Honda CR-Z: A Different Kind of Hybrid

You might be interested in this article if...

-         You’re a sports enthusiast that needs a cheap, reliable sports car that won’t destroy the o-zone every time you drive spiritedly

-         You’re looking for a unique car that offers a blend of econ, eco, and sport that is 100% new to the market

-         You own an original CRX or first gen. Insight and want a fresh from the factory model that shares their traits

While Honda has always been one of the more “grown-up” automakers, many of us are wondering when their line up will see anything wild or daring again. The S2000, Prelude, Acura Integra, NSX and RSX have all bitten the dust leaving only the Civic Si and Honda’s line of motorcycles to defend its sporty heritage.

Plenty of us remember staring out the window of our family sedans at the Hondas that graced the roads in the 90s. The radical designs, new technology, engineering and performance that Honda had pushing into their vehicles made them shine above other makes. They were Hondas, and one day we were all going to own one just as awesome, radical, and fast as those that passed us by on the highway every day.

And that’s true to some degree; most of us – especially in Canada – drive Hondas. Yet it isn’t for the same reasons we wanted to as children. It’s actually because their responsible, affordable, practical, and reliable. We bought them because as we matured so did Honda, and our priorities both changed. But despite having few bad things to say about such a value for money brand that satisfies nearly everyone, Honda does leave a few of us wanting some of the old flare and passion back. We know it’s still there under the suit and tie; the cool Honda never actually left us. It still wears the same old sunglasses while cruising the strip after a hard day’s work.

The CR-Z is Honda’s all new sporty car, and although it may not be the S2000 we’ve been hoping for, it certainly is a fantastic start. With the design being inspired by both past and present legends like the CRX, first generation Insight, Lotus Elise, and Mini Cooper, the CR-Z is very ambitious. The two door hatchback FF was created with some of Honda’s common goals in mind: maintaining sporty performance while also being efficient and inexpensive. But unlike other sporty Hondas of the 90s this one comes with a twist; it’s a hybrid.

Honda's CR-Z Development Video

We know what you’re thinking, “A sporty hybrid? Isn’t that an oxymoron?” The answer is something you’d expect from Honda’s modern innovation: Not anymore. Since its debut at the Tokyo motor show in ’07 as a concept the CR-Z has made as many promises to the public as a campaigning politician. Besides already promising to be sporty, efficient and inexpensive, the CR-Z had also promised to be a low emissions vehicle, and project leader Norio Tomobe believes that the CR-Z will truly be a guilt free sports car for the environmentally conscious. This is a lot to live up to, but the little hatchback actually delivered!

The CR-Z is currently the only manual transmission hybrid on the market in North America thanks to Honda’s IMA (Integrated Motor Assist) hybrid technology, which unlike Toyota’s Synergy Drive can mate to any type of transmission. With an impressive 6 speed manual transmission, Honda demonstrates it isn’t joking about the CR-Z’s sporty intent, and the unique blend of sport, eco, and econ have made the coupe rightfully attractive to buyers. Indeed, in the first month of production the Japanese Domestic Market placed over 10,000 orders for the CR-Z – that’s three times what Honda had expected. This instant success of the CR-Z within the JDM is reminiscent of the NSX.

Under the hood sits a 1.5L i-VTEC SOHC I4 gas engine dubbed LEA by the engineering team. Although the displacement is smaller than most engines, Honda rips 111hp and 106lb ft out of it alone and when coupled with its electric motor produces 122hp and 128lb ft. Because the motor allows for maximum torque from as little as 1000-1500rpm the CR-Z is quick off the line and tops out its hp at 6000rpm which creates a fairly wide power band. Although Honda only claims a modest 10.5 second 0-100km/h time, Inside line and Motor Trend beg to differ with 8.8s and 8.3s respectively, and the CR-Z continues to a top speed of  200km/h (125m/h).

Unlike other hybrids that claim they drive like a normal car, the CR-Z’s 6 speed overdrive manual transmission and satisfying exhaust note really pull it off. The tachometer even comes with a sporty indicator light that tells you when to change gears. The illusion is quite complete until you stop for a red and your engine turns off. Still, despite the Nickel Hydride battery powered motor assisting the efficient 1.5L engine, and ample torque for driving in higher gears for better mileage (the engine doesn’t even struggle in 6^th gear at 50km/h), the CR-Z only pulls off an unimpressive 31/37 city/hwy. Granted this mileage is shamed by the CR-X HF’s 41/50 city/hwy, the CR-Z has lower emissions than any CR-X could ever dream of. CARB (California Air Resource Board) has actually created the AT-PZEV (Alternative Technology – Partial Zero Emissions Vehicle) category for its impressive, yet not quite zero, emissions. The original Insight boasted a slightly dirtier Super Ultra Low Emissions Vehicle classification.

