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ISSUE NUMBER 42
BMW i3 & i8, FORD F-150, JEEP & RAM ECODIESELSAWARD WINNERS
GREEN CAR
ACURA NSX SUPERCARHOT HYBRID. COMING SOON.
2610 28
contentsISSUE NO. 42 2015
AUTO SHOWS 12 Green Car Awards SUV, Luxury, and Technology winners
14 Green Truck of the Year Ram 1500 EcoDiesel
16 Green Car of the Year BMW i3 electric car
FEATURES 20 Efficiency Strategies Where every piece counts
23 Eco Driving Systems Driver aids can increase efficiency
28 10 Things to Know About the BMW i3
EFFICIENT VEHICLES 24 Jeep Grand Cherokee EcoDiesel Efficiency, delivered big
25 Honda Fit 41 mpg compact, no hybrid needed
26 VW e-Golf Electric power for a popular hatchback
HYBRIDS 10 Acura NSX The supercar returns, reborn a hybrid
LONG-TERM TESTS 27 Honda Accord Hybrid 16,000 miles in a stylish daily driver
DEPARTMENTS 06 Outspoken Where are we headed?
09 Directions Performance: Doing more with less
ON THE COVER
Acura’s NSX hybrid supercar has been a long time coming.
It will be worth the wait. Plus, coverage of 2015 Green Car
awards in Los Angeles, San Antonio, and Washington DC.
14
GCJUSA.COM
CarsOfChange.com
Editor/Publisher Ron Cogan
Executive EditorTodd Kaho
Technical EditorBill Siuru
Contributing EditorsCam BentyDrew Hardin Jeff Karr
Photo EditorSheree Gardner
Staff PhotographerIan Billings
ContributorsDevin Cogan
Art DirectorThomas Reiss
Graphic DesignersBryan BremerPriscilla Wilson
Advertising Information(805) 541-0473
Green Car Journal® (ISSN 1059-6143) is published by RJ Cogan Specialty Publications Group, Inc. 1241 Johnson Avenue #356San Luis Obispo, Calif. 93401
Phone 805.541.0473
© 2015 by RJ Cogan Specialty Publications Group, Inc. All rights reserved.
D Printed on recycled paper.
ISSUE NO. 42 2015
BMW’s ‘Megacity Vehicle’ shown
in this early illustration became the
i3, the 2015 Green Car of the Year®
6 Green Car Journal Issue No. 42
here are many outspoken and polarizing proponents of the various fuels and
technologies at play today. This has been the case for several decades now
and isn’t likely to disappear anytime soon.
Many electric car enthusiasts do not see a future for internal combustion or even
hydrogen fuel cell vehicles. Hydrogen proponents point out that fuel cell vehicles make
more sense than battery electrics since hydrogen generally offers greater driving range
and fuel cell vehicles can be refueled in under five minutes, while battery electrics cannot.
Biodiesel enthusiasts point out the obvious benefits of this biofuel and even as this fuel
gains momentum, wonder why government support isn’t stronger. Natural gas advocates
see huge and stable supplies of this clean-burning fuel now and in our future, without the
truly significant commitment to natural gas vehicles this should bring. And those behind
advanced internal combustion vehicles achieving ever-higher efficiency simply wonder
what the fuss is all about when conventional answers are here today.
So in the midst of all this, where are we headed? Simple. In the right direction, of course.
As I was writing about these very fuels and technologies some 25 years ago, it wasn’t lost
on me that the competition for dominance in the ‘green’ automotive world of the future would
be hard-fought and long, with many twists and turns. As our decades-long focus on the ‘green
car’ field has shown us, the state-of-the-art of advanced vehicles in any time frame is ever-
changing, which simply means that what may seem to make the most sense now is likely to
shift, and at times, shift suddenly. This is a field in flux today, as it was back then.
