Alt Car Expo is an exciting annual event held in Santa Monica, California that features exhibits and driving opportunities for cars with alternative fuels and drive systems. Southern California is a hotbed of EV interest, and it is safe to say that Alt Car is the best place to see and drive the newest electric and alternative fueled vehicles. It was at the Alt Car last October that I first saw and drove the LEAF and saw it in its final production form and paint colors. I went on September 30 this year to see and drive what is new and coming to the marketplace.
Before I share my exciting day at Alt Car, I'll talk about my drive to the venue. I live more than 50 miles south of Santa Monica. The usual range of the LEAF at freeway speeds is about 70 miles. The LEAF will make it to Santa Monica easily, but a recharge of at least three hours at Level 2 (240 volts) will always be required in order to make the return trip. I was able to rely on the kindness of a friend who lives in Santa Monica to charge up while I was at Alt Car. This was the first time that I had taken the LEAF beyond its round trip "point of no return", and it was an interesting experience.
As my twelve fuel bars dropped to six, about 35 miles into the trip, near LA International Airport, the realization set in that I would definitely need to get my recharge before I was going to get home that day. Since I had a definite plan for recharging at a friend's house, there was no anxiety. But if I had needed to rely on finding an available space at a public charger, there would certainly have been some anxiety from not knowing whether all of the public charging spaces would be taken by other EVs, or, perish the thought, by a gasoline car. As more EVs are joining the public "fleet", charging stations at key destinations are going to be more and more likely to be in use when we arrive, needing to charge.
One of the reasons that I was looking forward to driving the LEAF to Alt Car was to make use of my newly received HOV lane white stickers. While, for fuel efficiency, I wanted to stay out of the HOV lane when traffic was flowing swiftly, because the LEAF burns much more power at 75 mph than at 60 mph, I jumped into the HOV when traffic started to jam nearing West LA. My LEAF's GPS traffic display, powered by XM satellite radio, was really useful for anticipating the need to move toward the HOV lane, since I could see red warnings of traffic slowing miles ahead of the actual jam. I'd estimate that the HOV stickers saved me 40 minutes or more of sitting in slow traffic on my round trip.
Exciting First Showings at Alt Car Expo
Nissan had its full functioning Drive Electric Tour operating at Alt Car and our friends at Nissan were very welcoming to us. We stopped by to chat and pay our respects, but being veteran LEAF owners now, we spent most of our time learning about some of the new cars on the market. I was excited to see and drive some new EVs at Alt Car, including first drives in the CODA sedan and the newly redesigned Mitsubishi i small sedan. Both of these makers are expected to deliver their first cars here in the next few months. I also wanted to see, and at least sit in, the new Fisker Karma and BMW Active E field test coupe. And I was looking forward to opportunities to drive the Chevy Volt and some of the new hydrogen fuel cell cars, as well as some of Toyota's and Lexus' new designs, especially the Prius Plug In Hybrid.
CODA Sedan
After several delays, CODA seems to be on track to deliver their first cars in the next few months. CODA is a small company, based here in California, that is constructing EVs in a novel way. The body and chassis for their sedan are built in China, apparently based on a Mitsubishi design. CODA is installing the electric motors, batteries and control electronics here in the US. I rode in a prototype at last year's Alt Car. On Friday, along with a friend from MyNissanLEAF.com, Mike Walsh, I was able to drive a more recent prototype that was closer to production-ready.
The standout points for the CODA sedan, as compared to the field of currently available EVs, are the large 36 kWh battery pack and the 6.6 kW capable on-board charger. The larger battery pack should give the CODA almost 150% of the range of the LEAF, around 110 miles reliably under most driving conditions, and as many as150 miles under ideal conditions. And the larger charger (the LEAF's is currently only 3.3 kW) can add over 20 miles of range per hour of charging, compared with half of that distance for the LEAF. And the CODA can fully charge from empty in as little as six hours at Level 2 (240 volts), compared to more than seven hours for the LEAF.
All of this technical superiority comes at a price, though. It is no surprise that larger battery packs will quickly drive up the price of an EV. In the case of the CODA, the list price of the base model is
As the CODA product specialists said they are aware, the exterior and interior design of the sedan are less than exciting. The car's exterior design is straightforward and functional for a compact four door, five seat sedan, but compared to modern competitor's designs released over the last five years, it is quite plain. Equipped with the optional leather seats and the standard large LCD display, the interior is comfortable and passably attractive, and the steering wheel has a nice leather grip. Unlike the LEAF's completely digital displays, the main instruments in the CODA are analog gauges. These include a state of charge meter and power use/regeneration gauge. The interior is hindered, though, by the hard plastics on the dashboard. We were told by the CODA people that the second generation car will be a fresh design, created to be an EV from the ground up.