A first Generation Honda Insight was both an extremely fuel efficient two-seater as well as a super ultra low emission vehicle

Although, the 6MT is best for most, if you’ve never learned how to drive stick and don’t plan to, or if you feel like defeating the purpose of the sporty hybrid altogether you can opt for the $800 CVT with paddle shifters which brings the mileage up to 35/39. And if you think you’d like to try paddle shifters because they sound super-sport-tastic, well consider that CVTs don’t actually have gears but only seven programmable ratios for their single gear. Stick with the 6MT though, and you’ll have no problem getting the most out of your hp.  

Some similar vehicles, like the Honda Insight, have both a normal and econ mode for more efficient driving. Other sports models offer a normal and sport mode to maximize the driving experience. The CR-Z, however, uses all three. This gives the CR-Z versatile engine settings that allow the car to reflect the driver’s style. If cars like the Civic, Corolla, 3, and other versatile models included options like these that allowed drivers to easily change the settings of their cars to achieve either higher efficiency or performance they would appeal to an even larger demographic. Drivers that become interested in sports racing would be able to taste it with their current model, and drivers that become environmentally conscious can start doing their part from their current model.

Whereas some dragsters will rely heavily on hp to create an exciting ride, the CR-Z is much more like a Miata in that superior handling keeps it fun to drive even with lower hp. Still, with the CR-Z sporting a slightly tuned suspension setup sourced from the base – yet still tossable – Honda Fit, numb steering feel from the EPS (Electronic Power assisted Steering), and with a less than perfect weight distribution, it certainly is a shock to hear it was inspired by the Lotus Elise. On a brighter note, the ventilated front, and solid rear disc brakes stop the car with authority with help from standard ABS, EBD, and Brake Assist. Coupled this with VSA (Vehicle Stability Assist) and Traction Control and the CR-Z actually has some pretty decent active safety features.

The CR-Z is more fun than it looks with an appealing exhaust note

Speaking of safety features, the CR-Z is actually very protective for a sporty car – but what else would you expect from grown-up Honda? In addition to the usual safety features like the standard three point pre tensioned seat belts, active head restraints, and the usual six airbags (Front, side, and curtain), Honda has built a revolutionary feature into the body structure. As with all Hondas being sold on the market now, the CR-Z comes standard with an ACE (Advanced Compatible Engineering) body design. What this means that even though the CR-Z is smaller and lighter than an SUV, if one of the brutes collides with it the front frame design will still protect occupants effectively despite the difference in height and weight by making the two vehicles more “compatible”. This great design allows more people to consider buying smaller cars despite the illusion that SUVs are safer just because they are bigger.

CR-Z stands for “Compact Renaissance Zero” which reflects the designer’s goals to rework the exterior from the ground up focusing more on fundamentals. Although a futuristic appearance was the idea, the overall shape reflects the CR-Z’s predecessor the CR-X. From the outside it’s easy to spot the resemblance between the two. Both are two-seaters, hatchbacks, and both share the same vertical rear deck windows to create more rear visibility. At the same time, if the two were side by side, one can see their styling is remarkably different. Where the CR-Z has flowing lines that create the illusion of motion, the CR-X is boxy yet admirably pragmatic and stoic in its design. One of my favourite touches on the exterior is the standard heated folding power mirrors with integrated turn signals. That’s literally everything you can put into an exterior mirror save an espresso machine!

The CR-Z's mirrors have everything you could ask for

After you use the keyless entry to hop inside, the CR-Z continues to impress with its style. The interior honestly looks futuristic, from the multi layered and almost 3D driver’s display to the contrasting white and piano black materials trimmed in chrome, Honda successfully achieves a future chic motif. Honda has always had a good reputation for quality interiors and the CR-Z is one of their best. The cabin is extremely spacious and offers ample room for two, and there is a whopping 711L of cargo space in the back and a space saving spare under the hatch’s floor. Some of this cargo space comes from the removal of unusable rear seats on NA models. At first glance it still seems to have really uncomfortable rear seats sans any cushioning, but those are actually small storage compartments that allow personal objects to be concealed from prying eyes.