When Nissan introduced its Altra EV back in 1998 as an answer to California’s Zero
Emission Vehicle mandate, it turned heads with the first use of a lithium-ion battery in a
limited production vehicle, rather than the advanced lead-acid and nickel-metal-hydride
batteries used by others. Lithium-ion is now the battery of choice, but will it remain so as
breakthrough battery technologies and chemistries are being explored?
Gasoline-electric hybrids currently sell in ever-greater numbers, with plug-in hybrids
increasingly joining their ranks. But who’s to say that advanced internal combustion
engines won’t continue their efficiency march forward in ways that rival hybrid power?
It’s no secret that automakers are striving mightily to develop conventionally-fueled
combustion engines with new technologies and strategies that eke levels of fuel effi-
ciency only thought possible with hybrid powerplants just a few years ago. Plus, there
are all-new answers on the horizon. While only expected in limited numbers and markets,
Toyota’s coming 2016 Mirai and Honda’s FCV show that automakers are serious about
hydrogen-powered sedans as yet another option for ‘green’ focused car buyers.
What drives efficiency – and by extension determines our future path to the high effi-
ciency, low emission, and more sustainable vehicles desired by consumers and govern-
ment alike – is textbook evolution. Cars are adapting to meet the changing needs of future
mobility and the imperative of improved environmental performance. Some of these evo-
lutionary changes are predictable like lightweighting, improved aerodynamics, friction
reduction, and enhanced powertrain efficiencies. Other answers, including the fuels that
will ultimately power a new generation of vehicles, will be revealed over time.
So here’s to the cheerleaders who tell us quite vocally that their fuel, technology, or
strategy is the answer to our driving future. One or more of them may be right. But the
fact is, the evolutionary winner has yet to be determined.
So in the midst of all this, where are we headed? Simple. In the right direction, of course.
T
Ron Cogan
Editor and Publisher
OUTSPOKEN :: WHERE ARE WE HEADED?
Green Car Journal Issue No. 42 7
THE QUEST FOR an ideal renewable fuel involves many important goals, with special
emphasis placed on positive environmental impact and displacing petroleum use.
This fuel must function readily in existing engines without sacrificing the performance
expected in today’s vehicles. Ideally, it should be primarily produced in the United
States to support American jobs and contribute toward energy independence. And, of
course, it must be created in sustainable ways to have a lasting and positive impact.
That ideal fuel is biodiesel, America’s alternative fuel success story.
Produced from diverse feedstocks including animal fats, recycled cooking oil,
and soybean oil, biodiesel is a high-quality diesel replacement that reduces tailpipe
emissions and offers important environmental advantages. In fact, the California Air
Resources Board recently affirmed that biodiesel reduces greenhouse gas emissions
by at least 50 percent and often by as much as 81 percent compared to petroleum.
This finding confirms biodiesel’s advantage as the fuel
with the best carbon score among all liquid fuels.
SPECIAL ADVERTISING SECTION
BIODIESELAMERICA’S ALTERNATIVE FUEL SUCCESS STORY
America’s Advanced BiofuelAmerica’s Advanced Biofuel
READ MORE >>
In addition to the California Air Resources Board’s findings, the
Environmental Protection Agency has also weighed in on biodiesel’s
environmental advantages, with EPA determining that biodiesel
reduces greenhouse gas emissions by more than 50 percent
compared to petroleum diesel. A naturally low-sulfur fuel, biodiesel
is the first and only commercial-scale fuel produced across the U.S.
that meets EPA’s definition as an Advanced Biofuel.
The biodiesel industry’s rigorous BQ-9000 fuel quality program
is noted for ensuring the production of high-quality biodiesel.
At the end of last year, more than 92 percent of the biodiesel
produced by National Biodiesel Board members in the U.S.
was from BQ-9000 Certified Producers. The evolving BQ-9000
program has now expanded in 2015 beyond manufacturers,
marketers, distributors, and testing laboratories to include
retailers selling biodiesel and biodiesel blends to consumers.
