This year’s Pikes Peak hill climb race will be held on June 30.

With the upgraded all-new MiEV Evolution II, MMC said it has set its sights on an outright victory in this legendary American race.

The new racecar will be powered by four 100 kilowatt electric motors, one for each wheel, for a total maximum power output of 400 kilowatt.

These four motors will be powered by a 50 kilowatt-hour battery made by LEJ.

Held annually in Colorado Springs, Colorado, the Pikes Peak International Hill Climb (PPIHC) is an annual automobile and motorcycle hill climb to the 14,110-foot summit of Pikes Peak in Colorado, with entrants covering an elevation difference of almost 4,720 feet.

First run in 1916, the hill climb celebrates its 91st running this year making it the second oldest U.S. motorsport event after the Indianapolis 500. Also known as “The Race to the Clouds,” atmospheric pressure, temperature, weather and other conditions vary significantly between the start and finish, requiring optimum vehicle tuning for maximum performance.

MMC entered the Pikes Peak competition for the first time last year with the i-MiEV Evolution all-electric prototype, finishing second in the Electric Vehicle division.

Participation in the event brought a wealth of data in areas such as vehicle speed and acceleration, lithium-ion drive battery consumption, electric motor temperature and other key information that will play an important role in future MMC electric vehicle development.

Driving the pair of all-new MiEV Evolution II racing prototypes will be two-time Dakar Rally champion and MMC vehicle development/test driver Hiroshi Masuoka and six-time PPIHC motorcycle champion Greg Tracy.

Hiroshi Masuoka scored a second-place finish in last year’s PPIHC in the Electric Vehicle division piloting the i-MiEV Evolution racing prototype.

In addition to competing in the event with two electric vehicles, Mitsubishi Motors North America, Inc., (MMNA) is also announcing its role as the Presenting Sponsor of the 91^st running of PPIHC.

An all-New MiEV Evolution II for 2013

Like last year’s i-MiEV Evolution, the MiEV Evolution II combines parts used in production vehicles with a high-capacity battery and high-output motors specially-designed by MMC’s suppliers.

Based on experience gained from last year’s race, MMC has added a high-tech Super All-Wheel Control (S-AWC) all-wheel drive system to the innovative four-motor (two-front/two-rear) drivetrain for increased handling and control in the MiEV Evolution II.

MMC said that together with a specially-designed body that provides reduced weight and improved aerodynamics, the MiEV Evolution II represents a significantly improved all-electric racing prototype.

MMC provided a few design highlights of the 2013 MiEV Evolution II:

• Improved lower center of gravity due to redesigned lithium-ion battery placement
• Improved power output/performance from four-motor (two front/two rear) 4WD drivetrain with MMC’s Super All-Wheel Control (S-AWC) integrated vehicle dynamics control system
• Active Yaw Control (AYC) to optimally control yaw for improved high-speed cornering
• Active Stability Control (ASC) for improved vehicle dynamics and control by automatically managing brake force to one or more wheels as well as motor output
• Redesigned Anti-lock Braking System (ABS)

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The new Outlander PHEV blends, according to Mitsubishi, the best of the company’s EV technology (i-MiEV), sure-footed Super All-Wheel Control (derived from the esteemed S-AWC system found in the legendary Mitsubishi Lancer Evolution) and the capable, rugged and reliable Montero and Outlander SUV lineage into the world’s first plug-in hybrid electric vehicle (PHEV) SUV with all-wheel drive.

The vehicle relies on an EV-based architecture that utilizes a pair of advanced electric motors supplemented by a front-mounted 2.0-liter gasoline engine.

Both 60 kilowatt electric motors are placed at the front and rear of the vehicle; each motor drives its own axle independently for optimal front/rear torque split; these are linked to a12 kilowatt-hour lithium-ion Drive battery pack.

In pure electric vehicle (EV) driving mode, the range is estimated at 30 miles (Japan-spec Outlander PHEV).

The Outlander PHEV relies on three distinct driving modes:EV Drive Mode, Series Hybrid, or Parallel Hybrid.

The 4B11 2.0-liter inline-4 has been fitted with the Mitsubishi Innovative Valve timing Electronic Control system (MIVEC) to maximize power production, improve fuel efficiency and reduce exhaust emissions by continuously varying the timing of the intake valves according to engine speed when it operates in Parallel Hybrid mode (the engine functions solely to generate electricity in Series Hybrid mode and is mainly used to provide motive force in Parallel Hybrid mode).

