other manufacturers, these Safety Packages never become intrusive.

The instrument binnacle of the Volt is intimidating. If you’re the kind of person who can read every piece of information on CNBC’s Squawk on the Street at the same time, you’ll love the Volt’s information center, because Chevy has crammed 35 separate pieces of news into your viewfinder. I learned to ignore 90 percent of them and was quite happy to do so.

The Volt is a marvel of technology. Its drive train is an engineering dream, a real home run. It’s still early enough in the model cycle to be the first on your block to claim admission to the 21st century. That you can do so for just $39,545, guarantees you a spot in the Acumen Hall of Fame.

2014 Chevrolet Volt

  • Engine: 1.4 liter inline 4 + Electric Motor
  • Horsepower: 149hp
  • Torque: 273 lb.-ft.
  • Fuel Consumption: 98MPGe/37 MPG Gasoline Only
  • Price as Tested: $39,545
  • Star Rating: 8 out of 10 Stars

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Tested: 2013 Mitsubishi i-MIEV

Tuesday August 27th, 2013 at 8:88 AM
Posted by: Francois

What is it

The Miev is an electric car suitable for short trips in the city. It is small and tall and is zippy around town with its high torque electric motor. It is roomy enough with 5 doors and a high roof line.

But get it on the open road and it is not happy. It’s small wheels and high wind profile make it jittery on the freeway. And the range is no joke as 60 miles is really just a best case guideline. Get on throttle or tackle some hills and this can easily drop below 50 miles. So charging stations are your friend and like the Nissan Leaf, you will get to know them and your fellow electric car drivers well.

YouTube Preview Image Video: The Charging Point Test Drive

The Japanese domestic market (JDM) version of the i has been on sale in Japan as the i-MiEV since July 2009. Mitsubishi put the popular i on a bodybuilder program to beef it up for the U.S. market and to meet North American crash regulations and make it more suitable for freeway driving. Adding 4.3 inches through the longitudinal center of the i pushes the width to 62.4 inches. It’s still about two inches narrower than a Fiat 500, but the gains in width translate into much more elbow room than the Japanese version has. Additional front and rear crash structure adds about nine inches of overall length but no additional interior room. The North American i weighs in at a feathery 2500 pounds despite carrying 88 steel-encased lithium-ion batteries under the floor.


The North American Miev enjoys a larger beam that makes the already-tall interior genuinely comfortable for four. Stretching an interior is tough and expensive, but Mitsubishi engineers devised a clever cost-saving move that frames the dash from the skinnier left-hand drive version sold in Europe with another layer of dashboard that makes the extra width appear like it was planned from the car’s outset, which it wasn’t. Look for the telltale gap filler at the base of the A-pillars.


Understeer and squealing front tires greet drivers who push the i hard into corners. The car’s staggered tires (145/65R15 front, 175/65R15 rear) and softly sprung chassis exacerbate the plowing, a trait that sucks the driving fun from the i’s otherwise cheery countenance.
And the 60 mile range really makes it difficult on US roads. Cities may be ok, but the sprawling peninsulas often require more range and buffer than 60 miles.

YouTube Preview Image Video: Making of i-MIEV

Tech Details

If you’ve ever driven an electric golf car, you probably remember the jumpy throttle response, a characteristic of electric motors producing maximum torque at zero rpm. The Miev’s Smooth Start Control electronically regulates torque from a stop to eliminate jolting starts, making the car feel more polished than some EVs.

YouTube Preview Image Video: Kelley Blue Book Review

Driving Character

While the Miev’s electric propulsion may seem advanced, driving it is simple as a golf cart. Turning the conventional column-mounted key activates the circuitry. Putting the car in drive engages the motor. Flooring the amp pedal moves the car out smoothly with linear thrust. The lack of gear changes or a traditional powertrain noise adds refinement. The electrically assisted power steering feels light, as do the vacuum-assisted front disc and rear drum brakes. (Since there is no intake manifold vacuum to power the brakes as on the JDM gasoline-powered i, Mitsubishi uses an electric vacuum pump for boosting duties on the EVs.) The seamless transition between regenerative and mechanical braking also deserves kudos. Unfortunately, the lack of excitement is palpable, with 0-60 mph clocking in at about 15 seconds. We saw 81 mph as the governed top speed.

Other Cars to Consider

Nissan Leaf

The Bottom Line

With a price that undercuts the Nissan Leaf by more than $5000 and superior efficiency, Mitsubishi’s North American version of the Miev electric vehicle may attract a broader audience than simply urban-dwelling environmentalists who view personal transportation as a necessary evil. The EPA estimates that drivers will spend just $495 dollars to drive the i 15,000 miles—though putting 15,000 miles on this car is a formidable task, as the i’s practical range is just 62 miles. And that distance must vary quite a bit depending how you use the i: Just 15 minutes of hard driving at Mitsubishi’s Nagoya proving grounds erased four of the 16 energy bars in the i’s “fuel” gauge. Still, Mitsubishi’s management is fixated on helping the world become a greener place, and the practical changes they’ve made to the i will make the $27,990 car more palatable for American drivers and driving environs.

But in the end, this car can use a few hundred pounds more of battery weight and range. The car is a bit fidgety on the freeway and the 80 mph top speed can barely get you out of some tricky merging situations.

The range is the most difficult pill to swallow of all. 60 mile round trip commutes are out of the question without a lunch time charge. And on weekend jaunts, the 60 mile range can drop to 40 miles when going through some hills and mountains. Just like a petrol car, mileage drops significantly when climbing a hill. But if you don’t make it back to the descent because of the range, then you won’t get that lost mileage back to descend the hill.


  • Price: $27,990 – $33,230
  • Powertrain: 49 kw (66 hp) AC synchronous electric motor; 16 kwh lithium-ion battery pack; RWD
  • EPA Fuel Economy/Range: 112 mpge; 62 miles

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