The new BQ-9000 Retailer Program is an important element that
helps ensure the highest biodiesel fuel quality for consumers, all
the way from the production plant to the retail fuel pump.
GROWING NUMBER OF DIESEL MODELS
Fuel efficiency and carbon reduction present compelling
reasons why auto manufacturers continue to introduce
a growing number of new technology
diesel models to American highways.
Advanced diesel engines and
innovative technologies like
Selective Catalytic Reduction
(SCR) help make this possible.
SCR, which uses a urea diesel
exhaust fluid injected into the
exhaust system, creates cleaner-
running diesels that meet stringent emissions regulations in
all 50 states. Renewable biodiesel blends can be used in
these diesel engines without modification.
Today, all new technology diesel models in the U.S.
are certified by their manufacturers to run on at least B5
biodiesel, with a growing majority also approved to run on
the higher 20 percent biodiesel blend B20. Wide-ranging
models in varying vehicle classes approved for B20 biodiesel
use range from Ford, Chevrolet, GMC, and Ram pickups
to the Chevrolet Cruze diesel sedan, Jeep Grand Cherokee
SUV, and more. Additional models are expected to be
certified for use with B20 in the near future.
MAKING AN IMPACT
It’s important that renewable fuels find significant use to achieve
their goals of displacing petroleum and decreasing environmental
impacts. Biodiesel is successfully accomplishing these goals.
In fact, over the past three years nearly two billion gallons of
biodiesel and renewable diesel have displaced an equivalent
amount of petroleum diesel each year, a reflection of the growth
and expansion of the biodiesel industry in the U.S.
Biodiesel is now produced in nearly every state in the country,
with this production supporting more than 62,000 jobs and
contributing millions of dollars in economic impact across the
U.S. Its impact is substantial, bringing benefits that touch cities
and towns, fields and farms, and water and air. Importantly,
clean, renewable biodiesel gives drivers an opportunity to make
a positive difference in the vehicles they drive every day.
© 2015 National Biodiesel Board, www.biodiesel.org
SPECIAL ADVERTISING SECTION
Green Car Journal Issue No. 42 9
ome cars leave an impression that lasts a lifetime. The Ford Mustang
is one of those cars for me. As a kid, I was blessed with a dad who
always had something unique in the driveway, from a Morris Minor to a
Triumph Herald. None were exotic or expensive, but they were fun and more than
a little quirky.
So, when the first generation Mustang came out, Dad had to have one and in the
summer of 1964 there was a 1964 1/2 Mustang convertible in our driveway. It was
copper with a white interior and white top, powered by a 289 V-8 and a ‘three-at-the-
knee’ shifted manual transmission. Detroit was producing big iron at the time and
this car seemed lean, efficient, and mean. Many happy hours were enjoyed in that
first generation Mustang.
When Ford offered to let me drive a new Mustang not long ago, I was understand-
ably thrilled. Then I read the specs. The car would be a four-cylinder with an automat-
ic transmission. No, really?
If you want to know how far the automotive industry has advanced in the last
50 years, go drive the new 2.3-liter EcoBoost four-cylinder Mustang. For those
of us of a certain vintage let me clarify, this is not a Pinto engine. This 2.3 is
a beast. The first time I pushed the start button, the raspy growl made it clear
that the EcoBoost means business. This engine produces 310 horsepower and
320 lb-ft torque. At just 137.5 cubic inches it’s less than half the displacement of
Dad’s 289 V-8.
For perspective, consider that this new four-cylinder also makes more horsepower
than the 2005 Mustang GT 4.6-liter V-8 of just 10 years ago. EcoBoost uses smaller,
more efficient engine designs aided by turbocharging to do more with less. It’s not
a new idea, but Ford has been refining it for years with impressive results. The 2.3
Mustang engine uses a twin-scroll turbo with split exhaust runners to feed immediate
boost. It produces low-end power more like a V-6 or V-8 than a four, delivering a very
satisfying driving experience.
