Range anxiety? Clearly, the decisive issue of today’s automotive age. In an effort to avoid “pulling a Tesla” (or “pulling a Musk,” as it’s uttered in some circles), BMW is reportedly planning to offer petrol-powered loaners to i3 buyers who need to — you know — actually drive somewhere other than work. All snark aside, it’s clear that the 80 to 100 mile range on the 2014-bound i3 won’t mesh with longer road trips — at least not until the charging infrastructure advances by a few years — and that’s a problem that could sway potential buyers into siding with a more conventional automobile.
According to WardsAuto, however, BMW is piecing together a program that would allow i3 buyers to grab a gasoline-powered Bimmer when long hauls are necessary, and the loaner program will be bundled into the cost of the car. Of course, no one’s saying what kind of limits will be put in place here, but you can rest assured that the bigwigs in Munich won’t tolerate any abuse.
Mitsubishi’s i-MiEV is known for many accomplishments in the electric car world, but long-range driving and staggeringly good looks aren’t among them. Its just-unveiled Concept CA-MiEV solves the former by making at least a token gesture towards the latter. The combination of flat-packed, high-density 28kWh lithium-ion batteries and a sleeker, low-drag shape help the compact car last for 186 miles on a charge, or exactly three times what the i-MiEV could muster. It’s enough that Mitsubishi describes the concept as a “suburban” EV that could last for a week of typical European commuting on one charge. As it’s a showfloor darling, the Concept CA-MiEV naturally stuffs in a lot of technology that’s only sometimes related to the battery: it can charge wirelessly using WiTricity’s magnetic resonance, takes data from smartphones and will email the owner if it’s stolen. Mitsubishi is quick to warn that the car isn’t intended for production, like most concepts, but many of the developments found inside should spread to the automaker’s worldwide fleet in the long run.
Automakers love to trot out urban-only EV cars, if sometimes only in their dreams, but there’s invariably gotchas: think disproportionately large turning circles and a lack of basic protection from the elements. Toyota’s new i-Road concept may not be destined for production, but it at least pays more than lip service to real life. The two-seat, three-wheel prototype turns with a motorcycle-style lean, cutting its turn radius to a very city-friendly 9.8 feet. It also has a fully sealed cabin, which allows for such radical features as heating and speakers. We don’t see many Model S owners having second thoughts when the i-Road runs out of energy in just 31 miles, but that’s not the point. It’s more of an alternative to bikes, compact EVs and scooters that doesn’t demand frequent fuel pump visits… or a good raincoat.
Instant torque feels delicious on the highway, but it could be an even bigger asset in an offroader. Land Rover has been experimenting with electric versions of its Defender 110 for a while now, and claims its latest prototypes benefit from a reduction in wheel spin due to the single-speed motor, making them more adept at climbing and less likely to churn up the environment. The prototypes don’t necessarily stand out in terms of raw specs: they’re 25 percent heavier than turbodiesel models, with lower horsepower and torque ratings, and with a range of just 50 miles. They try to make up for it in other ways, however, with the ability to deliver up to eight hours of slow, grueling off-road time, where range is secondary to staying upright, and by exploiting Land Rover’s Hill Descent Control feature for faster recharging through regenerative braking. There’s no plan to bring an EV Defender to market any time soon, or to run the Dakar gauntlet like some rivals have, but the prototypes are due to make appearance at the Geneva Motor Show before being tested for painful-sounding “specialist applications” later in the year.
Still nervous about trading in your gas guzzler for an electric carriage? The European Commission wants you to cast your eyes on the Volar-e, a high performance EV prototype designed specifically to garner attention. Designed and built by Applus IDIADA, the Volar-e boasts 1,000 horses driven by four independently controlled electric motors, a regenerative breaking system and the ability to juice up in under twenty minutes. The prototype — which was built in only four months — saw its first public outing this week at Circuit de Catalunya, in Spain, giving onlookers at peek at what its four driving modes can do.
The company didn’t specify what differentiates the vehicles Eco, Dynamic, Racing and Wet modes, but did go out of its way to highlight the Volar-e’s acceleration and top speed: 62mph in 3.4 seconds and 186 mph. The European Commission says the vehicle is built to promote electric vehicles to European markets, standing as a reference point to category’s potential. Cool? Sure, but with performance like that, we can’t imagine the Volar-e will do much to calm our range anxiety. Check out the prototype racer in action after the break.
There’s something quite amazing about hybrid and electric vehicles, especially if you tend to pile on the miles each and every week. At some point, you become interested in cutting down on costs, spending less on fuel, and being more mindful of the environment. The Volkswagen XL1 takes it up a notch in all of these areas.
The Volkswagen XL1 has a futuristic body, that’s got a certain appeal to it. It runs off a 27hp electric engine and a 47hp two-cylinder TDI engine. It definitely looks futuristic, and while you won’t be beating any Ferraris anytime soon driving one of these, you’ll be laughing all the way to the bank because this thing gets an estimated 261 miles per gallon. Yep, that’s no typo.
