The Focus Electric, which is Ford’s first all-electric passenger vehicle, earned a five-star Overall Vehicle Score in NHTSA New Car Assessment Program (NCAP) testing, which combines vehicle performance in frontal and side-impact crash tests and resistance to rollover.

“As more people shop for electrified vehicles, the Focus Electric now offers both a top vehicle safety rating from NHTSA and a faster-charging technology that allows it to fully recharge in three to four hours,” said Steve Kenner, global director of the Ford Automotive Safety Office.

Safety-wise, the Focus Electric features front and side airbag technologies that Ford said is programmed to tailor deployment to individual occupants. The driver’s airbag uses a reconfigured curve-shaped tether system that pulls in the lower section to create a “pocket” to help lessen the impact of the airbag on the driver’s chest and ribs in frontal crashes. The side airbags feature unique shoulder vents that stay open and reduce pressure for smaller occupants who typically benefit from reduced forces.

The Focus Electric safety and security features include:

• AdvanceTrac with electronic stability control
• Dual-stage front airbags
• Front seat side airbags
• Side-curtain airbags
• Four-wheel anti-lock braking system
• LATCH (Lower Anchors and Tether Anchors for Children)
• Anti-theft engine immobilizer

The 2013 Ford Focus, which the Focus Eletric is based-on, earned a NHTSA five-star Overall Vehicle Score as well.

Ford just announced that more than 900 Ford dealers will soon be certified to sell plug-in electrified vehicles. Ford said the spike in electric vehicle-certified Ford dealers reflects increased demand for the company’s electrified vehicles.

Ford’s share of the electrified vehicle market is now second behind Toyota.

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Like Mitsubishi did with its i-MiEV, Ford dipped its toes in the EV waters opted to transform an existing car into an e-car and chose the Focus hatchback compact car for its first pure electric car. This means the Electric is built on the same assembly line as the gasoline Focus in Wayne, Michigan. This offers Ford the option of increasing or decreasing EV production depending on demand.

In the past Ford has said it wants its hybrids, plug-in hybrids, and electric cars to be more than a niche, and that it’s about affordable transportation for the masses. With the Focus Electric, the automaker is at least on the “verge” of being affordable. The 2013 Focus Electric is priced at $39,200 – about $9,000 over the present average American new car price – and before the $7,500 federal or state tax incentives are potentially deducted.

However, a part of affordability has to do with fuel economy, and this is where the Focus Electric really shines given it does not even burn “fuel” in the traditional sense, but uses an efficient electric powertrain. To help consumers compare fuel efficiency between gasoline or diesel cars and electric cars, the EPA has developed a formula called miles per gallon equivalent (MPGe). Focus Electric has an MPGe rating of 110 City/99 Highway and 105 Combined.

Ford introduced the electric version of the new Focus first in California, New York and New Jersey – before expanding distribution to 19 additional markets. Those 19 markets include Atlanta, Austin, Boston, Chicago, Denver, Detroit, Houston, Los Angeles, New York, Orlando, Phoenix, Portland, Raleigh Durham, Richmond, San Diego, San Francisco, Seattle, Tucson and Washington, D.C. The rest of the U.S. will have to wait a while.

Powertrain Details

To convert the gas-powered Focus to an EV, the aforementioned electric motor replaces a gasoline engine and an L-shaped battery pack is placed under the rear seat and between the rear wheels. Directing power from the electric motor to the front wheels is a simple, direct drive single-speed transmission that takes the place of the standard transmission.

The water-cooled alternating current, 107-kilowatt synchronous permanent magnetic motor generates 143 horsepower and a generous 184 pounds-feet of torque at 0 rpm – yes, “0 rpm” is theoretical given no work is actually taking place, and some editors balk at this, and write in “1 rpm,” but you get the point. The energy is 100-percent from the get-go.

And from said get-go, the Focus Electric’s estimated 0 to 60 mph takes the Focus EV around 9.5 seconds, and its top speed is a modest 84 mph.

Feeding the motor is a 23-kilowatt-hour lithium-ion battery pack with more than 17 kWh available in the charge-discharge cycle. The battery pack employs an actively liquid cooled and heated system that allows stable battery operation by maintaining an optimal range of temperature.