On our short drive, I found the CODA sedan to come up to speed impressively after feeling rather slow on initial accelerator tip-in. The product specialist said that CODA is aware of this and will be adjusting the software to produce livelier acceleration from a standstill. Since the drive was a short one, just around a city block, there was no chance to feel the steering or handling ability. Of course, like most EVs, the car is quiet and has good torque, especially after the car gets moving. I prefer the driving dynamics of my LEAF, which is a somewhat lighter car with similar torque, and I also prefer the digital instruments and the overall more modern design of the LEAF's interior. I also find the five door hatchback design of the LEAF to be more useful for a family of five with a small child, with accompanying strollers, etc. While the additional range and faster charging of the CODA are attractive, I find the LEAF's value for money to be a much more impressive package.
http://www.codaautomotive.com/
Mitsubishi i
Mitsubishi has been building and selling its small iMiev sedan in Japan and in Europe for several years. The iMiev is a small four door, four seat electric sedan based on a gasoline car sold in Japan. For the 2012 introduction to the US market, Mitsubishi has expanded the width of the car about four inches and the length about 10 inches (per Wikipedia). The Mitsubishi i will be one of the least expensive highway capable EVs in the US, at a base price of about $30,700 including destination charge and before government incentives. The car should be eligible for the federal $7,500 tax credit and the California $2,500 rebate. Navigation and other options can add more than $2,000 to this price.
The i will be the one of the most efficient mass market EVs due to its small size and a curb weight of more than 800 pounds less than the LEAF's 3,400 pounds. The Mitsubishi has attained an EPA equivalent mpg of 112 mpge, compared to 99 mpge for the LEAF and 119 mpge for the Tesla Roadster 2.5.
The battery is 16 kWh in size compared with the 24 kWh in the LEAF, and the rear drive motor is 49 kW as compared with the LEAF's 80 kW front drive motor. The EPA range for the Mitsubishi is 62 miles compared with 74 miles for the LEAF. This makes sense given the smaller battery in the Mitsubishi and its more efficient drive train.
The Mitsubishi i is a small car, and this becomes quite evident when it is compared with the LEAF. The car seats four as compared to five in the LEAF, and the LEAF is more than two feet longer. Interior space for the driver and front passenger feels tighter than that in the more spacious LEAF, but it is certainly a comfortable driving environment. But it is in the instrument panel and its design that the LEAF really differentiates itself from the Mitsubishi. While the LEAF impresses the driver with multiple digital instruments showing driving economy and efficiency, standard navigation with driving range estimate and icons for available charge stations, the standard Mitsubishi i has a few basic gauges, including a small fuel gauge. GPS navigation is standard on the LEAF, but optional on the Mitsubishi.
On our short test drive, I found the Mitsubishi to be a bit slow off the line, but more responsive with a rolling start. It handled reasonably well on its tiny tires, but on our short, around the block drive, there wasn't any opportunity to really test the car's handling or steering feel. I did play with the transmission's three modes, Drive, Eco and Brake. Brake mode provides a stronger regeneration setting during coasting and light braking and it allows driving using only the accelerator pedal for the most part. Many EV enthusiasts enjoy this higher regeneration level and the regen built in to the LEAF is really quite mild. I found the interior acceptably finished and I enjoyed the leather steering wheel on our test car, but I did find the instrumentation to be meager and less informative than the large digital instruments that are standard in the LEAF.
I see a place for the Mitsubishi i in the marketplace as a small, fun-handling and inexpensive entry level EV for short commutes, errands and city driving. As an overall package, and as a value proposition, however, I find the LEAF much more attractive for the average driver.
http://i.mitsubishicars.com/?ic=MN_vehicle-menu_100007_04012011
Chevrolet Volt
Much has been written about the Volt and most people who are interested in the car are already fairly familiar with its specifications. The Volt is a plug-in hybrid with a 16 kWh battery, an electric driving range of 35 to 40 miles and a range extending gasoline engine/generator that provides fuel economy of about 37 mpg in gasoline mode. The MSRP of the car ranges from $40,000 to just over $46,000, including destination charge and before incentives and credits. The Volt is eligible for the $7,500 federal tax credit but not for the California rebate nor the HOV lane stickers. Chevy says that future models may be eligible for these California benefits.
