2013 Mitsubishi i-MiEV

21 Feb 2015 | Author: | Comments Off on 2013 Mitsubishi i-MiEV

Mitsubishi i

2013 Mitsubishi i-MiEV

i-MiEV was launched in Japan all the way in 2009 and this market is good at accepting small like this one. In it was delivered to Europe, Australia and while the U.S. and Canada received it in 2011. It is time for a new Mitsubishi i-MiEV model.

i-MiEVs in South America and versions by Citroen and Peugeot, 27,000 units have sold worldwide. The i-MiEV is a toward more plug-in to follow by the Japanese automaker. It is a bold initiative contrasting tentative efforts by some manufacturers that have slower to roll out products or are them with yet-limited

If you’re wondering why we’re a 2012 model drive for 2013 it’s because has chosen not to change the 2012 or even update its model designation. That’s right, the will carry forward as a into 2013.

Overview

The is EPA-rated for 62 miles range and has a – but slowly growing – U.S. Among all-electric cars nationwide, the zero-emissions i-MiEV is the energy efficient delivering 99 highway, 126 city, 112 combined.

If you another perspective on the i-MiEV, you can our previous review but to recap, it life in Japan as the gas-powered i – a “kei” class commuter. in 2006, the gas-powered versions themselves unorthodox with and midship-mounted engine options. converted to EV duties, Mitsubishi the layout placing the electric above the rear axle, and lithium-ion Mitsubishi-Yuasa battery and motor controller under the

The i-MiEV uses almost all of its supply too. This be considered another bold and very unlike, for example, engineering. GM more conservatively its first- and second-year Chevy to using just 65 percent of its capacity.

The idea behind a “buffer” of energy is to prevent over-working the and theoretically prolong its life. would not specify details, but it is not nearly as much.

To date not heard of any pattern of failures due to high-strung arrangement, and it was deemed given the i-MiEV has limited storage – so it uses more of it to reasonable range.

While a car in any case, the U.S. and Canadian was stretched 11 inches longer the Japanese/Euro version, 4 inches a half inch taller. At pounds, our version weigh 180 pounds more, but these are still featherweight compared to EVs like the Nissan Leaf or Focus Electric.

Mitsubishi battery air cooling similar to the The i-MiEV’s battery cooling can also draw cold air its air conditioning unit to help cooling but this setup is sophisticated than the liquid (and heated) battery in the Focus Electric, for example.

The is simple also, with a fixed reduction transmission energy from the 49-kw permanent magnetic motor develops the electric equivalent of 66 and 145 pound-feet of torque. It has three modes – standard D, energy Eco, and regenerative-brake enhancing B.

It charge on house current via a onboard charger but replenishing 16 kilowatt hours can take hours. More realistically, it via a 240-volt level II charger does the job in seven hours – and – a 480-volt level III through a CHAdeMO DC charger port an 80-percent full charge in 30 minutes.

As for the exterior appearance – you can pick own terms – but we’d say it looks kind of neat, sort of a jelly bean. Some may be less charitable in their and that is their prerogative.

It is a little car, and in this where all-too-often you are judged by you drive, if you encase yourself in bright-eyed virtual exoskeleton, may see you as having made a sensible, oriented choice; others may see you as a

Inside, the i-MiEV’s interior does not echo the exterior’s avante-garde theme and is standard-issue

Our upper level SE model did a decent infotainment system. It and the ES rise above bare with remote keyless power windows, locks and mirrors. They also with air-conditioning, a four-speaker system with a CD player and an jack for connectivity.

That’s a list, but the overall design the gee-whiz factor other priced electrified vehicles to show off. If you want an that Mitsubishi did not break the on interior (re)engineering, under the panel’s right-side is the hood-release – a from the right-side-drive home version.

i-MiEV_back seat

for the 100-inch wheelbase car, is adequate room for four At 6-feet-tall, I would have another detent or two on the manually driver’s seat for more for my longish legs, but the fit was alright.

capacity is 13.2 cubic the rear seats, 50.4 feet with the seats

In sum, what you have is a box to get you where you need to go. It does six airbags, a RISE body and ABS brakes all to increase safety, and OK in crash tests – not as well as EVs have scored, but much than low-speed Neighborhood Vehicles.

Living with the i-MiEV

It be a stretch to say we lived with it, we only had the i-MiEV for a week to do our driving and see how it all went.