While driving, regenerative braking recovers more than 95 percent of the energy normally lost and stores it in the battery. Every time the car coasts or brakes are applied, the electric motor acts as an electric generator and coverts the energy to electricity.

Getting Charged Up

Ford pulled off a one-upsmanship on the Nissan Leaf by equipping the Focus with a 6.6-kW on-board charger. It adds about 20 miles of driving range for every hour of charging, instead of 10 miles for each hour supplied by the Leaf’s 3.3-kW charger. Filling the battery with electrons when empty takes about four hours using Ford’s 240-volt Level 2 home recharging unit versus the Leaf’s seven to 10 hours. However, charge time of around 20 hours using a standard 120-volt plug receptacle is essentially the same as the Leaf’s.

Ford developed with Leviton its home charging station, and priced it at $1,495, including normal installation (normal meaning a home already properly wired for its voltage and amperage). And, unlike other units, the charging station can simply be unplugged if you relocate – electrician not required to remove it.

For hardcore, and sufficiently well-healed, greenies, Ford has teamed up with solar system maker SunPower. A 2.5-kilowatt rooftop solar panel system will provide Focus Electric owners enough renewable energy production to offset the energy used for charging. The solar panels produce an average of 3,000 kilowatt hours of electricity annually, enough output to accommodate a customer who drives 12,000 miles a year. Assuming “normal’ installation, the installed cost is $10,000 after federal tax credits.

Styling

An all-new Ford Focus was introduced in late 201l as a 2012 model. Designed by Ford’s European arm, it follows the company’s “kinetic” styling themes, which the automaker calls an “energy in motion” look. It’s an edgy, adventurous exterior characterized by a disport ensemble of swoops and wedges.

Like the standard Focus hatchback, the Electric has an athletic profile that features a raked roofline. Tires mounted on 17-inch aluminum wheels fill the wheel wells, giving the car an “it’s time to rock ’n roll” performance look. The big difference between the two is up front. Rather than the gas-powered Focus’s single bar grille and almost menacing looking gaping mouth flanked by bold triangle intakes, the Electric has a more stately, Aston Martin-like design with narrow horizontal crossbars. On either side of the new grille, HID headlamps sweep gracefully up and into muscular front fenders. The tail end of the Focus is quite distinctive with a large rear spoiler and giant taillamps that wrap around the corners.

In The Tech-Rich Cabin

Interior quality is a giant leap from the previous generation Focus. Material quality is arguably the best in the small car class, heavy on soft touch surfaces with an astute mix of stout plastic panels. All are nicely grained or show a stylish matte finish, and the switchgear features a no-slip shape or coating. The cabin has a spacious feeling, though backseat legroom is tight.

The Electric’s dashboard mimics the standard Focus and is designed for those comfortable using all manner of mobile infotainment devices – potentially a turn-off for some buyers. The four-spoke steering wheel is the same, including a pair of buttons on two spokes along with cruise control operation and Ford’s SYNC, the integrated communications and entertainment system.

The instrument cluster has a centrally mounted speedometer with a pair of color displays on either side. The right screen displays climate, entertainment and navigation as well as a driving efficiency graphic of blue butterflies. The left screen delivers relevant EV information such as available range and battery state of charge.

Mounted in the center console is an eight-inch screen that features MyFord Touch infotainment system. It fetches up audio, navigation, phone and climate controls that some reviewers rave about while others say that at best, the almost knob-less and button-less interface is confusing and frustrating to operate.

What’s not confusing to operate is the gear shifter. Rather than some weird gear selections, the Focus Electric has the standard PRNDL—park, reverse, neutral, drive and low—positions that everyone is familiar with.

But wait, there’s more technology. The standard MyFord Mobile app, available for iOS, Android, and Blackberry, helps EV drivers locate local charging stations, plan trips, view current battery status and manage remote charging. For the social-connected crowd, a gaming feature lets owners share accomplishments on Facebook and Twitter.

Basically, the Focus Electric comes standard with the same trim level as the top-of-line Titanium edition of the gasoline Focus, meaning that it is thoroughly appointed. Standard features include: Intelligent Access with push-button start; power locks, windows and outside mirrors; dual-zone climate controls; heated front seats; leather-wrapped steering wheel; Sony nine-speaker audio system; satellite and HD radio; ambient lighting; and a rear camera with rear parking sensor. The only options are leather seats and two paint colors.