My drive in the Volt at this year's Alt Car, which was my fourth time driving the car, left me feeling more positive about the car and reinforced my earlier good impressions. It feels well engineered, solid, quiet, sporty, well built and quick to accelerate, with solid braking and handling. The interior, especially when equipped with leather trimmed seats, gives the impression of being made of good quality materials with effective and informative instruments and clever features. Whenever I drive a Volt, I must admit to feeling a fairly strong urge to own one. A great setup for clean and economical driving for a two car family would be one pure EV and one plug in hybrid, and the Volt, with its fairly large electric range, is a good candidate for the plug-in hybrid in this equation. One improvement that I think GM should make is to add a control that allows the driver to decide when to activate electric drive.
EDIT: I guess that "Mountain Mode" in the Volt can be used to switch into gasoline drive mode to save electrical power for later use.
While the seats in the Volt are more comfortable and more adjustable than those in the LEAF, the interior space is more cramped than that in the LEAF, especially in the rear, where it only seats two, compared to the three-across seating in the LEAF. The 35 to 40 mile EV range of the Volt should allow many families to drive mostly in electric mode if they charge the car nightly. The smaller battery allows full charging overnight on regular 110 volt power from any outlet without requiring the buyer to modify their homes' electrical systems.
http://www.chevrolet.com/volt-electric-car/
Fisker Karma Plug-In Hybrid Sedan
Fisker has shown their gorgeous and impressive Karma sedan at auto shows for more than two years, now. But the car hasn't been available to sit in, let alone to test drive by members of the public. At Alt Car, Fisker at least had a nice white Karma available to sit in and touch, and the experience was fabulous. The Karma's exterior is long and low and this is one car that almost looks like it is speeding when standing still. The interior is fittingly enticing, as well. The low, reclining seats with leather coverings, of course, are very comfortable, and the interior has been designed from the ground up as a high-end cockpit for this range extended electric car. I truly loved sitting in the car. Visibility from the low-mounted seats out towards the car's corners was somewhat difficult, but that is a fairly common problem with many cars today. The low seating position requires some bending and twisting to easily enter and exit from the car, something that should be kept in mind by potential buyers with mobility and flexibility issues.
Fisker should begin deliveries of the Karma later this year. Prices begin at around $97,000 and go up from there when Fisker's interesting selection of interior options are added. The Karma packs a 20 kWh battery to provide up to 50 miles of electric range, and adds a range extending gasoline engine/generator to provide additional miles of travel. Unlike in the Chevy Volt, the gasoline engine only provides electric power and never actually drives the car.
http://www.fiskerautomotive.com/en-us
BMW ActiveE Field Trial EV
BMW is rolling out the ActiveE as its second field trial of an EV, after their successful trial of the MiniE over the past two years. The car is available to only 700 drivers as a two year lease, no purchase option, at $499 per month with $2,250 down. No government incentives will be available, since the program is a field trial, not a standard lease. BMW had an ActiveE on display at Alt Car and we were able to see and sit in the prototype. The ActiveE is actually a modified BMW 1 Series Coupe. The batteries are located in the former engine compartment and drive shaft areas of the Coupe. The ActiveE uses many of the components of the upcoming BMW i3 EV, with a rear-drive electric motor and 30 kWh battery pack, as well as a 6.6 kW on-board charger. The drive system encroaches significantly into the trunk area of the ActiveE, leaving a fairly small luggage space in the trunk and a narrow pass-through to the folding rear seat backs. The interior is standard BMW 1 Series, with manual seats to save weight. From its specifications, the ActiveE should drive and handle well, but it is a fairly heavy car, some of which comes from the fact that it is a converted ICE car, so acceleration isn't likely to be impressive.
http://www.bmw.com/com/en/newvehicles/1series/activee/2011/showroom/index.html
Toyota Prius Plug-In Hybrid
Toyota is introducing a plug-in version to its growing family of popular hybrids. But the electric range of this new Prius is only about 15 miles, and the car begins using its gas engine at over 60 mph, even if the batteries are not depleted. At least Toyota has included controls that allow the driver to select when to use the electric mode, allowing the choice to save the electric mode for a time when it will be of most use. As compared to the other mid-priced plug-in hybrid, the Volt, the Prius' gasoline mileage in hybrid mode should be close to the 50 mpg average of the current Prius. So the Prius Plug-In will be a more economical long distance car than the Volt, but in day-to-day driving, the Volt will be the more economical car due to its longer electric driving range.