The Outlander PHEV’s exhaust note has been reduced and the engine compartment’s soundproofing has been increased in order for the vehicle to remain as quiet as possible when operating in pure EV Drive Mode (even when the engine is in use to charge the lithium-ion Drive battery pack).

Located on the left side of the Engine (positioned transaxle-style), the Front Motor is a smaller, lighter and higher output version of the permanent magnet synchronous electric motor used in the Mitsubishi i-MiEV.

In Series/Parallel drive modes, the generator produces electricity from the engine and stores it in the lithium-ion Drive battery pack

The lithium-ion battery pack is located in a dust- and waterproof encasement positioned beneath the passenger compartment subfloor and between the front and rear axles (with no intrusion into the passenger compartment whatsoever). It consists of 80 cells configured in series, with a total voltage measuring 300V and a total storage capacity of 12 kilowatt-hour.

Placed beneath rear cargo area subfloor (does not intrude/diminish cargo area capacity above), the rear electric motor produces slightly more torque than the front one.

Both the front and rear transaxles each incorporate a simple single-speed fixed reduction gear. The front axle features a built-in clutch that switches the system to Parallel drive mode mainly for engine-powered travel at high speeds/steady-state cruise.

During deceleration (braking), the front and rear electric motors function as generators so that electricity can be generated and fed back into the lithium-ion battery pack.

Drive Modes

Because of its unique drivetrain that combines a front electric motor + rear electric motor + front-mounted gasoline-powered 2.0-liter engine + generator, the new Mitsubishi Outlander PHEV automatically selects one of three drivetrain modes for optimal performance and efficiency.

In EV drive mode (Twin Motor 4WD EV), the vehicle is driven in a very eco-friendly performance mode by the two electric motors, with energy being supplied exclusively by the lithium-ion Drive battery pack (100% electric-powered, zero-emission vehicle).

The Outlander will switch to series hybrid (Twin Motor 4WD EV with Internal Combustion Generator) when the energy level remaining in the lithium-ion Drive battery pack is low or when the need arises for a sudden and/or additional degree of acceleration, In this mode the two electric motors are powered by the battery pack and the gasoline-powered generator.

The vehicle can also switch to parallel hybrid mode(Gasoline-Powered Engine Supported by Twin Motor 4WD). In this drive mode, the Mitsubishi Outlander PHEV uses its full complement of available resources:

1) The 2.0-liter gasoline engine drives the front wheels; the front axle features a built-in clutch that switches the system to Parallel drive mode mainly for engine-powered travel at high speeds/steady-state cruise.

2) The two electric motors positioned at the front and rear of the vehicle operate seamlessly when additional power is required (such as driving uphill)

3) The gasoline-powered engine/generator – while operating the vehicle at sufficient speed – will feed any excess energy (electricity) back into the lithium-ion Drive battery pack

The Parallel Hybrid mode is, per Mitsubishi, most commonly utilized when the Outlander PHEV is being driven in a long-haul/high-speed steady-state cruise manner such as on the open road or interstate. This is the most efficient drivetrain mode under these types of driving circumstances.

Additionally, there are three driver selected modes:

ECO Mode

The Outlander PHEV features a driver-activated “ECO Mode” switch that reduces both fuel and electricity usage for increased efficiency simply with the touch of the button.

Battery Save Mode

In this driver-activated mode, the Outlander PHEV automatically conserves the energy within the lithium-ion Drive battery pack by operating the vehicle in hybrid mode (Note: Battery Save Mode will only operate once the lithium-ion Drive battery pack’s energy level falls below 90% full).

For example, engaging the Battery Save Mode would allow the vehicle to be driven in urban traffic with the engine/generator on to maintain a higher level of battery charge; it could then be deactivated, allowing the vehicle to be driven through a neighborhood silently at an appropriate speed in EV Drive Mode.

Battery Charge Mode

When activating the Battery Charge Mode – whether the vehicle is in motion or at a standstill – the engine will generate electricity to be fed into the lithium-ion Drive battery pack (essentially forcing the vehicle to operate in Series Hybrid mode)

For example, if the engine is idling and the vehicle is not moving, selecting the Battery Charge Mode will replenish a low energy level within the lithium-ion Drive battery pack back up to 80% fully charged in approximately 40 minutes.

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This new Mirage is expected to arrive at Mitsubishi Motors dealers later this fall.

The all-new 2014 Mitsubishi Mirage model is estimated to achieve a fuel economy rating of 40 mpg combined/37 mpg city/44 mpg highway (CVT-equipped model; pending EPA fuel mileage rating). This would make this new subcompact the most fuel-efficient non-hybrid gasoline vehicle available in America.