When it comes to safety, the Focus Electric has all the biggies: Anti-lock brakes, stability control, traction control, dual front airbags, drive and front passenger side-protection airbags and curtain side airbags.

Driving The Focus Electric

When the 2012 Focus arrived, auto critics penned high praise about its ride, handling and braking characteristics. Since the Electric version has the same structure and independent front and rear suspension, it’s no surprise that many of these same reviewers give the EV high marks. Road and Track commented, “Apart from its EV quietness, the car’s road-going demeanor does little to set it apart from its gasoline-fueled counterpart.” And Automobile magazine remarked, “With the independent multilink rear suspension, no untoward body motions are observed. The ride is perfectly acceptable, thanks to recalibrations made necessary by the extra weight (of the batteries).”

A quiet ride is synonymous with the electric car driving experience as noted by the New York Times’ reviewer, “Battery-powered cars are intrinsically quiet, the motor sound falling between a whir and a whisper. But the Focus is deep-space silent, the quietest of the many electric cars I’ve driven.”

Mark Vaughn, AutoWeek’s west coast editor and an i-MiEV owner, said, “The Focus Electric is the quietest EV we’ve driven yet. Ford spent time and energy adding sound insulation throughout the vehicle and damping down everything that might disturb its compact serenity. You won’t hear gears whining, clicks clacking or switches switching.” He added, “Stomp on the throttle, and it’s hard to feel any torque steer at all.”

The EV For You?

If you want a car that doesn’t run on liquid fuels, the Focus Electric has few competitors. That includes the funky styled Mitsubishi i-MiEV, which is smaller than the Focus, has a shorter driving range and longer charging time, and starts at $29,125. Arguably, the electric $39,145 Chevy Volt with gasoline-powered generator backup could be an alternate option, although not if you never want to burn gas. It is a shorter range EV – the government rates it at 38 miles all-electric range – and the gasoline engine kicks on when the usable electrons are depleted. If kept within electric range, it is competitively frugal to operate as other EVs.

Nissan’s 2012 Leaf is the actually closest comparable EV. The Leaf is less expensive than the Ford with the hard-to-find base SV model starting at $35,200, but the more popular SL model starts at $37,250, just $1,950 less than Focus Electric.

The Focus Electric and Leaf have close EPA ratings for both driving range and efficiency: The Leaf is rated at 73 miles of driving range, with a rating of 99 MPGe (miles-per-gallon equivalent), The Focus Electric is slightly better on both counts, with 76 miles of range and a 105 MPGe rating.

The Focus EV has a decided advantage when it comes to battery charge time. While both vehicles require around 20 hours to charge from a standard household 120-volt outlet, the Focus Electric needs just four hours charge from a 240-volt outlet versus the Leaf’s charge time with the same voltage. The Leaf does offer a DC quick-charging capability – not available on the Focus – that can recharge the battery pack to 80-percent capacity in around 30 minutes, but few such charging stations exist yet.

Where the Leaf differs also from the Ford is it was designed without an active liquid thermal management system – partially accounting for its lower cost. Nissan has said thermal management was deemed not necessary for the Leaf’s battery pack design.

The Leaf has however experienced a minor controversy all year as to whether lack of liquid cooling in particular leads to heat-induced premature failure in a few of the states in which it was first launched beginning late 2010, and these also are among America’s hottest states. Nissan has denied any inherent design flaw and commissioned an independent panel to investigate further.

Further complicating the choice is a September report in which Nissan’s CEO was quoted as saying pending 2013 model year Leafs are being equipped with a larger battery with as-of-yet unreported capacity increase over its first-generation 24 kwh. This is expected to increase range – other reports put it at possibly 25 percent or so. Therefore, it’s a series of pros and cons comparing the 2012 Leaf, and even more so, the believed-pending 2013 Leaf, to Ford’s first-generation thermally managed 23-kwh Focus Electric.

Both the Focus Electric and Leaf will whiz by gas stations while producing zero emissions, and most owners of either car will recoup at least a few thousand dollars of the premium from lower fuel and maintenance costs.

So, which of the two battery electric cars are for you?