These are unusable seats in the UK and Japan

The interior is configured around the driver. Honda made an effort to put everything within natural reach from the driver’s seat. The whole dash and all the controls are tilted slightly towards the driver - which is exactly how it should be - and audio/cruise controls are fitted into the steering wheel. Furthermore, finding a good driving position is easy with the height adjustable driver’s seat and tilt/telescopic steering wheel. In order to help keep the driver’s attention on the road Honda includes automatic climate control and SVC (Speed sensitive Volume Control) standard. The one element that doesn’t impress is the poor rear visibility thanks to huge c-pillars and a crossbeam that sits on top of the rear vertical deck.

The interior is actually very quiet and aside from the sporty yet artificial exhaust note on hard acceleration, the NVH (Noise Vibration and Harshness) is very good. The CR-Z’s quiet interior is great for enjoying its standard 360 watt 7 speaker audio system with CD/AM/FM and aux input jack. The standard Bluetooth 2.0 hands free calling feature also benefits from the relatively quiet ride.

Meanwhile, on this side of the pacific, after the production CR-Z debuted at the 2010 North American International Auto Show in Detroit and went on sale in August it only saw minor success in North America. Despite honours like, Most efficient two-seater of 2011 from NRC, Green Vehicle of the year from auto123.com, Japanese 2010-11 car of the year, Green car of the year from Top Gear UK, and Eco Gadget of the year from Stuff Magazine, the CR-Z just didn’t resonate well with the North American people.

Review from Stuff Magazine

Many North American enthusiasts feel that the CR-Z isn’t a proper successor to the CR-X because the CR-Z had to make sacrifices for safety features that compromised its performance and economy making it less fun than the CR-X Si and less efficient that the CR-X HF. Another issue stemmed from the CR-Z’s price. Because the Yen has gotten much stronger in recent years, it is difficult for Japanese manufactures, who are obligated to keep much of their labour inside Japan, to keep prices down. Although Honda does an excellent job at continuing to make great value cars, makers like Hyundai and Kia are muscling into their demographic because their currency is much weaker and their employees aren’t as well cared for. Furthermore, despite being the cheapest hybrid on the market – $19,950 in the US and $23,490 in Canada - many are sincerely pissed that it doesn’t get enough MPG to qualify for a government tax incentive. On the whole many enthusiasts think that Honda has shrunken its demographic by hedging its priorities too far between sport and eco, and by not having focused strongly on either it will fail to catch any attention in NA.

Granted the CR-Z isn’t as efficient as other hybrids, or as sporty as a Miata, the CR-Z has done something that can’t be downplayed; its design has pushed into the future of the sport compact. Although the CR-Z wasn’t intended as a sports car with a hybrid engine as much as it was a hybrid with sporty features, it really is breaking new ground within the industry. In the future all sports cars will be hybrids to meet emissions and efficiency standards before moving away from gasoline altogether, and while other manufacturers are still trying to exploit current trends by engineering sports cars that are more sporty or economic, Honda has shown its adult side again by thinking ahead and looking into the future for opportunity. 




Photos provided by google images, Honda.ca, and photographer Soul Synchro.
Soul Synchro is an auto enthusiast with a photographer's eye. He hosts a myriad of great photo's on his flickr account that are all worth viewing if you're interested in beautiful autos. Check him out @ http://www.flickr.com/photos/42018311@N07.

FT-86: The Return of a Legend

You might be interested in this article if...

1.  You are a sports car enthusiast without a lot of money

2.    You are a fan of the legendary street racing AE-86

3.   You love the purpose build racing design of the MX-5 Miata, but find coupes more appealing

Ever look back on cars from 20+ years ago and wonder, “why don’t they make something like that now”? Many of the cars from the past had unique appeal that just seemed to slip away into history, never to return to the market. The Honda CR-X Si illustrates this well as it disappeared from Honda’s line up, and has only been replaced in spirit by the CR-X inspired Hyundai Veloster. The British Roadster of the 1960s illustrates this phenomenon as well, disappearing from the market in spite of desperate outcries from enthusiasts. However, unlike the CR-X, the British Roadster would be singlehandedly resurrected by the MX-5 Miata 30 years later, and has taken a place in automobile history since. We are about to witness another second coming. The second coming of a car that is perhaps more legendary and more notorious than either the CR-X or the British Roadster, a car that changed the face of both street and track racing in the 1980s – the 1986 Toyota Corolla, aka the AE-86.