The XL1 will soon go into limited production for select markets, but there are no plans to offer it in the US. VW hasn’t yet announced any pricing.
This ain’t your daddy’s Tesla. In fact, the Renault Twizy is arguably the antithesis of the Model S: eye-catching where the Tesla is discrete; cheap where the electric sedan is expensive. Intended for city driving and the sort of short trips where nippy and straightforward are the key factors, the Twizy also manages to be a whole lot of fun, albeit with a couple of caveats (and preferably a pair of gloves). We raised our eco-cred with a Twizy blast around the urban jungle.
The Twizy may be small, but it’s certainly not discrete: expect to be looked at when you’re behind the wheel. The moon-buggy styling, prominent safety-shell cabin design, narrow footprint and comical dimensions add up to a car that gets noticed. Years ago, I used to drive a Smart car, back when they were still an unusual sight on the roads; the Twizy definitely gets the same sort of attention, with other drivers pausing at junctions to gawp, pedestrians stopping still and turning on the spot to watch you zip past, and kids pointing phone cameras at you.
European sales of the Twizy began almost a year ago, though the car is still relatively uncommon. That’s arguably down to the compromises owners have to make: in its base form, the Twizy lacks any sort of doors, for instance. Renault charges £545 ($832) on top of the base £6,795 ($10,370) for the scissor doors, though that still only gets you the side bars and translucent lower sections. In fact, it was only in October last year that Renault relented and offered plastic upper windows as a £295 ($450) add-on.
Even with the “doors” in place, the Twizy’s cabin can be an uncomfortable place to be. There’s no attempt to make it water-tight – there are gaps all around the edges, including huge holes where the scissor bar clicks into the rear locking mechanism that you could easily fit your hand through – and the waterproof seats are sturdy foam rather than something more cosseting. It’s also not a car you’d want to leave your phone or sat-nav in: security is limited to a lockable cubby behind the vestigial rear seat, and since you have to unzip the window from the outside merely to reach through to grab the door-opening switch, anything left in plain view is likely to be snatched.
Renault Twizy first-drive:
If the Tesla Model S’ vast, touchscreen dashboard is one example of EV usability, the Twizy’s console sits at the other extreme. There are the usual indicator, light, and wiper control stalks behind the steering wheel, and a pod binnacle showing speed, range, battery status, and drive status above. A hazard blinkers button is on the left, next to two buttons to select either drive or reverse (pressing them both puts the Twizy into neutral), while under the left hand side of the dash is a parking brake.
No rear view mirror – there’s no rear window, though a clear plastic roof is a £195 ($298) option – and the wing mirrors are manually adjustable. More worrying is the complete lack of heating options: in an effort to save battery power, you don’t get fans or heated seats, and even with the windows zipped up there was plenty of cold air circulating through the cabin. At least the windscreen gets a heating option for quick demisting. Your right foot is kept occupied with two pedals – accelerator and brake – and there are no gears to consider.
Starting off in the Twizy is an unusual sensation, even if you’re used to driving electric cars. The Renault is pretty much silent initially, and the feeling of openness from the minimal doors makes you feel quite exposed. As the electric motor ramps up (and you suppress the feeling that you really ought to change gear) it starts to work its way up to a heady whine, combining with the whistle of wind noise to make a cabin that you’d struggle to hear the radio in at comfortable levels, if that is Renault actually fitted one.
Then again, perhaps comfort should be left to drivers of $100k Teslas: the Twizy has its own brand of appeal. After the initial disconcert has worn off, you quickly realize that the tiny Renault is in effect a go-kart for grown-ups. The non-power-assisted steering is direct and immediate, and the tiny wheels and minimal seat padding contribute to a ride that tells you everything there is to know about the condition of the road and how much grip you have. Renault quotes a top speed of 50mph (we managed to squeeze out 52mph with the help of a mild slope) but even at sub-30mph rates the Twizy is incredibly fun, demanding you punt it round corners.
Acceleration lacks the instant verve of other EVs we’ve tried, but is perfectly fine for urban use. Less reassuring is the brake, which feels wooden and overly-stiff. Like other electric cars, the Twizy uses regenerative braking to top up its 52V drive battery – stored under the driver’s seat – with graphics on the LCD showing when you’re using power and when you’re creating it. Maximum range is 62 miles, Renault says, but that’s very dependent on driving style and, more pressingly in the 2-degree centigrade conditions we tried the car, temperature. In fact, we never saw more than 38 miles in estimated range on the display, though with the benefit of regenerative braking that didn’t quite drop in parallel with the actual distance we traveled.
A full charge from a 240V European domestic socket takes 3.5hrs, with the Twizy sprouting a curly extension cord from a hatch in its snout. In fact, the sticker price doesn’t actually include the drive battery at all: Renault is instead leasing them to owners, with finance packages depending on estimated usage (from 4,500 to 9,000 miles per year, ample considering this is not a car for the freeway) and length of agreement. For a year’s rental at the minimum mileage, you’re looking at under £0.15 ($0.22) per mile, not including actually charging the Twizy up.
