2014 Honda Fit EV Vs 2014 Fiat 500e

15 Июн 2014 | Author: | Комментарии к записи 2014 Honda Fit EV Vs 2014 Fiat 500e отключены
Fiat 500e Electric Cars

2014 Honda Fit EV Vs. 2014 Fiat 500e

Electric vehicles might be the future but we need to say that there is a decent number ov EV s that are available on the market and drivers can choose which one they find most suitable for their use. At this moment among the most popular are 2014 Honda Fit and 2014 Fiat 500e so we are here to offer the review and comparison of these two cars.

To review the specs of the Fit, its electric motor is derived from the one installed in Honda’s FCX Clarity fuel-cell EV and pumps out 123 hp and 189 lb-ft of torque. The motor is fed by a 20-kWh, air-cooled lithium-ion battery pack made by Toshiba. Range on the unadjusted, highly optimistic LA4 driving loop is 123 miles, but the adjusted EPA range on the window sticker should be closer to 76 miles.

That’s based on a consumption figure of 29 kWh per 100 miles; the Nissan Leaf uses slightly more energy at 34 kWh per 100 miles.

The battery pack is mounted underneath the car. It’s a decision that resulted in a floor that’s three inches higher than the conventional model’s, but the Fit’s cathedral ceiling meant that we didn’t notice the reduced headroom. The trick Magic Seat, whereby the seat bottom can flip forward, also is lost in the switch to electrification, although the rear seatbacks will still be able to fold flat and allow for various other configurations for increased utility.

Other interior modifications are more noticeable, such as the revised instrument cluster. In the EV, the rightmost pod houses a large battery-capacity gauge and two gauges that indicate accessory draw: one for the HVAC system and one marked “others” for everything else. In the middle is a digital speedometer with a smaller digital range indicator underneath; below that is a familiar Honda multifunction display.

The left pod shows instantaneous energy flow, whether you’re using power or recharging. The 2014 Fit Honda EV has three drive modes: econ, normal, and sport. In sport mode, the car’s electric motor unleashes more of its fury, and the availability of that anger is shown in the instrument cluster as an extended band on the power meter.

As mentioned, our preview drive was short—only a few miles around the grounds of Twin Ring Motegi. Based on our limited exposure, though, the Fit EV shows potential. After all, the basic car has won multiple 10Best awards. The EV version mostly feels like the standard Fit, although the heavy battery pack—Honda won’t tell us exactly how much it weighs—imparts a bit of wobble to the handling.

As in the Leaf, the steering lacks feel, but the Fit’s setup has much better weight to it, which helps accuracy. We didn’t reach the 90-mph top speed, but the motor continues to pull strongly even at higher velocities, which is where EVs such as the Leaf tend to fall off. Normal and econ driving modes are essentially the same; the latter simply dulls accelerator response.

Sport mode offers the most aggressive pedal setting, and the extra power is definitely noticeable.

As already announced, Fit EV production will be limited to 1100 cars available only in select U.S. markets. All will be leased at an estimated cost of $399 per month starting next summer. That’s a shame, because this Fit is good enough to satisfy a larger audience.

California’s zero-emissions mandate, which requires major automakers to collectively produce 7,500 emissions-free vehicles between 2012 and 2014 (and many more after that), is making the Golden State a fertile birthing ground for EVs. Between state and federal incentives, as well as companies angling to meet their production quotas, it’s also creating quite the buyer’s market.

Take Fiat’s new 500e. Created for and sold in California alone, this $32,500 “compliance special” can be leased for just $199 per month with $999 down, the same as a gas-powered, $16,700 500 Pop. Looking to buy?

Government and Fiat-provided spiffs lower the cost to just $20,500.


Those kinds of numbers are enough to get even folks who’ve never considered an EV to stop and think. But the 500e’s charm extends far beyond its value equation, as we found during a morning behind the wheel at Chrysler’s proving grounds in Chelsea, Michigan.

Electrified Cinquecento

In place of the standard 500’s 101 horsepower, 98 lb-ft of torque 1.4-liter four-cylinder, the 500e uses a permanent-magnet AC synchronous electric motor that sends 111 ponies and 149 lb-ft of twist to the front wheels through a push-button single-speed transmission.

Zero-to-60 mph arrives in around nine seconds – roughly a half-second quicker than the fossil fuel edition can manage – and the diesel-like abundance of low-end pull means it feels particularly zippy at around-town speeds and in merging situations.

At first, the 500e’s 24-kWh lithium-ion battery pack sounds like a fun-sapping, agility-destroying deal breaker – the heated and liquid-cooled unit adds 642 lbs. to the subcompact, boosting the curb weight to nearly 3,000 lbs.

In reality, its benefits are wide-ranging. Mounted below the floor and stretching nearly all the way from the front seats to the rear bumper, the pack improves weight distribution from a rather nose-heavy 64/36 front/rear to 57/43 while also lowering the center of gravity. These changes, along with stiffer springs and rigidity-enhancing reinforcements necessitated by the heavy batteries, help the 500e to seem significantly more planted and composed in turns than its gas-powered sibling.

Looking the EV part

Unique front and rear fascias with “dot matrix” detailing, deeper side sills, special 15-inch wheels and a rear spoiler let onlookers know it’s the all-electric Fiat they’re gazing at. Not just for show, these touches are the result of more than 140 hours of wind tunnel testing and cut the coefficient of drag from .36 to .31 – enough to add 5 miles of range at highway speeds.

Total combined range is rated by the EPA at 87 miles – slightly better than what the competition can offer and Fiat claims that 100 miles is easily achievable in city driving, when the regenerative brakes really come into the picture. Easy to modulate and natural in feel, they’re almost always working to recapture energy, switching to conventional friction braking only below eight mph or when the battery is fully charged. They also play a role in the 500e’s combined mpg-equivalent figure of 116 MPGe.

With a standard 6.6-kW charger, refilling the battery takes under four hours with a 240-volt charger. A free smartphone app lets owners remotely remotely check on battery status, locate charging stations, schedule charging when rates are lowest, and pre-heat or cool their cars.

On the road, EV data like remaining range and charge level is relayed by a model-specific seven-inch TFT instrument panel, which also displays “power,” “eco” and “charge” modes. Rather than being actual selectable settings, they simply indicate how efficiently the 500e is being driven – similar to real-time fuel economy gauges in gasoline vehicles, it doesn’t take a genius to figure out that going easy on the throttle is the way to keep the rather simplistic system happy and decrease energy consumption.

An aftermarket-style, snap-on TomTom navigation unit provides additional vehicle info but looks cheap and actually impedes forward visibility – an in-dash touchscreen infotainment system would be a welcome upgrade. That s a complaint we ve levied before on the standad 500.

Unsurprisingly, the other major interior low point is space (or lack thereof). For all of its handling benefits, the battery pack does intrude into the diminutive runabout’s already cramped cabin, robbing four inches of rear legroom and four cubic feet of cargo space. Only children and the most vertically-challenged adults will be able to squeeze in back, although there’s still a reasonably-useful 26.3 cubic feet of cargo room with the rear bench folded down.

On the plus side, the 500e is based on the standard 500’s range-topping Lounge trim level, meaning the interior boasts a premium Alpine audio system, heated seats, automatic climate control and the aforementioned nav system. That content isn’t impressive at the ostensible $32,500 price (don t forget about all those credits), but it’s more than respectable after the hefty incentives come into play.

Also included is access to a rental car from Enterprise for 12 days a year for the first three years of ownership, a measure intended to ease range anxiety and facilitate longer road trips than the 500e can manage.

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