The original street racing machine

Lately Toyota has been dreaming about the good old days before Scion, where sports cars didn’t require impressive specs or a massive MSRPs. When sports cars were simpler and racing was about intuition and the feel of your tires holding tight to the road while you tackled corners at the track or on a mountain pass. But Toyota didn’t have the space or manpower to make this dream possible, and so it formed a promising alliance with Subaru to get the job done. Subaru would handle engineering and manufacture the car out of its plant in Gunma Japan, while Toyota would design the car and fund the operation.

The design was inspired by the AE-86 and retains many of its traits, including rear seating, a hatchback, and an FR drive layout. In addition, Toyota had 3 very specific goals to meet with the design: Firstly, it needed to be light weight and efficient. Second, handling ability needed to be maximized while keeping the car affordable. Lastly, it needed to carry 4 people and at least a set of golf clubs. Toyota would name its new sports coupe the FT-86 (FT after Toyota’s pure sport hybrid FT-HS concept, and 86 after the AE-86).

The FT-HS pure sport hybrid concept

The FT-86 will be the world’s first coupe to carry a boxer engine, and the Subaru sourced 2.0L boxer will make 200hp (That’s 100hp/L!) and 151 lb-ft of torque. The FT-86 will also boast a 0-60 time of just seven seconds. And because the 86 only weighs 2662 lb it has a power ratio of 13.31lb/hp, which is even better than the Miata’s 14.5lb/hp. Furthermore, thanks to Toyota’s dual port direct injection technology the boxer redlines at 7500 rpm and boasts 29.17 MPG on premium unleaded.

Subaru Sourced 2.0L Boxer

All that power is channelled through a close ratio 6 speed manual transmission that shifts with precise feeling short throws. An automatic dual clutch transmission is also available for those that want it. The shift points are well timed, smooth and seamless. For those that want more control there are paddle shifters that allow manual gear shifts. In addition to the auto and manual drive modes, a semi-manual mode allows drivers to downshift for corners before returning to auto mode.

The Toyobaru alliance is really aiming to change the world of sports cars, and has been diligent in producing an affordable, purpose built enthusiast’s car that meets all its initial goals. Indeed, Toyota’s Chief engineer Tetsuya Tada said that the FT-86 was meant to be as affordable as possible so enthusiasts could actually buy the car, and that compromises would be necessary. Nevertheless, Toyobaru has found revolutionary ways to maximize value for money with clever engineering. The 86 was designed with a 53/47 front/rear weight distribution and boasts the lowest center of gravity of any production vehicle. This was achieved by capitalizing on the flat shape of the boxer engine, and by placing the engine very low and closer to the center of the car. The engine actually sits at about knee height from the driver, having its center of gravity only 17.7 inches above the ground puts it 1 inch lower than the Porsche Cayman’s! However, this also means the Subaru model won’t have room for AWD.  Next, the 86 uses light 17 inch alloys wrapped in 215/45R17 rubber which reduces unsprung weight and provides more precise handling compared to other less practical, vanity inspired wheel and corresponding elastic bands. The 86 also comes standard with a Torsen LSD to help it push out of corners even faster. To keep the price down, conventional Macpherson front struts and a double wishbone rear suspension systems were used. All this equipment culminates in exquisite handling that has even been compared to the agility of the Mazda MX-5 by many automotive journalists and magazines like Auto Car.

Spy image of Ft-86 testing at the Nurburgring

The premiss for the FT-86 is actually very similar to the Miata’s; if they had sprung for materials and components that would have really optimised the FT-86’s potential it would have been too heavy and too expensive.  The car is further devoid of most driving aids, excluding Electronic Stability Control, which is required by law. A lot like the Miata, the FT-86 relies less on computers and puts the driver back in control of the action.

While on the track automotive journalists describe the 86’s cornering as firmly planted with slight understeer. Because of the balanced tire size, the 86 oozes from between states of traction at its limit and provides ample notice before control is lost. The coupe is very tame despite its RWD and 200 hp. However, once the car hits straighter roads the driver may find himself wishing for an extra 100 hp.