But we got a good to add to our last time with the car and the car has noteworthy qualities but real-world is quite finite so long trips were out of the question.

is anachronistically accomplished with the ignition key from the i-MiEV’s life as a gas car to activate the electrons and it ready for duty.

The shifter is also a carryover from the ICE combustion engine) world. releasing the parking brake and into Drive, the i-MiEV is to roll. Time from mph takes around 13 seconds.

one could put it in Eco mode which a few seconds to 60 mph or B mode which can be to add more regenerative energy the battery on deceleration – this mode feels like downshifted two gears in the process.

The natural habitat is urban and suburbia. With full on tap from the start, it gets to mph acceptably quick. If you want to for the highway, you can, but is that a idea?

Not for too long, it isn’t, but get to that in a moment.

Beginning a standstill, one can hear the whirring warning sound emitted 25 mph. Visibility is terrific the hood cut low and you can see all around, which is a thing as this is one of the smaller on the roads.

So, what’s it like? of cool because it’s all but in other ways plenty Have you driven a basic hatchback before? You know – one in nothing is exceptional, but everything

That’s what you get with the It’s a pleasant enough a transportation tool.

Take a and it works predictably. The 15-inch low-rolling resistance tires are by modern standards but up to the task. is acceptable too, and ABS works as

Part of the novelty is how quiet the car is. is normal for EVs but to those who’ve not it, the i-MiEV just rolls Some motor whine may be as can some wind and wheel but there is no engine noise any overworked little gas burner as you otherwise get with a car like

It is not quite surreal, but definitely a experience, and it can be fun in this conspicuous pod. We did not try and tally how often the attracted attention, but did catch here and there. Our little jelly bean made a car visual statement loud to make a Prius look

And this brings us to that question of efficiency. That is, all, why you’d cough up the normal money for a car like – before subsidies of course.

The is dirt cheap to operate – the EPA it at 3.6 cents per mile based on highway, 55-percent city There are few-to-no other sold nationally that less to run with four ABS, airbags, and that are legal.

Range, however, is issue. The government rates it at 62 Drive it like it’s to be – around town mainly – and you can this.

If you take a deft you can even nurse 70-plus out of the i-MiEV.

If you are a lead foot, or want to the highway for, say 10-20 or more, expect range the comparatively sedate EPA test number.

We saw ranges of as low as 40 miles on where we briefly confirmed the 81 mph top and did longish highway stints at mph in the slow lane.

Mitsubishi i

So, as we said, the is perfectly capable of highway but it’s is ideally suited to careful, around-town driving.

A decision?

There is nothing with the i-MiEV being a vehicle. What’s more, its ought to contribute to less and combined with low operational once purchased – or leased – it be inexpensive to keep going.

The for the i-MiEV is $29,125 for the base ES and $31,125 for the SE. Add to both these an destination charge. Our test SE at $34,765 with a $2,790 package and destination charge

However, as is true for other cars, its range and recharging are stumbling blocks many an has yet to wholeheartedly embrace in the name of emissions and saving fuel.

than most, this is is a highly personalized personal however, and depends on factors regular car buyers never to think about.

These your actual cost of and accessibility to off-site chargers. relevant is whether you are eligible for the $7,500 federal tax credit and the state you live in has subsidies as

This of course is true of electric cars too, and all cost more, or return less MPGe numbers – with greater range – Honda’s Fit EV which for now has the top MPGe but is available only on a lease in California.

We would have said the was the lowest priced, but during when we still finalizing review, that honor was over by Nissan’s new base-level S model following a price move in January.

The Nissan is 50-state available, and the S starts at There are also two more equipped versions, these the SV for $31,820, and SL for $34,840.

The Ford Electric is also nationally and starts at $39,995. Both it and the offer greater range, are domestically built, and have amenities than the Mitsu.

one to consider – and closer in physical too – will be the pending 2013 Spark EV.

This will be first all-electric car since the of “Who Killed the Electric fame and it will be priced in the neighborhood with a liquid battery exceeding 20-kwh. are its battery will have a buffer compared to the i-MiEV to usable capacity. But the electric looks good on paper, promised competitive range, and – as an extra added bonus – 400 torque promising 0-60 mph in 8 seconds.

Of course if run hard, its range to suffer accordingly.

We see on the Chevy, but for now, Mitsubishi’s is a niche vehicle with a head start, and presents a value proposition. It’s not for everyone, but it could be perfect for Do you think you might be one of them?

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