Another final decider between the Focus Electric and Leaf could be styling. For those that don’t want to show off their environmental leanings, the Focus EV is designed for the generic aisle of the dealership. Its styling is edgy, sporty, decidedly European and its green credentials are incognito. The Leaf, on the other hand, is a dedicated design with distinctive styling – no upfront grille, bulging headlights, wide rear end and odd proportions combined say, “I’m a green car.”

Tough choice, huh? But if you want to drive one of the sharpest-looking cars on the road while smiling to yourself because you have no personal connection to OPEC, the Focus Electric is the EV for you.

Prices are manufacturer suggested retail price (MSRP) at time of publication and do not include destination charges, taxes or licensing.

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While GM’s Chevrolet Volt was extensively promoted for several years prior to its December 2010 launch, Ford Motor Company appears to be taking a low-key approach with its Focus Electric.

Since its introduction last year, Ford has sold less than 30 examples and although it says it plans to ramp up production at its Wayne, Michigan facility as it rolls the car out into U.S. launch markets in California, New Jersey and New York, some are wondering whether there’s a bit of a reluctance on Ford’s part to commit to the vehicle.

Last week, Ford’s CEO Alan Mulally revealed that the true cost of the lithium-ion battery pack for the car is somewhere between $12,000-$15,000; and with the Focus Electric boasting a MSRP of $39,200 (a comparable gasoline Focus starts at $18,300) and a range of 76 miles, there’s no question that demand will be limited.

That being said, Ford doesn’t appear to be helping the car’s cause any further, despite the fact that a survey by the company itself revealed that 61 percent of Americans are interested in buying an EV or hybrid vehicle (even though many aren’t likely to make the jump until gasoline hits $5 per gallon).

Further reticence revealed itself when Jim Farley, Ford’s vice president of global marketing recently said, “the marketing of the Focus Electric is to people who buy electric vehicles, not you and me.”

Some have interpreted this to mean that the Focus electric is very much a “fringe” product in Ford’s eyes and with marketing clearly aimed at those who already “get” EVs. Farley’s statement appears very much an indicator that Ford is preaching to the converted EV enthusiast rather than aiming to win over new buyers – and a case of just throwing your hat into the ring simply to have a place in the running.

Green vehicle advocates also cite Ford’s decision not to produce a third-generation Escape Hybrid as another aspect at the reluctance to really embrace electric vehicle technology, even though the company is pitching its new mid-size Fusion Hybrid and Energi plug-in sedans as the most fuel efficient on the market.

It seems that instead, Ford is concentrating its engineering efforts on EcoBoost, with a plan to offer these powertrains in 90 percent of its global product portfolio by next year. By downsizing displacement and adding turbocharging and direct injection, Ford has been able to significantly increase fuel economy on its conventional passenger cars and light trucks without sacrificing performance and at a lower cost than utilizing hybrid and EV technology.

And with Ford aggressively pushing its new 1.0-liter EcoBoost Focus in Europe, which the company says achieves 47 miles per gallon (56.5 mpg Imperial) in 125 PS (metric horsepower) form; plus the company’s increasingly global product strategy, there’s a good indication cars like the Focus Electric could ultimately be left out in the cold.

Not helping matters is the fact that Ford still hasn’t announced any European sales of the Focus EV and by stating it can switch production at the Wayne, Michigan facility from conventional Focus models to EVs depending on demand, offers yet another indicator that internal enthusiasm for the vehicle is lukewarm at best.

And while some industry analysts, including consulting firm LMC Automotive, see EVs and plug-in hybrids account for just 1 percent of total U.S. vehicle sales by 2017, do you think Ford’s conservative approach with the Focus Electric is the right step, at least in the short-term?

USA Today

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During a speech at Fortune magazine’s Brainstorm Green conference in California earlier this week, Ford CEO Alan Mulally spilled the beans on what it costs for a battery in the company’s Focus Electric, which is between $12,000 and $15,000.

“When you move into an all-electric vehicle, the battery size moves up to around 23 kilowatt hours,” he said. “It weighs 600 to 700 pounds and they’re around $12,000 to $15,000 for a car [in conventional gasoline form] that normally sells around $22,000. So you can see why the economics are what they are.”

Based on the information Ford’s CEO provided, the automaker pays somewhere between $552 and $650 per kilowatt-hour for EVs like the Focus Electric, which is currently priced at $39,200.