In addition to its exceptional fuel economy, the all-new 2014 Mitsubishi Mirage will be offered in a convenient 5-door configuration with room for five passengers, including 7 air bag Supplemental Restraint System (SRS), 4 speaker AM/FM/CD/MP3 sound system with USB/iPod input, 60/40 split folding rear seat, Active Stability Control (ASC) with Traction Control Logic (TCL), Brake Assist and Hill Start Assist (HSA) (CVT-equipped models), and 4-wheel Anti-lock brakes (ABS) with Electronic Brake-force Distribution (EBD).

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

In Europe the i-MiEV is also sold as the Citroën C-Zero (shown) and Peugeot ion.

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

Overview

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

If you want another perspective on the i-MiEV, you can read our previous review but to recap, it began life in Japan as the gas-powered Mitsubishi i – a “kei” class commuter. Launched in 2006, the gas-powered versions were themselves unorthodox with rear-wheel-drive and midship-mounted engine options. When converted to EV duties, Mitsubishi retained the layout placing the electric motor above the rear axle, and 16-kwh lithium-ion Mitsubishi-Yuasa battery pack and motor controller under the floor.

The i-MiEV uses almost all of its 16-kwh supply too. This could be considered another bold move and very unlike, for example, GM’s engineering. GM more conservatively limited its first- and second-year Chevy Volt to using just 65 percent of its 16-kwh capacity. The idea behind a “buffer” of unused energy is to prevent over-working the battery and theoretically prolong its life. Mitsubishi would not specify details, but says it is not nearly as much.
To date we’ve not heard of any pattern of failures due to this high-strung arrangement, and it was deemed best given the i-MiEV has limited energy storage – so it uses more of it to accomplish reasonable range.

While a small car in any case, the U.S. and Canadian i-MiEV was stretched 11 inches longer than the Japanese/Euro version, 4 inches wider, a half inch taller. At 2,579 pounds, our version weigh about 180 pounds more, but these cars are still featherweight compared to larger EVs like the Nissan Leaf or Ford Focus Electric.

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

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

It will charge on house current via a 3.3-kw onboard charger but replenishing almost 16 kilowatt hours can take 22.5 hours. More realistically, it charges via a 240-volt level II charger that does the job in seven hours – and optionally – a 480-volt level III through a separate CHAdeMO DC charger port puts an 80-percent full charge back in 30 minutes.

Outwardly funky, inwardly plain

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

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

The SE model we drove comes with infotainment in an otherwise fairly spartan design.

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

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

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

This person is 5-feet, 2-inches tall and the front seat is all the way back. She noted ingress and egress was very accomodating compared to other cars she’s sat in, including her Honda Odyssey minivan.

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

Cargo capacity is 13.2 cubic behind the rear seats, 50.4 cubic feet with the seats folded.

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

Living with the i-MiEV

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

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

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

The shifter design is also a carryover from the ICE (internal combustion engine) world. After releasing the parking brake and slipping into Drive, the i-MiEV is ready to roll. Time from 0-60 mph takes around 13 seconds.

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

The i-MiEV’s natural habitat is urban environs and suburbia. With full torque on tap from the start, it gets to 35-45 mph acceptably quick. If you want to head for the highway, you can, but is that a great idea? Not for too long, it isn’t, but we’ll get to that in a moment.

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

So, what’s it like? Kind of cool because it’s all electric, but in other ways plenty familiar. Have you driven a basic economy hatchback before? You know – one in which nothing is exceptional, but everything functions? That’s what you get with the i-MiEV. It’s a pleasant enough experience; a transportation tool.

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

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

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

And this brings us to that all-too-critical question of efficiency. That is, after all, why you’d cough up twice the normal money for a car like this – before subsidies of course.
The i-MiEV is dirt cheap to operate – the EPA estimates it at 3.6 cents per mile based on 45-percent highway, 55-percent city driving. There are few-to-no other choices sold nationally that cost less to run with four wheels, ABS, airbags, and that are highway legal.

Range, however, is another issue. The government rates it at 62 miles. Drive it like it’s supposed to be – around town mainly – and you can achieve this. If you take a deft touch, you can even nurse 70-plus miles out of the i-MiEV.

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

We saw ranges of as low as 40 miles on days where we briefly confirmed the 81 mph top speed and did longish highway stints at 55-65 mph in the slow lane.

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

A wise decision?

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

The MSRP for the i-MiEV is $29,125 for the base ES model, and $31,125 for the SE. Add to both these an $850 destination charge. Our test SE stickered at $34,765 with a $2,790 options package and destination charge included.