I’ve always preferred manual transmissions, but the six-speed auto in the Mustang
was quite nice. It can be manually shifted with paddle controls on the steering wheel
for more control and fun.
The best part about this whole equation is that the EcoBoost engine is lighter
than V-6 and V-8 counterparts. That makes all vehicle dynamics simply work better.
Everything from acceleration to handling and braking are improved. The car literally
feels lighter and is more nimble, which makes it a joy to drive.
Now for the ‘green’ part. The EcoBoost Mustang has an EPA highway fuel
economy rating of 32 mpg. This car is quick and will spring from 0-60 mph in
5.6 seconds. But we also decided to push it in the other direction and see how
it would do in economy cruise mode. At legal speeds, mid-to upper 30 mpg
averages are easily obtainable. You can use this car as a daily commuter and
not break the bank.
It’s an interesting and compelling contrast to look back 50 years to the first
Mustang, and even 10 years to the last generation Mustang. But what I love most is
that this iconic car still has swagger and will stir emotions. I’ll take that over an auto-
motive appliance any day. – Todd Kaho
If you want to know how far the automotive industry has advanced in the last 50 years, go drive the new 2.3-liter EcoBoost four-cylinder Mustang.
SDIRECTIONS :: PERFORMANCE: DOING MORE WITH LESS
10 Green Car Journal Issue No. 42
he Acura NSX supercar is
taking a long time to reach
the reality of showrooms,
years after the automaker’s late-2011
announcement that it would be offer-
ing a successor to the original NSX.
It’s now expected to begin manufactur-
ing in Marysville, Ohio in spring 2016.
When it goes on sale in a time frame
that sees competitors introducing early
2017 models, NSX fans will have been
waiting over four years to witness the
model’s rebirth. By all indicators it will
be worth the wait.
Acura has taken a rather innovative
approach in creating the NSX successor
that replaces the previous generation
last seen in 2005. The new NSX is an all-
wheel-drive hybrid with power supplied
by a 3.5-liter, mid-ship V-6 and three
permanent-magnet synchronous AC elec-
tric motors. It will produce an expected
500-plus horsepower.
The V-6 is all-new and shares nothing
with other Honda engines. Its 75-degree
3.5-liter DOHC V-6 features dry sump
lubrication, twin turbochargers, and
intercooling. The engine is mated to a
new nine-speed dual-clutch transmis-
sion integrated with the rear electric
motor. This motor, mounted at the front
of the transaxle, can power the NSX up
to 50 mph for only a few miles since the
car’s lithium-ion battery is limited in
capacity. The rear motor’s primary pur-
pose is to add torque when needed for
maximum performance.
Up front there’s a twin motor unit
consisting of two smaller electric
T
ACURA NSX
Green Car Journal Issue No. 42 11
motors, each powering a front wheel
via a planetary gearset. This provides
a torque-vectoring capability when
used with the rear brakes. The driver
can select between quiet, sport, sport-
plus, and track modes to tailor the
driving experience.
Much has been done to keep weight
down and the center of gravity low. For
starters, there is a carbon-fiber floor
panel and part of the rear subframe
uses proprietary aluminum-casting
technology for stiffness and low weight.
The aluminum-intensive space-frame
structure is joined together by self-
piercing rivets, flow-drill screws, weld-
ing, and much adhesive. High-strength
steel is used in the super-thin A-pillars.
The hood and doors are aluminum while
the fenders are SMC, a common form of
fiberglass. An aluminum or carbon-fiber
roof can be ordered.
Performance is expected to include
a 0–60 mph time of 2.7 seconds, 0–100
mph in 6.4 seconds, and a 190 mph top
speed. Plus, as if that kind of perfor-
mance excitement isn’t enough, an even
hotter version is planned. For those
who can afford the price of entry, the
coming Acura NSX will mean that gas-
oline-electric hybrid power has never
looked so good.