The Twizy is undeniably a silly car. It’s impractical if your travel isn’t limited to urban use, potentially uncomfortable in inclement weather, suffers from limited range (like most small EVs), and is fairly expensive for a supermini once you add in “essentials” like doors and windows. The version we drove came to around £8,500 ($13,000) when you added in the wheels, doors, windows, clear roof, and a Parrot hands-free kit, which is a lot for a city toy.
And yet… there’s something addictive about it. Maybe it’s the purity of the driving experience, or that the bemused and entertained expressions of the people you whiz past can easily distract you from the fact that you’ve had to dig out gloves and a hoodie in order to keep warm. Maybe it’s the fact that you quickly start to believe you’re at the wheel of a lunar rover, or a car from a Gerry Anderson show. Stopping to recharge doesn’t seem like such a chore when you can combine it with warming up again over a coffee, watching pedestrians pause to ogle the Twizy parked outside.
Renault’s ambitions for the Twizy in the UK are conservative: whereas warmer countries on the European continent might be able to ignore the open-air cabin, it’s far less fun in rain and wind. Still, while we can appreciate the efforts of Tesla and the big car companies attempting to make EVs more mainstream, there’s no denying that the ridiculous (and ridiculously good fun) driving experience of the Twizy makes us glad Renault hasn’t gone entirely sensible as it looks beyond gas engines.
If certain reporters had lived in Estonia, how different things might be. The small European state has just cut the ribbon on its nationwide EV fast-charge network — providing 165 charging stations no further that 60km apart. Implementing a national or state-wide network of charger locations is something either under way, or in place in locations from Australia to Indiana. The Estonian implementation is state-backed, has a unified payment system, and offers three tiers of service to customers, from a basic pay-and-go option to a €30 all-you-can-drive monthly electricity buffet. It’s claimed that up to a 90 percent charge can be achieved in half an hour, with the range that achieves depending on your vehicle of choice. Estonia has 619 all-electric cars registered with the traffic office, and the network extends beyond the mainland, ensuring even those weekend road trips should be covered.
If you’re one Elon Musk, you’re probably ready for just about anything to take the place of the only story dominating the Tesla tagline for the past few weeks. Of course, a $90 million net loss isn’t the ideal story to overtake the Model S kerfuffle, but hey — at least the company’s aiming to pull in a profit next quarter. In a bid to keep investors focused on the positive, the automaker’s Q4 2012 shareholder letter notes that Tesla is officially predicting its first quarterly profit in Q1 2013, sliding up from “late 2013.”
For the quarter that just wrapped, the firm saw revenues of $306 million (a 500 percent increase sequentially from the $50.1 million seen in Q3 2012), and it ended the year with $221 million in total cash after having made the first quarterly principal payment of $12.7 million to repay the loan to the U.S. Department of Energy. Tesla also plans to deliver some 20,000 Model S vehicles in 2013, with around 4,500 of those happening in Q1. Europeans and Asians can expect their deliveries in “summer” / “late this year” (respectively), with the first Model X deliveries to occur in early 2014. Musk also told investors that it plans to “spend significantly less on capital expenditures” in 2013 compared to 2012, helping to (hopefully) generate “slightly positive net income on a non-GAAP basis” in Q1 2013.
Toyota can’t seem top stop designing long, thin city cars, and its latest – the Toyota i-ROAD – has been teased ahead of a debut at the Geneva Motor Show. Billed as ”an ultra-compact zero-emissions city car” the i-ROAD is otherwise shrouded in secrecy, though the top-down view suggests something along the lines of the Toyota Smart INSECT shown off in Japan last October.
The Smart INSECT had an eye-catching gullwing design – complete with proximity sensors so that the doors would open for you automatically as you walked up – and a hook up to a smartphone for traffic reports and other information. Toyota also envisaged it linking with your automated home, so that you could remotely control locks, appliances, and other hardware while on the move.
It’s not clear if the i-ROAD follows the same single-seater approach of the Smart INSECT (and, indeed, the Toyota COMS announced alongside it) or puts two people in tandem. That would certainly make more sense for city use, though it would have an inevitable impact on battery life.
It’s not the first time we’ve seen this narrow style of vehicle attempt to address the frustration of city driving. Renault has been offering its unusual Twizy EV for some time now, though it comes with some compromises: no doors or windows as standard is probably the most obvious.
However, narrow doesn’t have to mean dull. Persu – previously VentureOne – has been talking about its tilting three-wheeler for years now, with a production launch now tipped for 2014. It uses tilt-tech licensed from Carver, which previously offered the Carver One before declaring bankruptcy in 2009.
We’ll know more about the Toyota i-ROAD in early March, when the company shows it off properly in Geneva.
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