Although the U.S. Department of Energy has set a target of lowering the cost of batteries to around $300 per kilowatt-hour, in Ford’s case the idea of realizing significant production volumes for cars like the Focus Electric isn’t a high priority, at least for now.

Because the EV version is based on the conventional gasoline-engine Focus, which sells in high volume, Ford says it can afford to distribute the EV in relatively small numbers. Late last year, just 10 examples were sold to fleet customers, though more Focus Electric models are now rolling off the Wayne, Michigan assembly line, alongside their gasoline counterparts.

Although priced slightly higher than the $35,200 Nissan Leaf , Ford says the Focus Electric can go a distance of 76 miles before needing a charge, a scooch further that the Leaf’s declared real world range of 73. Furthermore, by using a 240-volt charger, the Ford’s battery pack can replenished in just 3.5 hours compared to the Leaf ‘s present 6-7 hour recharge time with a 240-volt charger.

Wall Street Journal

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In-line with what Ford is doing in the U.S., Ford of Canada is working with Best Buy Canada to offer Canadian Ford Focus Electric owners a convenient and dependable solution for home charging station installation.

Ford and Best Buy will offer a 240-volt home charging station for the company’s all-new Ford Focus Electric battery electric vehicle and future plug-in electric vehicles in Canada. Best Buy intends to supply the charging station and offer complete consultation and installation services through Geek Squad and third-party licensed electrical contractors.

Focus Electric owners can work with their Ford dealer or contact Best Buy directly to set up an in-home consultation and installation.

During the appointment, a Geek Squad agent will conduct a quick electrical survey to ensure the residence can support the 240-volt charging station. Once the residence passes the electrical survey, the Geek Squad agent will schedule a master electrician for a charging station installation. Best Buy says it will also handle warranty and repair claims for the charging station.

Designed by Leviton, the Ford charging station can be replaced or upgraded without the use of tools thanks to its proprietary mounting bracket. The 240-volt home charging station will allow Focus Electric owners to fully charge their cars in as little as three to four hours.

The charging unit can be plugged into a 240-volt outlet instead of being hard-wired into the electrical breaker box; making removal and replacement a simple unplug and plug back in operation in the event the owner moves.

The home charging station with standard installation will retail for approximately CDN$ 1,599. The price in the U.S. is approximately $1,499.

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On Monday, Men’s Health magazine announced a journey most electric car aficionados would enjoy being part of.

The magazine launched its 2012 Electric Car Challenge, a cross-country adventure designed to help maximize the potential of electric vehicles, create a healthier, more satisfying, and more exciting road trip experience, and raise money for an important cause.

As the magazine stated in a press release, “It’s not a fair challenge, of course – the infrastructure for fast, easy charging doesn’t exist yet. But that’s why we’re doing it. If the infrastructure was there, what fun would that be?”

The cross-country course will begin in New York City and end in Los Angeles.

The team will leave the New York International Auto Show on April 11 and will stop between 40 and 55 times to recharge the battery of its 2012 Ford Focus Electric.

With each charging stop taking between 2 and 4 hours – and with the drivers progressing in shifts around the clock – the team expects to arrive at Santa Monica Pier in Los Angeles 10 to 12 days after the Challenge commences, possibly arriving on Earth Day, April 22.

The team is hoping to establish the record for the fastest coast-to-coast drive in an electric car, creating a target for others to beat as battery technology improves and charging options expand.

According to Eric Adams, a team member and senior editor at the magazine, one of the hardest parts of planning the challenge was simply convincing Ford to loan Men’s Health the car for this unorthodox test.

“The Focus Electric is designed for urban commuting, so we’re asking the car to do something it wasn’t intended to do,” said Adams.

In addition to Adams, the team consists – at varying points during the drive – of X-Games gold medalist Tanner Foust, co-host of Top Gear USA; IndyCar and American Le Mans racer Martin Plowman; and former Navy SEAL commander Coleman Ruiz, executive director of Carry the Load, a foundation that supports the families of U.S. soldiers who’ve been killed in combat.

The team will raise money for the foundation throughout the drive. Also on board for several days each, to provide different perspectives on the road-trip experience: Men’s Health Girl Next Door columnist Naomi Piercey, Miss Indiana 2009 Nicole Pollard; and Carry the Load spokesmodel Katie Cwynar.