Although Toyobaru didn’t necessarily need to provide sleek styling in their pragmatic coupe, they certainly did. This car looks so good, it’s boarder line pornographic! Its lines are flowing yet disciplined and focused. The coupe’s stance is aggressive but refined and svelte. Everything from the curves in the b-pillarless doors to the extremely well defined, and handsome LED trimmed head, and tail lights looks like they were planned meticulously. No doubt about it, the FT-86 has defined a style all its own and looks absolutely enchanting in black.

Photo from the Geneva Motor Show

But besides its great looks, the design was deliberate and practical. Visibility out the back window is better than one would expect and the overall Coefficient of Drag is only 0.27! To put that into perspective, the Mazda RX-8 has a Coefficient of 0.3.

RX-8, left, and FT-86, right

The good looks don’t stop there though. Although the interior of the FT-86 is sparse on fluffy features and soft touch surfaces, it is driver oriented. Everything from the position of the gages in the cluster and supportive racing styled seats to the position of the shifter and handbrake make driving the FT-86 feel natural and harmonious. Everything the driver touches, save the alloy pedals and fabric seat, is leather wrapped. The steering wheel is tilt and telescopic, and for the most hardcore racers that don’t have a second to look away from the road, automatic climate control. There is even a shift light on the rev counter!

Scanned page from a Toyota Modellista catalogue

In spite of its good looks and performance, the FT-86 isn’t as impractical as one would think. Despite being only 220mm longer than a Miata, there is seating for 4 if you’re willing to squeeze into the backseats. There is also 10 cubic ft of cargo space under the hatch that can be increased by folding the one piece rear seats. And a space saving spare is tucked under the hatch floor. Finally, the coupe doesn’t skimp on safety equipment either and comes standard with VSC, front driver and passenger airbags, and side and rear curtain airbags.

Concepts have been around motor shows for over 2 years now, but the production version will make its debut at the Tokyo Motor Show in December. The same model will be available in spring of the 2012 model year and have an MSRP of about $25k. Toyobaru’s sport coupe will be sold in the entry level sports category and compete with models like the Civic Si, Scion tC, and VW GTI.

Rumour has it that a turbo model will be available on the model year following the initial release of the FT-86. Moreover, Subaru’s sibling BRZ (Boxer, RWD, Zenith) model has been designed to accept a convertible top, and an extended wheelbase that might allow a 4 door model. And although these options would satisfy many enthusiasts from North America, Toyobaru has confirmed nothing.

You can learn more about the 86 by checking out the links below, or join the hype and be the first to read news about the FT-86 by signing up with its enthusiasts’ site ft86club.com.

Links to official/teaser videos :

http://www.youtube.com/watch?v=UebLu0-wg54

http://www.youtube.com/watch?v=caAW1oZXQnc

http://www.youtube.com/watch?v=XMYf9StnBoQ

http://www.youtube.com/watch?v=XrgVsFYXdyQ

http://www.youtube.com/watch?v=MpNjjIZxuN0&feature=related

Additional Reading:

*Specs Leaked from an official toyota training manual!* http://www.ft86club.com/forums/showthread.php?t=2096

http://www.roadandtrack.com/tests/impressions/2013-subaru-brz-prototype

http://www.autocar.co.uk/CarReviews/FirstDrives/Toyota-FT-86-2.0/259779/

http://www.motortrend.com/roadtests/coupes/1112_2013_subaru_brz_prototype_first_drive/

http://www.caranddriver.com/reviews/2013-subaru-brz-sports-car-prototype-drive-car-and-driver-subarus-engineering-toyotas-deep-pockets-page-1

Official Forums:

http://www.ft86club.com/forums/

http://www.subarubrzforum.com/index.php

http://www.fr-sforum.com/

The Second Coming of the EV : Nissan Leaf and Mitsubishi iMiev

Mitsubishi iMiev left, and Nissan Leaf right

You may be interested in this article if...
- You are ready to change your driving experience for the sake of the environment
- You want to drive something different and very avant guard
- You F*%king HATE how oil companies rob you
- You want everyone to see what a nice guy you are

The second coming of the electric car has long been awaited in the production market after the lamented loss of the famous EV1 in 2002, and it seems that time is finally upon us. Concepts of EVs and notions of  the EV as the vehicle of the future are both common within all car companies and each of them claims to care about the environment thiiiiiiiiiiiiiiis much |-----------------------------|. But at the end of the day it was Nissan and Mitsubishi that took the financial risk which brought us two very unique vehicles that prove there are some companies that are prepared to take action toward a sustainable future. There are companies that are on the brink of releasing EVs for purchase in the North American market, like Honda and its RAV4 EV, and Ford with its Focus EV which deserve some attention too, but Nissan and Mitsu were the first to actually do it and that deserves special praise.