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

More than most, this is really is a highly personalized personal decision, however, and depends on factors that regular car buyers never have to think about.
all-weather_charging

Rain is not a threat during recharging.

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

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

We would have said the i-MiEV was the lowest priced, but during January when we still finalizing this review, that honor was taken over by Nissan’s new base-level Leaf S model following a price slashing move http://www.hybridcars.com/nissan-announces-pricing-for-2013-leaf/ in January.

The Nissan Leaf is 50-state available, and the S starts at $28,800. There are also two more nicely equipped versions, these being the SV for $31,820, and SL for $34,840.
The Ford Focus Electric is also nationally available, and starts at $39,995. Both it and the Leafs offer greater range, are larger, domestically built, and have nicer amenities than the Mitsu.

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

This will be GM’s first all-electric car since the EV-1 of “Who Killed the Electric Car” fame and it will be priced in the i-MiEV’s neighborhood with a liquid heated/cooled battery exceeding 20-kwh. Odds are its battery will have a larger buffer compared to the i-MiEV to limit usable capacity. But the electric Spark looks good on paper, with promised competitive range, efficiency, and – as an extra added bonus – 400 pound-feet torque promising 0-60 mph in under 8 seconds. Of course if run hard, expect its range to suffer accordingly.

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

Prices are Manufacturer Suggested Retail Price (MSRP) at time of publication and do not include destination charges, taxes or licensing.

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The subcompact, not yet on sale in the U.S. or Canada, but recently available in other parts of the world, is not yet named for this market. It carries the Mirage badge in other markets, but it is not impossible that we’ll see it carry the Colt badge on our shores.

Mitsubishi’s newest five-door subcompact promises, per the company, class-leading fuel economy and value for money in a youthful, fun-to-drive hatchback.

Said to be wider than Chevrolet’s Spark, taller than the Hyundai Accent and longer than the Scion iQ, the new car will arrive in Canada and the U.S. this fall.

Featuring a 1.2-liter, three-cylinder MIVEC engine mated to a five-speed manual or CVT transmission, the new car is expected by Mitsubishi to achieve superb fuel economy in city, highway and combined driving.

Based on the ‘Global Small’ concept car unveiled by Shin Fujioka 12 months ago, the new entry will become the fifth model in the company’s North American line-up. It will likely rank as one of the most affordable and fuel-efficient new cars available on our markets.

The subcompact will roll on 165/65R14 tires and the engine’s output will be of 74 horsepower at 6,000 rpm and 74 pound-feet of torque at 4,000 rpm.

Mitsubishi said its research reveals subcompact car consumers hold five key purchase considerations: fuel economy, value for money, price, reliability and exterior styling. The new Mitsubishi is expected to hit squarely on all five, leading the industry in several.

Mitsubishi will announce final retail pricing closer to the sale date, however it expects an MSRP in the low teens.

Seven body colors have been set: Green Metallic, Dark Grey, Blue Mica, Red Metallic, White, Cool Silver Metallic and Black Mica.

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Ever since it started research and development on electro-mobility back in 1966, Mitsubishi Motors Corporation (MMC) says it always believed that electric vehicles (EV) would eventually become long-term core products.

From the pioneering and a self-imposed objective of 20 percent of EV-based cars by 2020, MMC has already made significant steps in this direction as demonstrated with (PHEV) and its most innovative “Dual Design” architecture.

Expanding further than the i-MiEV launched in 2009 and the new Outlander Plug-in Hybrid Electric Vehicle, Mitsubishi Motors now explores the full electro-mobility engineering palette – Pure Electric (EV), Hybrid Electric (HEV), Plug-in Hybrid Electric (PHEV) – hinted at through the two concept cars world-premiered at the 2013 Geneva Motor Show, next to the New Outlander PHEV.

Concept GR-HEV – The Sport Utility Hybrid Truck

Mitsubishi believes that if electric vehicles are to have a significant impact on the environment, they should be able to attract a wide spectrum of customers with a full palette of EV-based vehicles across the range, from small runabouts to big SUVs, each using a dedicated application of the technology (EV, HEV or PHEV).

In this respect, Mitsubishi said its new Outlander PHEV has already proved that EV powertrain and long-haul D-Segment crossovers are perfectly compatible.

At MMC the next logical step will be to expand further, adapting electric components to the demands of an even larger, tougher, sportier vehicle with both work and leisure in mind. Such was the brief behind Concept GR-HEV, Mitsubishi Motors’ take at Hybrid (HEV) technology, applied for the first time to a one-ton pickup truck.