The journey can be followed here, and via Twitter at @MHTechLust (#ElectrifyUS); the team will also check in with FourSquare at every stop.

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Ford is making the case for electric driving with an emphasis this week on its Focus Electric having just received approval for single occupancy driving in California’s High Occupancy Vehicle lanes.

The $39,995 vehicle is being introduced in California, New York and New Jersey in the first half of this year, with availability in 19 markets by year’s end.

Aiming to receive maximum acceptance in the top EV state of California, Ford says up to $10,000 in tax credits will be available, and HOV lane access is worth more than an $1,464 in wasted fuel plus time for those who commute in and around Los Angeles.

How does it figure? Well, you have up to a $7,500 federal tax credit, $2,500 from a state rebate program, and Ford notes an urban mobility study pegs LA as having the 7th worst congestion in the union. This, the study says, wastes a total of 38 million gallons of fuel from cars idling or rolling slowly – averaged at $1,464 per driver – but HOV lane drivers can bypass a lot of that.

Naturally, an electric car does not use any gasoline, and Ford says the average cost in California to recharge overnight is between $1-2. The U.S. Environmental Protection Agency’s sticker for the Focus EV states electric range is 76 miles – 3 miles more than Nissan’s Leaf.
Ford is quick to observe conservative use can top 100 miles, and the vehicle offers an EPA rated 105 MPGe combined, based on 110 MPGe city, 99 MPGe highway.

The Ford’s on-board 6.6-kw charger cuts recharging to around half the time needed for the $35,200-$37,250 Leaf – four hours when plugged into a 240-volt dedicated charger. Each hour plugged in delivers enough juice to extend driving range an additional 20 miles, for those who can work mid-day charging into their routine.

Ford is quite proud of its EV and points out its competitiveness against the five-passenger Leaf, but nary a mention is made of the
$10,000 less Mitsubishi i. Shoppers who don’t need a five seater may want to check that small electric vehicle out too.

Later this year and next, Ford will seek approval by the California Air Resources Board for more of its electrified vehicles to qualify for the California Clean Vehicle Rebate Program.

These will include the 2013 Fusion Energi plug-in hybrid, and 2013 C-MAX Energi plug-in hybrid.

All three of these vehicles are being assembled at Ford’s energy efficient Michigan Assembly Plant with capacity for 100,000 electrified vehicles per year estimated for 2013.

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Ford’s updated Escape line due early next year will lack a hybrid option but yesterday the company said its pending 2012 Focus Electric and 2013 C-Max Hybrid and C-Max Energi plug-in hybrid will offer best-in-class efficiency.

Citing “expected” mileage figures, the Focus Electric is said to achieve 100 MPGe.

Of the C-Max Energi, Ford says it is expected to beat fuel economy delivered by the Prius plug-in hybrid in electric mode and top the Chevrolet Volt in range with 500 miles estimated.

Similarly, the C-MAX Hybrid is supposed to achieve better fuel economy than the Prius V in both city and highway driving.

One battery electric competitor to its $39,995 Focus Electric Ford didn’t mention – the Mitsubishi i – gets 112 MPGe and costs around $10,000 less, but Ford overlooked the otherwise value-leading EV as it is a four seater.

Also not mentioned in the electric vehicle MPGe comparison was the $4,000-less Nissan Leaf which gets an EPA rated 99 MPGe.

While it barely improves on the Leaf’s MPGe, where Ford says it roundly defeats it is in recharge time.

With its 6.6-kw on-board charger, Ford says the Focus Electric “is the first all-electric vehicle to feature faster charging technology, allowing it to fully recharge in three to four hours [using 240 volts] – half the time of Nissan Leaf [with its 3.3-kw on-board charger].”

Just one hour of charging nets 30 extra miles for the vehicle and estimated total range per full charge is 70-100 miles. The company says such quick charging can help double its effective range during a busy day of driving and recharging multiple times.

“Focus Electric’s innovative faster charging technology can help customers save money and get much more out of the car in a busy day of running around town and recharging between stops,” said Sherif Marakby, director of Ford’s Electrification Programs and Engineering.