ACURA NSX The Long Wait is Almost OverB Y B I L L S I U R U
Green Car Journal Presents an Expanded Suite of Awards in Washington DC
B Y R O N C O G A N
or a decade, Green Car
Journal has been recognizing
vehicles that significantly raise
the bar in environmental performance.
With automakers stepping up to offer
ever-more efficient and ‘greener’ vehicles
in all classes, the magazine’s awards pro-
gram has naturally expanded to include
a greater number of awards for recogniz-
ing deserving vehicles.
This prompted the recent suite of
Green Car Awards presented earlier
this year at the Washington Auto Show
in the nation’s capital – the 2015 Green
SUV of the Year™, 2015 Green Car
Technology Award™, and 2015 Luxury
Green Car of the Year™.
The Jeep Grand Cherokee EcoDiesel
rose to the top as the magazine’s 2015
Green SUV of the Year, besting final-
ists Honda CR-V, Hyundai Tucson Fuel
Cell, Lexus NX 300h, and Mazda CX-5.
Offering excellent fuel efficiency for
an SUV of its size, the Grand Cherokee
EcoDiesel’s 3.0-liter EcoDiesel V-6
offers up to 30 highway mpg and is
approved for B20 biodiesel use. An Eco
Mode optimizes the 8-speed transmis-
sion’s shift schedule, cuts fuel feed
while coasting, and directs the air sus-
pension system to lower the vehicle at
speed for aerodynamic efficiency.
BMW’s gull-wing i8 earned the distinc-
tion as the 2015 Luxury Green Car of the
Year, outshining competitors Audi A8 L
TDI, Cadillac ELR, Porsche Panamera S
E-Hybrid, and Tesla Model S. Aimed at
aspirational buyers who value superb
styling and exceptional performance
F
12 Green Car Journal Issue No. 42
combined with the efficiency of plug-in
hybrid drive, the i8 is unique among its
peers with an advanced carbon fiber
passenger body shell. It also features a
lightweight aluminum drive module with
a gasoline engine, lithium-ion batteries,
and electric motor. The i8 can drive on
battery power for 22 miles and up to 310
miles on hybrid power.
The Ford F-150 was honored with the
2015 Green Car Technology Award for
its milestone use of an all-aluminum
body. Competing for the award were
advanced powertrains in the BMW i3,
BMW i8, Chevrolet Impala Bi-Fuel, Ford
F-150, Honda Fit, Kia Soul EV, Tesla
Model S, VW e-Golf, and Volvo Drive-E
models. The F-150’s aluminum body
enables the all-new 2015 pickup model
to shed up to 700 pounds for greater
efficiency and performance.
While the Green Car Technology
Award has a history at the Washington
Auto Show, the first-time Green SUV
of the Year and Luxury Green Car of
the Year awards could not have existed
just a short time ago. Simply, SUVs and
luxury vehicles were seldom consid-
ered ‘green,’ and for good reason. An
SUV/crossover’s mission was to pro-
vide family transport and recreational
capabilities, while aspirational/luxury
vehicles were expected to deliver the
finest driving experience combined
with high-end appointments and
exceptional design. Both categories
held few environmental champions and
‘green’ was hardly an afterthought.
The evolving nature of ‘green’ cars
has brought about a fundamental
shift in which environmental per-
formance is now important in SUVs
and luxury vehicles. Even so, not all
models in these classes are created
equal. The challenge has been finding
the right balance – the ‘sweet spot’ –
that finds SUVs and luxury vehicles
delivering the efficiency and environ-
mental qualities desired without sac-
rificing the conventional touchstones
of quality, safety, luxury, value, per-
formance, and functionality that con-
sumers demand. This year’s winners
of the 2015 Green Car Awards clearly
achieve this balance.