With the creation of a next-generation “Dual Design” vehicle, Mitsubishi Motors introduces an all-new exclusive HEV solution, featuring a Clean Diesel engine and electric motors. Simpler and more affordable than either EV or PHEV, HEV is deemed by Mitsubishi to be best suited to the heavy-duty daily requirements of pickup truck users.

Concept GR-HEValso uses Mitsubishi’s full-time 4WD technology, featuring Super All Wheel Control (S-AWC) integrated vehicle dynamics control system driveline to deliver high stability traction and driving performance under all road conditions.

This conceptual 4WD Sport Utility HEV Truck was developed with an ambitious target for CO2 emissions below 149 g/km, far better than the segment average.

Concept CA-MiEV – The Suburban EV

Supported by three years of i-MiEV global customer feedback as well as continuous progress in battery technology and electric drivetrain, MMC now considers taking pure EVs beyond a mostly urban environment with a compact EV.

As a showcase of the various technologies MMC intends to introduce across its range of global vehicles, the Concept CA-MiEV vehicle has been designed to accommodate next generation EV systems and high density batteries. Lightweight with advanced aerodynamics, Mitsubishi said the CA-MiEV will offer a 300 km (186.5 miles) driving range, perfectly suited for suburban and country daily life.

Further innovative real-life features include magnetic resonance wireless charging technology and smartphone activated functions.

Technical details and in-depth information on technologies used on these concepts will have to wait until the reveal, to be held during the Geneva motor show press day.

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Yes, the above prices can be reduced by up to $7,500 with a federal tax credit plus various state tax credits, if available. But even with maximum credits, e-rides are still pricey, especially when their limited driving range is factored in. If the cost has kept you from jumping on the electric car bandwagon, there’s a new offering that might persuade you.

Say hi to the i, the i-MiEV (Mitsubishi innovative Electric Vehicle). Starting at $29,125 before incentives, Mitsubishi has positioned the i-MiEV as the value-priced choice for an all-electric car. With a look straight out of a comic book, the little egg-shaped four-door hatchback can seat four adults—really—and has an EPA estimated driving range of 62 miles with a top speed of 81 mph. While its design will surely turn heads and elicit smiles, the i-MiEV has earned some notable accolades. The Environmental Protection Agency’s 2012 Fuel Economy Guide lists the i-MiEV as the most fuel-efficient vehicle sold in the United States with a rating of 125 city and 99 highway for a combined 112 miles per gallon of gasoline equivalent (MPGe). Additionally, the 2012 Greenest Vehicle List published by the American Council for an Energy Efficient Economy (ACEEE) ranked the i-MiEV the greenest car on the road, placing it ahead of the Civic Natural Gas, which had won the category the previous eight years in a row.

Beneath The Cartoonist Body

The i-MiEV began as a gasoline-powered Mitsubishi i model in 2006 and is classified as a kei (“light vehicle”) car in Japan, a category of small vehicles that receives tax and other incentives. The i layout is rear-wheel drive with a “rear-midship” engine placed just in front of the rear axle, an unusual design in a small car where front-engine, front-wheel drive has prevailed since the 1970s. Like other mid- or rear-engined vehicles, its fifteen-inch wheels have uneven-sized tires—P145/60R (5.7-inches wide) on the front and wider 175/60s (6.9-inches wide) at the rear—to minimize oversteer caused by the rear-biased weight distribution.

Based on the i, Mitsubishi launched the electric i-MiEV to fleet customers in Japan in 2009 and to the wider public in 2010. European deliveries also began in 2010 and in December 2011, the first 2012 models arrived in the U.S.

To make the i-MiEV more appealing to American preferences and meet U.S. crash standards, Mitsubishi lengthened the Japanese and Euro version by 11 inches, increased the width by four inches and nudged the height by a half an inch. In comparison, it is three feet longer than a Smart FourTwo Electric and more than two feet shorter than the Nissan Leaf and Ford Focus Electric.

To convert the gas powered i to an EV, an electric motor replaces the gasoline engine above the rear axle and a battery pack is placed beneath the floor along with a motor control unit. Directing the power to rear wheels is a simple, single-speed fixed reduction transmission that replaces the four-speed automatic.

The water-cooled alternating current, 49-kilowatt synchronous permanent magnetic motor generates a modest 66 horsepower and a more generous 145 pound-feet of torque. Power output may seem a bit light compared to other EVs, but so is the car, tipping the scales at a petite 2,579 pounds. This helps give the car its 62-mile driving range—if you’re easy on the go pedal.