As for the C-MAX pair, Ford says it has already sold 100,000 C-MAX variants in Europe since late 2010. Speaking of its entire vehicle lineup, the company says it holds approximately 500 patents that cover technologies in its electric, hybrid and plug-in hybrid vehicles in addition to several hundred patent-pending applications.

“C-MAX is the right car for the time as it combines the dynamics and quality of a traditional car with the versatility of a MAV [multi-activity vehicle] and leading fuel efficiency that you cannot even get from Toyota,” said Marakby.

These vehicles’ hybrid powertrains will combine lithium-ion batteries with electric motors augmenting all-new 2.0-liter Atkinson-cycle engines, of which Ford says is “among the most advanced non-turbocharged four-cylinder powertrains Ford has ever offered.”

Regarding the outgoing Escape Hybrid, Automotive News reported a Ford executive said this powertrain option won’t be necessary, as Ford’s EcoBoost four-cylinder engines in the updated conventional Escape will offer fuel economy “that approaches the existing hybrid.”

That was one reason for it being dropped, the other reasons are the above-mentioned C-MAX hybrids which are expected to supplant the Escape Hybrid.

Sales for the Escape Hybrid have also been declining. The vehicle did see a big 97.4 percent month-over-month spike in November, but otherwise current-year-to-date sales of 9,009 units represents a 12.6-percent decline.

Ford began taking orders for the 2012 Focus Electric in November in California and New York/New Jersey markets. In 2012, availability of the Focus Electric will expand to another 15 launch markets “as production ramps up.”

Pricing is still a mystery for the C-MAX twins, but the Hybrid is expected to be in showrooms after June 2012 and the plug-in Energi is expected to follow some time later in the year.

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Yesterday Ford Motor Co. began accepting online orders for its 2012 Focus Electric, which was first unveiled a year ago in Las Vegas.

The company is coming in with a limited and partially delayed launch a year or more after Nissan, which has already has sold over 8,000 of its (now) $35,200 all-electric Leafs in the U.S. alone.

The plug-in Focus will cost a bit more, starting at $39,995, and Ford – which quietly delayed release dates to 17 initial markets till next spring, then denied it – says buyers can “virtually build and price one” at its dedicated Web site.

Focus Electric customers will be eligible for the same subsidies available for the Leaf, Volt or similar advanced-tech vehicles. These include a federal tax credit of $7,500, and state and local incentives, where applicable.

Despite coming later to the market, Ford’s announcement naturally kept to the time-honored tradition of accentuating the positive, though perhaps not unjustifiably so.

“Today is an historic day, as Ford opens up the order banks for the company’s first full production, all-electric passenger vehicle – the Focus Electric,” said Chad D’Arcy, Focus Electric Marketing Manager, Ford Motor Company yesterday. “The all-new Focus Electric is an important part of Ford’s overall strategy, bringing still another option to customers who want a car that is fun-to-drive, easy to own and fully electric.”

According to a statement by Ford:

Focus Electric comes standard with: MyFord Touch with 8-inch touchscreen; two driver-configurable 4.2-inch color LCD displays in cluster for unique EV driving screens; MyFord™ Mobile App (for remotely monitoring and scheduling battery charging with owners’ smartphone as well as remote start); HID Headlamps; 17-inch aluminum wheels, ambient lighting, seats made from 100-percent recycled material; Rear Camera with Rear Parking Sensor; Intelligent Access with Push-Button Start; MyKey®; voice-activated Navigation System; Particulate Air Filter; hands-free SYNC® Bluetooth telephone connectivity with Traffic, Direction and Information Services; electronic traction control; Sony®-Branded audio with nine speakers; SIRIUS® Satellite Radio and HD Radio™.

The only options on the thoroughly appointed Focus Electrics are leather seats and two paint colors.

“Ford believes driving electric doesn’t mean consumers should have to sacrifice on driving experience or vehicle quality,” said D’Arcy. “The Focus Electric comes with more standard features than any other comparable all-electric vehicle.”

Ford is also equipping the vehicle with an on-board 6.6-kilowatt charger ready to take better advantage of 240-volt fast charging. But when plugged into 120-volt current, Ford says it takes 18-20 hours to recharge the 23 kilowatt battery.