The two pioneering cars we are talking about are the 2011 Nissan Leaf, and the 2012 Mitsubishi iMiev (pronounced eye-meev).  These aren't dream cars that only movie stars can own, they are on sale, you can buy them right now! Both are 100% electric and are designed for real people, and are affordable to most families because of a very handsome government subsidy. In addition both are real car sized and are actually spacious inside with tons of standard features. They drive like normal cars and look like normal cars. But despite all their similarities and their similar market demographics they are different cars and therefore neither one is best for EVERYBODY. It's time to sort through the these green machines and find out which car was designed for which driver in today's Side-by-Side review.

EFFICIENCY
Efficiency is the reason people are so interested in EV technology. It's great driving a car that can go all over the place without using a drop of gasoline. Still, many point out (to most everyone's disappointment) that these cars aren't really zero emission vehicles because the electricity must be generated for their use by means which often aren't so green. And yet what few individuals know is that even if the electricity for these vehicles was netted from burning coal they would still have lower emissions than normal cars because electric motors are far more efficient than gasoline or diesel engines. And even if they weren't as efficient as they are, they would still kick gas vehicle butt because gasoline must be refined from oil and then transported (and it weighs much more than electricity in power lines) from those refineries to gas stations.

Both the Leaf and the iMiev have an expected range of approximately 160km on a full charge according to the Environmental Protection Agency. But the iMiev is actually the more efficient of the two because it has a smaller 16 kWh battery pack compared to the Leaf's 24 kWh pack, and despite the 8 kWh difference the iMiev travels the same distance. As a result, the iMiev is 50% more efficient than the Leaf and also the most efficient passenger vehicle in the US and Canada. To put efficiency into perspective lets compare both EVs to the energy efficiency of a 2012 Hyundai Accent...

Hyundai Accent - 60.5kWh/100km

Nissan Leaf - 15kWh/100km

Mitsubishi iMiev - 10kWh/100km

At the end of the year, this translates to an average fuel cost of just under $200 CAD for the iMiev and $288 CAD for the Leaf at an electricity cost of 6 cents per kWh. Relative to the Accent's $1535 CAD annual fuel cost, you would be saving $6500 CAD over a 5 year period if you drove the iMiev. 

If you are sincerely driven to do the most for the environment and stick it to the oil companies by saving as much money as possible on fuel costs, the iMiev is the car for you.

AFFORDABILITY

In order to actually make a difference in the way we drive, both EVs have been priced to sell, and can be subsidized by the government to make them compete with other non-electrics with equal appeal. The Nissan Leaf can be bought for $38395 CAD and qualifies for the full government subsidy of $8500 CAD in Ontario bringing the price down to $29895 CAD, which isn't so bad. In addition to this, the Leaf is the more likely of the two to retain its value over the years ahead, and even at the end of its life is 99% recyclable which means it will always have value as reusable material. On the other hand, the iMiev costs only $32998 CAD in base trim and qualifies for a subsidy of $8230 CAD making it the more affordable car off the lot at only $24768 CAD.

Warranty wise both cars provide exquisite 8 year 160 000 km coverage for their batter packs. Only Nissan goes further to offer buyers the option of leasing the pack with the intent of selling buyers a new one as technology improves.

If you're financially inclined to choose the cheapest EV you can find, you can't go wrong with the iMiev, which costs $5127 CAD less than the Leaf!

PERFORMANCE

When it comes to performance, an electric car can't really compete with a modern gasoline engine or even a diesel engine. But there is one thing that an electric car excels at and will always excel at over gasoline cars, and that is the massive available torque that comes standard on every model. Although it's hard to compete with the power of an explosion, an electric car is by no means slow, and has almost 50% more torque that an average 4 cylinder in line. Don't imagine the cheap electric ride-in child's backyard adventure jeeps you buy at Toys-R-Us, instead picture a blender at top speed liquefying its contents. All that power is available from 0 rpm, so an EV accelerates with intense thrust that surprises most drivers. You won't be reaching for impressive top speeds, but no one buys an EV for the top speed (Unless you buy a Tesla). However, it will feel like a fast car in the city. You will enjoy how quickly the car accelerates to 60 km/h which is all that matters performance wise on roads limited to that speed. 