Feeding the motor is a 330-volt, 16-kilowatt-hour lithium-ion battery pack. Recharging the battery when empty takes about 22 hours using a 120-volt household outlet. The time can be reduced to just seven hours with an upgraded 240-volt Level 2 home recharging unit. And, if there is Level 3 480-volt quick-charging station in the area, an optional quick charge package gets the battery from discharged to 80 percent full in 30 minutes.

The drive system has three driving modes, “D,” “Eco” and “B.” Provided by the gear selector, each is intended to produce the best performance for different driving circumstances. D Mode is the default position and is best utilized on highways and interstates. The Eco mode limits the motor’s output to increase the range of a single charge and the decline in performance in quite noticeable. B mode adds more regenerative braking when the car is coasting to a stop or braking on downhill stretches to more aggressively recharge the battery.

The Cartoon Appearance

My reference to the i-MiEV’s cartoon styling is a term of endearment, not a criticism. Some may look at it as a glorified golf car or an egg-on-wheels. For me, I love the way it makes me smile when I look at it. How many cars can do that?

It starts with elongated headlights—nearly the size of its 15-inch wheels—that flank both sides of a quick falling, stubby hood. Below is a bulbous front bumper with a smile-like intake opening.

The silhouette of this perky little four-door begins in a sweeping arc from the front bumper, continues up the sharply raked windshield and flows to the rear hatch, where it abruptly ends in tall vertical taillights. The arc returns to the front along the underside of the rear doors to the front wheel arches, completing the i-MiEV’s egg shape profile.

Inside, Not So Whimsical

While the i’s exterior is a barrel full of giggles, inside the smiles begin to fade. The interior is rather pedestrian with few creature comforts. There’s no soft-touch materials, center armrest or rear cupholders. As for the gee-whiz stuff, via the unwieldy key fob, the owner can remotely warm or cool the interior while the car is still on grid power, But unlike other EVs and plug-ins, the little Mitsubishi doesn’t have built-in cellular connectivity that can accomplish that function from anywhere by means of smart phone applications and websites.

The i-MiEV does, however, have the bare necessities. Standard equipment, regardless of trim level, includes remote keyless entry; power windows, locks and side mirrors; air-conditioning; a four-speaker audio system with a CD player and an auxiliary jack for iPod connectivity: and a 50/50-split rear seats that fold and recline. Also included is a height-adjustable heated driver’s seat—the front passenger has to make do with a cold derrière on chilly days.

A simple gauge cluster has a centered digital speedometer surrounded half way by an Eco Meter that gives real time feedback—how hard are you accelerating or braking. To the right is a small round gauge with odometer and trip readouts, on the left a battery distance-to-empty readout is similar to a fuel gauge on a gasoline powered car. Controls on the center console are logically placed and knobs for the climate control are the large, easy to operate kind.

The car’s size suggests otherwise, but the i-MiEV easily seats four adults, including tall people, though its narrow width means there’s some touching. Cargo capacity is 13.2 cubic behind the rear seats, 50.4 cubic feet with the seats folded.

A step up from the base ES model to the SE ($31,125 before incentives) adds upgraded seat fabric, a leather-wrapped steering wheel, an eight-speaker audio system, fog lights and 15-inch alloy wheels.

Both models offer a $700 Quick Charge Package that adds a DC quick charge port, battery warming system and heated outside mirrors. Available on the SE only is a $2,790 Premium Package that includes the Quick Charge features plus a hard-drive-based navigation system, Mitsubishi’s Fuse hands-free link system, steering-wheel-mounted audio controls and a rearview camera. Of note for the information obsessed, the navigation system does not have a graphic display of the electric powertrain’s operating system.

The i-MiEV has all of the required safety features—six airbags, anti-lock brakes, and electronic stability and traction control systems. While the i offers the lowest price among electric cars and best fuel economy in the U.S., recent National Highway Transportation Safety Administration (NHTSA) crash tests shows the little Mitsu falls short in safety ratings compared to its main competitor, the Nissan Leaf.

Behind The Steering Wheel

Mitsubishi wants the i-MiEV juiced and ready to go for reviewers, so the little EV arrived by truck at our office. Unfortunately, there are not a lot of vehicles in the press fleet and our driving time was limited to just three days.

Planning ahead, we had mapped out the first day of driving that included errands in downtown Olympia, Wash., a stop at a shopping mall several miles away and returning via the freeway for a total of 48 miles.

Starting out in D mode, the instant torque response from the electric motor scoots the i-MiEV off the line quickly enough for the car’s intended earth-saving mission of commuting duties, but the single-gear transmission means that acceleration tapers off rapidly at around 25 mph. Audible motor whine is quite noticeable under load, but at constant speed it just whizzes along in an almost unaudible way.