A $999 home-installed charger utilizing 240-volts can zap its 23-kwh LG Chem batteries back to full charge in around three to four hours. This is about half the time it takes for a Leaf with a 3.3-kilowatt on-board charger.

So, if you get a Focus EV, you’ll probably want to order the fast charger at the same time.

The 3,691-pound vehicle weighs a little more than the gasoline version. Its battery pack is liquid heated/cooled and channels power from the 123-horsepower, 181-pound-feet torque motor through a single-speed transmission to its front wheels.

Range is said to be around 100 miles.

Will it sell?

Of course it will, the question is how fast and how soon will Ford – and other companies for that matter – get costs down on advanced-tech vehicles and pass the savings onto the consumer?

We all know energy and emissions issues are driving this nascent technology, but even some auto executives have been reluctant to dive in with greater commitment.

Some people believe advanced-tech vehicles could sell for less and the industry should be less tentative, and make a concerted run for the mainstream end zone. The thinking is that this would speed up roll-out of public charging stations, reduce supplier pricing, and an all around cascading effect from economies of scale would make the whole industry more affordable

It’s kind of a chicken and egg dilemma, but it will all happen sooner or later, or so advocates and other industry stakeholders say.

But even basic timing has been a question for Ford. For example, in August the company ever-so-subtly changed its marketing info to say that only California and New York would be getting the car this year. Previous press announcements had not made that distinction, and an advertisement saying “coming spring 2012″ caught the media by surprise, but Ford quickly played it down, saying it had been its plan all along.

Whatever the case, the car’s other launch markets for Spring 2012 include: Atlanta, Austin and Houston, Texas; Boston, Chicago, Denver, Detroit, Orlando, Fla., Phoenix and Tucson, Ariz.; Portland, Ore.; Raleigh Durham, N.C.; Richmond, Va., Seattle, and Washington, D.C.

FoMoCo, Wall Street Journal, LeftLane News.

The post Ford Begins Online Ordering for 2012 Focus Electric appeared first on HybridCars.com.

How about a new format, something like a hatchback with a higher seating position, sportier looks than a station wagon, and with third-row seating? Well, that description is a good fit for new hybrids from Toyota and Ford. Toyota will have its segment-bending hybrid on the market next year in the United States, but Ford believes the formula only works for Europe.

Last week, Toyota teased the first images of the Prius V—a new version of the quintessential hybrid morphed into a people-mover similar in size to the Mazda5 small minivan. The Prius V has a higher roof, and a broader rear end with upright window—and possibly a third-row of seats. Toyota will show off the Prius V at the upcoming Detroit Auto Show. All we know so far is that it probably will have a 2.5-liter engine, and according to Toyota, it will offer “more comfort, style and versatility.”

The redesigned conventional Ford C-Max and Grand C-Max models go on sale next month across the pond, where European customers will be offered a choice of three engines: a new 1.6-liter Ford Ecoboost gasoline direct-injection engine that offers a 20 percent fuel economy improvement over the 2.0 it replaces; as well as 1.6- and 2.0-liter diesel versions. Ford announced in May that it will eventually build both a conventional hybrid and plug-in hybrid version of its C-Max wagon-esque vehicle by 2013.

But what alternative fuel-efficient C-Max options do we get in the U.S.? Bupkis.

Automotive News today confirmed that Ford believes the five-seat C-Max isn’t big enough for American tastes, and that U.S. buyers won’t want a diesel. Instead, U.S. customers will only get the gasoline-powered seven-seat C-Max.

In May, Ford’s Nancy Gioia, director of vehicle electrification, told us: “Because Europe has a high penetration of diesel, we continue to have highly efficient, low CO2 diesel alternatives, such as our Econetic offerings and technologies, as our cornerstone across Europe. Our market feedback also shows interest in hybrids, plug-in hybrids and full battery electric vehicles.”

So, hybrid and plug-in hybrid variants of small European models, but no help from Ford for U.S. families wanting a diesel or hybrid seven-seater. Those customers can consider the gas-version of the C-Max or Mazda5—or see if the Toyota Prius V is the first family-focused hybrid. Then again, Honda is hinting at a Odyssey Hybrid. The hybrid-driving Soccer Mom is still waiting.

The post Toyota and Ford Disagree on Potential of Small Hybrid Minivan appeared first on HybridCars.com.