The iMiev comes with a 66hp motor and 144 lb ft of torque that is channelled through a continuously variable automatic transmission that makes 0-80km/h in 10.6 seconds and has a top speed of 130 km/h. There are 3 drive modes available which offer unique benefits. Drive Mode uses all 66hp and standard regenerative braking, Eco Mode reduces the power to 24hp and uses stronger regenerative braking, and Brake Mode offers an odd combination of full power and the strongest regenerative braking settings. Drive mode is great for city driving, Eco mode makes the iMiev sluggish in acceleration but is fantastic for highway cruising, and lastly brake mode helps drivers capitalize on regenerative braking and coasting opportunities like driving down a long or steep hill. In addition to all this, the iMiev has a feature that would surprise most people: rear wheel drive. The motor in the iMiev is located at the rear of the car behind the batter pack and turns the rear wheels making the iMiev an RR. However, that RWD isn't really coming in hardy because of the thin 175/50R 15" wheels that tend to feel slippery in tight corners. 

Even more impressive is the 107hp motor 206 lb ft of torque available in the Leaf, which boasts a 0-100km/h time under 10 seconds and a top speed of 140km/h! The Leaf also uses a transmission and drive mode configuration similar to the iMiev, but the exact opposite drive layout. The motor is in the front of the car and drives the front wheels making the Leaf and FF. In addition to this, the leaf's longer, wider and shorter design coupled with its P205/55R 16" wheels gives the leaf superior handling compared to the iMiev. 

If performance is a priority in your EV than the Nissan Leaf is the right choice for you.

PRACTICALITY

One of the primary concerns surrounding EV technology is the practicality of driving one. The limited driving range and lack of charging infrastructure make road trips and trips between cities impossible. So for those that absolutely NEED to travel long distances regularly an EV isn't an option. But for 70% of North Americans whose commutes and errands are within the 160km daily range, EVs are great and will only get better. 

In addition to the issue of range, many see EVs as small and impractical bare bones cars that are unaccommodating. Although these EVs are light to improve efficiency they have proven to be surprisingly usable with plenty of interior space for both people and cargo. 

The leaf is marketed as the first full electric family vehicle for good reason, it's spacious and comfortable with front and rear heated seats, standard seating for 5, and 14.5/24 cu. ft. of cargo space with rear seats up/folded. XM Traffic reports can also be viewed on the large touch screen display in the centre console, which when coupled with the cruise control make commuting easier, faster and more efficient. Both the iMiev and Leaf also come equipped with a metre that displays remaining charge in distance and can pin point existing charging stations en route for longer trips. 

The iMiev pales in comparison to the Leaf by only seating four, having only a driver's heated seat and lacking anything resembling a traffic report feature in its telematics system. However, with the seats folded the iMiev offers an impressive 50.4 cu. ft. of cargo that capitalizes on the vehicles tall design. So it doesn't lose all around to the Leaf. Still, its hatch opening is smaller than the Leaf's so getting larger cargo inside may be a pain in the butt.

Both EVs charge their lithium battery packs in the same 3 ways:

Level 1 charging - Using the standard 120V charging cable that comes with the vehicle to bring the battery to a full charge in 22 hours.

Level 2 charging - Using an optional and suggested 240V charging station that fully charges the battery in just 7 hours.

DC quick charging - Using a commercial charging station to give the battery an 80% charge from dead in about 30 minutes.

Depending on where your priorities lie, you may feel that either the iMiev with its superior cargo capacity, or the Leaf with more human storage space and advanced telematic traffic report is more practical. But overall, the Leaf is the big winner when it comes to practicality. 

Still, it's important to note that neither of these cars comes with a spare tire and only has a tire repair kit to compensate. This is something to consider seriously, especially if you are a new driver.

COMFORTS & CONVENIENCES

Creature comforts are pretty important to consumers on modern vehicles, and some may avoid EVs because they believe that manufacturers won't bother with any of them because they could use a chunk of electricity and reduce the range. While this thinking is justified, both the iMiev and the Leaf come equipped with many creature comforts and niceties that are as efficient as the cars they were built for. Still, they aren't perfect and will reduce the vehicle's range, so it's up to the driver to decide when to use what.