After 10 miles, we moved the shift lever to Eco mode. Mitsubishi says the time from 0 to 60 mph takes 13 seconds. In Eco, you can add about four seconds, and when the speed reaches that 25 mph mark, forward motion seems almost glacial. But hey, we were saving electrons and blended well with city traffic.

Thanks to a relatively tall driving position and large windows, the driver’s view of the surroundings is excellent. The i’s body is screwed on tight and there were no squeaks or rattles. The ride comfort is reminiscent of an early 1990’s economy car—a fairly smooth feel on good pavement that turns jumpy when the road gets uneven. The rear suspension will certainly let you know when you connect with an unseen pothole, especially for back seat passengers.

We found the narrow body made it easy to thread through small gaps in traffic while the short length permitted squeezing into small parallel parking spots.

With some unused electrons from day one, an 18-hour overnight charge from a standard 110-volt outlet brought the battery charge gauge to full. For day two, the plan was to operate the car in the B mode as much as possible to see if we could extend the driving range. Hypermilers take note: We drove 69 miles and still had 12 miles of driving range when we pulled into the driveway.

Selecting (downshifting?) B from either the D or Eco position brings an abrupt slowing, but the charge needle goes bonkers. It takes a while to learn, but with the right foot on the accelerator and the left foot modulating the brake, it’s possible to keep up with slow, in-town traffic for several miles. The hardest part to master was acceleration; it is noticeably quicker in B than the other selections.

For day three, we arranged to meet the truck 18 miles from our office to get some freeway miles on the clock. We quickly learned on the first day that merging into fast moving traffic in Eco is not a wise choice. But even in D, when the 18-wheeler in the left side mirror obviously has a light load, getting up to speed seems an eternity.

Mitsubishi’s published top speed of 81 mph shouldn’t be taken as a target, but more an assurance that you can reach and maintain 65-70 mph if your regular route includes a few miles of freeway or interstate. Do note that higher speeds quickly draws juice from the battery, especially if the route has hills, as mine did. When I pulled into the parking lot that driving range had diminished to 33 miles.

The EV For You?

If you want a battery-electric car and a 62-mile driving range works for you, the 2012 Mitsubishi i-MiEV ES is the cheapest game in town at $31,125 before incentives. However to insure that you have the maximum driving range everyday, i-MiEV, or any other plug-in vehicle require a 240-volt home recharging unit. So, add perhaps another $2,000 to $4,000, or more if major electrical work is required.

Bear in mind that this is an economy subcompact car and will ride and handle like one. If road surfaces are generally rough where you live, the satisfaction of driving emissions free could quickly get old. Also, if you absolutely must be connected while driving, forget about the i-MiEV.

If you think the features on the uplevel SE model are more of what you want, you should compare it to the Nissan Leaf. The Leaf’s base price of $35,200 is just $435 more and it has a longer driving range, can seat five and has wireless connectivity for smart phone apps.

Our take is, if we still lived in Seattle we wouldn’t hesitate to open the checkbook for an i-MiEV ES. It delivers more than enough driving range for my wife’s former magazine editing job and for the daily errands that an average couple makes throughout the week.

The statement this car makes is, electric vehicles are ready for the world, but is the world ready for electric vehicles?

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

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One day soon your electric car could be your backup house power as well as your means to getting to work – and if a research center called “M-tech Labo” just opened by Mitsubishi in Japan has anything to say about it, that’s exactly where things could be headed.

Following lessons learned by its MiEV project, and investing heavily in future electrified vehicles besides, Mitsubishi Corporation, and its automobile and electrical divisions are working further along the lines of proving a smart grid whereby the large batteries in its EVs would be fully capable of two-way energy flow.

According to Gas2.0, the lab – “Labo” is believed to be short for “laboratory” – is running under supervision from the Tokyo Institute of Technology, and already at work trying to implement the mobile electricity storage concept, with Mitsubishi’s Nagoya Works facility being used to conduct the experiment.

If you’ve been following EVs, you’ve probably seen similar stories before. The intention is to determine whether EV batteries can help to regulate uneven power in an already maxed-out grid. Mitsubishi’s goals would include not interfering with drivers who wish to actually use their cars.

In Japan, energy storage is said to be especially an issue. There, land space is at a premium and bulky, stationary charging stations aren’t seen as an economical solution.

Talk is also of adding renewable power generation, and Mitsubishi is giving the research a year to determine viability of a new “eco city” that could be developed on smarter energy usage now being pioneered.