I drove the Prius Plug-In at Alt Car Expo and I must say that I wasn't impressed. After driving a pure electric car for six months, I found the acceleration and handling of the Prius Plug-In to be slow, buzzy and imprecise. That level of performance was too close to that of our current 2007 Prius and nothing like the responsive driving experience of my LEAF. As I found in driving the Chevy Volt, a plug-in hybrid doesn't need to be as boring as a Prius. Especially with its short electrical driving range, I have no interest in getting a Prius Plug-In.
http://www.toyota.com/prius-plug-in/?srchid=K21577_p417663137
Lexus CT 200h sport hybrid
Lexus has introduced its lowest priced and smallest car, the CT 200h hybrid. This is a smallish five door hatchback with the drive train from the current Prius and a sport tuned suspension system. Of course, as a Lexus, the car has standard leather seats and a nicely designed, well equipped and comfortable interior. The car handles well and feels sporty on the road, but the Prius-sourced drive train, with its buzzy, sluggish response, shouts through with a constant reminder that the car is missing a decent engine. That would be too much of a regular reminder for me, I'm afraid, so no small Lexus hybrid for me.
http://www.lexus.com/models/CTh/
Honda FCX Clarity Hydrogen Fuel Cell Electric Sedan
This lovely, well finished large sedan is available in a limited number of three-year leases (no purchases) in Southern California only, and only in a few regions with a sufficient number of hydrogen fueling stations. The FCX Clarity is a demonstration project for hydrogen fuel cell transportation. The car is available for lease at $600 per month, inclusive of maintenance costs and insurance costs (per the Honda specialist at Alt Car).
I have been aware of the FCX Clarity for a few years, and I occasionally see them being driven in my local area, but Alt Car was my first chance to drive one. I was immediately impressed with the large amount of interior space in the car. It is easily the largest and most comfortable interior in which I have had the pleasure of riding in a long time, although the rear only seats two because the car's design divides the rear seating area, making this a four seater car. The interior styling is fresh and modern and there is lots of glass space, providing an airy, open feel. The driving experience was equally impressive, with the car being as quiet and responsive as any good EV should be.
The Honda Clarity would be near the top of my list of cars if I had the need for a large and elegant car with a driving range of about 260 miles per tank, but which is limited to driving only within about 130 miles of a hydrogen fueling station in Southern California.
However, as a fuel, hydrogen suffers from being mostly available from the same fossil fuel sources as provide our current oil and natural gas. Also, since these are really electric cars that carry their own fuel, we have to look at the efficiency of producing that electricity. Since it takes electricity to produce the hydrogen from the feed stock fuel, such as water or natural gas, and then energy is needed to transport the compressed hydrogen to filling stations, and then that hydrogen is turned back into electricity by a very expensive fuel cell, there are efficiency losses all along the way. In my view, it is more efficient to take electricity directly from the power plant or renewable source and charge the batteries of an EV than it is to produce hydrogen and then make electricity from it inside the car. The only real benefits of the fuel cell design are that the driving range between fill-ups is longer than that of most battery EVs today, and that the time required for that fill-up is a short few minutes.
http://en.wikipedia.org/wiki/Hydrogen_vehicle
Information on the Honda FCX Clarity at:
http://automobiles.honda.com/fcx-clarity/drive-fcx-clarity.aspx
Mercedes Benz F-Cell B-Class Hydrogen Fuel Cell EV
Like the Honda FCX Clarity, the Mercedes FCEV is powered by a hydrogen fuel cell, which produces electricity to drive the car. Also like the Honda, the Mercedes is available only for lease to a very limited number of drivers, and only in limited geographic regions of California that are close to hydrogen fueling stations. The Mercedes is based on the B-Class, a smallish van-type body design. Like most Mercedes cars, the FCEV is well appointed and feels well built. It drives smoothly and fairly responsively. With a 240 mile range, the car would be a usable and pleasant addition to a family's garage. But it must be remembered that long trips are out of the question for this car, due to the limited hydrogen fueling infrastructure.
See also my discussion of the relative benefits of hydrogen fuel cells for cars under the Honda Clarity section above.
http://www.mbusa.com/mercedes/innovation/thinking_green/fuelcell
In my next blog post: Six Months Experience with Our Nissan LEAF