When it comes to interior room, both cars are spacious enough for their max seating capacity. However the interior material quality of the iMiev leaves much to be desired and even with the premium interior package isn't impressive. On the other hand the Leaf has an interior that feels worthy of its higher cost. Indeed, even though the iMiev boasts a 5db noise level and little to no vibration, the Leaf out does this by reducing more exterior noise experienced at higher speeds.

Both cars have impressive climate control systems and promise to be handy for buyers in colder areas. The iMiev has a heated driver's seat, heated mirrors, and remote climate controls that allow the driver to pre heat or cool his car before getting in. But the Leaf still trumps the iMiev here by offering heated seating for all passengers, a heated steering wheel and similar remote climate controls.

In terms of telematics, infotainment and other electronic stuff, both cars are well equiped again. Both support hands free blue tooth 2.0, and aux ports for mp3 players. And of course both come with push button start, keyless entry, and power locks and windows. But the Leaf pulls out ahead again by offering CARWINGS - which is like onStar - free for 3 years and a free trial subscription to XM traffic report which is really handy to display on its standard 7" touch screen. Also, the Leaf has a 6 speaker sound system that shames the iMiev's 100 watt 4 speaker system. However, if you're willing to upgrade to the premium package the iMiev will sport a 360 watt 8 speaker system, and touch screen nav display, which isn't half bad at all.

Overall, even if you were to consider the iMiev's premium package, the Leaf is more comfortable and convenient to drive. If you like your EV comfy then the Leaf is for you. Just be sure to buy a mat for the dash if you notice the white interior is reflected back from the wind shield on sunny days.

SAFETY


Our government safety standards keep new production vehicles pretty safe as they are, but if you're buying these cars to move your family around in, looking a little further can't hurt at all. Both cars come standard with front, side, and curtain air bags, ABS, Brake assist, Traction/Stability control, and tire pressure monitors, though  the Leaf is the only one to receive a 5 star crash test rating and all around good safety ratings from the IIHS. This is because of the Leaf's excellent body design which has a protective front crumple zone unlike the smaller crumple zones in the iMiev's RISE body design. Despite not having crash test data yet in North America, the iMiev didn't score very highly while on sale in the UK and received only an average safety rating. In addition to all this the iMiev is tall and light for its size and has very thin tires making it more unstable and accident prone than the Leaf.

Here are some crash test videos of both EVs:
iMiev - http://video.answers.com/mitsubishi-i-miev-hatchback-crash-test-516983067
Leaf - http://www.youtube.com/watch?v=KknZJR9m0iY

If you simply can't compromise safety for efficiency then the Leaf is your only option in the current EV market, and you might actually be better off waiting for an electric SUV or cross over like the Honda RAV4 EV.

SUMMARY


Even though both cars perform adequately in all areas, are super green, and do their best to please everyone, both are best suited to specific drivers.

The Mitsubishi iMiev is an ultra affordable EV with extreme efficiency and loads of cargo space with rear wheel drive and fog lights standard for those that can't live without them. This car is most suited to the hardcore environmentalist sans children, that is willing to go all in on his EV purchase and get the greenest car in North America.

The Leaf is a slightly more expensive EV with great performance, practicality, comforts, a five star safety rating, and the option to swap out the battery when a better one inevitably comes along. This car is for the established family man that is looking for a long term vehicle with good resale value and also wants to take a positive step towards a brighter sustainable future for his children without compromising their safety along the way.

Whichever EV you decide on, you won't be sorry you invested in new technologies and a sustainable future. Even if you can't hear us, everyone living on earth will thank you for it. 

Below are some links to more sites with info on EVs

Official US LEAF Website: http://www.nissanusa.com/leaf-electric-car/index?next=header.vlp.postcard.picture.thumbnail.#/leaf-electric-car/index

Official US iMiev Website: http://i.mitsubishicars.com/?ic=MN_vehicle-menu_100007_04012011

Green Car Reports: http://www.greencarreports.com/

Autos.ca First Drive iMiev: http://www.autos.ca/first-drives/first-drive-2012-mitsubishi-imiev-electric-car

LEAF news, blog, and forum: http://nissan-leaf.net/