If the research pans out, EVs could add to a power grid network to store, exchange and balance out energy in Japan, with ability to adapt lessons learned elsewhere in years to come.

Gas2

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This week the first shipment of 2012 Mitsubishi i electric demonstrator vehicles were received for East Coast dealerships at the Port of Baltimore and said to represent its the debut for “most of the eastern seaboard.”

According to the U.S. Environmental Protection Agency, Mitsu’s little EV returns 112 miles per gallon equivalent (energy usage), the highest of all vehicles sold in the U.S.

This is among the many selling points Mitsubishi Motors North America, Inc. (MMNA) is making regular use of for its plug-in commuter which is also known as the iMiEV and has already successfully been on sale in other markets.

“With so many vehicles sold in different parts of the globe, Mitsubishi’s 100 percent electric-powered vehicle has a proven record of reliability, safety and ease of use,” said MMNA President & CEO Yoichi Yokozawa.” And as the number 1 selling electric vehicle (EV) in Norway, the Mitsubishi i should have no problem adapting to American households in the cold-climate northeast corridor.”

Mitsubishi also notes the i is “the most affordably priced” EV sold in America, and like others in its class, is eligible for $7,500 in federal tax credit plus state and local incentives where applicable.

The i is the first of several advanced alternative-fuel production vehicles that the Japanese auto manufacturer plans to introduce in North America over the next few years.

Suggested prices for its two versions (prior to subsidies) are $29,125 for the ES model, and $31,125 for the SE model. Mitsubishi’s Web site has much more info.

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Next month at the Geneva Motor Show, Mitsubishi will introduce its long-anticipated production plug-in hybrid Outlander with reported capability of 31 miles all-electric range, and potential for near-triple-digit MPG equivalent.

The U.S. version of the tech-laden vehicle will be added to the rest of a redesigned Outlander lineup and is to go on sale in 2013.

The plug-in is derived from the second all-wheel-drive PX-MiEV concept shown last year at Tokyo. According to Mitsubishi spokesperson Christine Jew, it is capable of operating as a series hybrid, parallel hybrid, or on battery power alone.

We noticed a report saying a battery electric Outlander will be introduced, but in the interest of avoiding confusion, we’re reporting that Mitsubishi said that was incorrect.

Instead, the “EV-based Outlander” will use a gasoline engine (possibly 2.0-liter but not confirmed) plus dual electric motors, lithium-ion battery pack and other technology from its “i” electric city car. Mitsubishi would not verify powertrain details, but the concept upon which it’s based was said to deliver power on par with a 3.0-liter V6.

The two electric propulsion motors (60-kw (80.5 horsepower) on the concept) – one for the front, another for the rear wheels – are controlled by sophisticated electronics. Combined with the petrol power plant, range is said to be over 500 miles (800 km), with emissions below 50 grams per kilometer.

How the plug-in Outlander will do on the EPA fuel efficiency test cycle is to be determined, but Mitsubishi’s initial projection for the easy going Japanese cycle is a combined rating of 141 MPGe (60 km per liter). This cycle normally scores significantly higher than does the U.S. cycle. For some reference, the EPA says Mitsubihi’s smaller i makes 112 MPGe combined.

Mitsubishi says the “eco-friendly” Outlander line will include variants for other markets including gasoline and turbo diesel.

Order of introduction for these new Outlanders is Russia first this summer, then to “European, Japanese, Oceania, Chinese and North American markets,” with the extended-range version beginning production later this fiscal year. The diesel is not scheduled for the U.S.

Among other safety features, the lineup will include the following advanced safety technologies:

• FCM (Forward Collision Mitigation System): Detects obstacles on the road ahead of the car and automatically applies the brakes to prevent a collision.

• ACC (Adaptive Cruise Control System): Operates to maintain a safe distance between the car in front even at very low speeds experienced in heavy traffic congestion.

• LDW (Lane Departure Warning System): Functions to warn the driver that their vehicle is about to depart from its lane.

2013 internal-combustion powered Outlander.

The plug-in Outlander is actually one of eight electrified vehicles Mitsubishi will reportedly launch by 2016. These will include plug-in hybrids and full-electric vehicles.

Part of this new plan – which is reportedly well under way – is to produce small SUV’s and light trucks to attract farmers, contractors, and others who use light trucks as part of their work.

As for their BEV forerunner, the humble i, Mitsubishi has said it hopes to double last year’s global sales for 2012 to 42,000 units.

Mitsubishi looks like it means business, and if it meets its ambitious goals over the next few years, it stands to become a force to be reckoned with.

Mitsubishi

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