Presenting these important awards
at the Washington Auto Show is com-
pelling considering its reputation
as the ‘Policy Show,’ a result of the
show’s proximity to Capitol Hill and
the influence that Washington DC has
in driving a more efficient generation
of vehicles to market. The Washington
Auto Show has also expanded in recent
years, receiving accreditation from
the Organisation Internationale des
Constructeurs d’Automobiles (OICA) as
one of the five top tier auto shows in
America. This year’s Washington Auto
Show featured more than 700 vehicles
from over 42 auto manufacturers. The
upcoming 2016 Green Car Awards will
be presented during Policy Days at the
2016 Washington Auto Show early next
year on January 21, 2016.
Green SUV of the Year and Luxury Green Car of the Year awards could not have existed just a short time ago.
Green Car Journal Issue No. 42 13
14 Green Car Journal Issue No. 42
he Ram 1500 EcoDiesel, a pow-
erhouse pickup offering the
only advanced, fuel-efficient
diesel engine in the light-duty truck seg-
ment for the 2015 model year, has earned
the distinction as Green Car Journal’s
2015 Green Truck of the Year™. The award
honors a truck that best exemplifies what
can be achieved when environmental
performance is viewed as important as
traditional core values like functionality,
payload, towing capability, and versatility.
The 2015 award was presented at the San
Antonio Auto & Truck Show in Texas. The
upcoming 2016 Truck of the Year™ award
will be announced in San Antonio this
coming November 19, 2015.
Blending environmental achievement
with these traditional characteristics is
not easy, or cheap. But it is needed. Auto
manufacturers are now placing signifi-
cant new emphasis on trucks that achieve
improved fuel efficiency, feature better
overall environmental performance, or run
on alternative fuels.
In addition to the Ram 1500 EcoDiesel,
this year’s award finalists included the
all-new Ford F-150, Chevrolet Colorado,
and GMC Canyon pickups, plus the effi-
cient gasoline Ram 1500 HFE. Each of
these pickups brings its own brand of
efficiency and improved environmental
performance to bear in the truck market.
The Ram 1500 EcoDiesel distinguishes
itself with a powerful and highly efficient
powerplant that breaks new ground in
the light-truck segment, accomplishing its
mission of improved environmental per-
formance without sacrificing the core val-
ues important to truck buyers. The engine
produces 240 horsepower and a substan-
tial 420 lb-ft of torque while offering
rather impressive fuel economy, at least
by pickup truck standards, with official
EPA estimates of 20 mpg in the city and
28 mpg on the highway. This exceptional
fuel efficiency provides a driving range
of over 700 miles between fill-ups. The
T
14 Green Car Journal Issue No. 42
Green Car Journal Issue No. 42 15
pickup is available in Regular Cab, Quad
Cab, and Crew Cab versions with either
two- or four-wheel drive.
Some of the key features of the
60-degree V-6 EcoDiesel engine include a
dual overhead camshaft with 24 valves,
cast iron block with aluminum heads,
and a 15.5:1 compression ratio. A 29,000
psi common rail fuel injection system
with solenoid injectors is used. The
engine is equipped with a diesel oxida-
tion catalyst, diesel particulate filter,
and selective catalyst reduction to make
it emissions-compliant in all 50 states.
It can also use B20 biodiesel fuel.
Along with its considerable towing,
hauling, and people-handling capabili-
ties, the Ram 1500 EcoDiesel intelligently
focuses on efficiencies with active aero-
dynamics including grill shutters that
close for less drag at highway speeds.
Other efficiency measures like an eight-
speed automatic transmission and an air
suspension system that lowers the truck
at higher speeds are used to optimize
fuel economy and achieve lower green-
house gas emissions.
When Chrysler introduced the first
advanced diesel engine in the light-
duty pickup segment, there was no way
to know just how many pickup buyers
would be won over and drive one away
from the showroom. Today, produc-
tion of this truck model has doubled
beyond expectations and continues to
gain momentum. It was clearly a break-
through move for the Ram brand and
a deserving winner of the 2015 Green
Truck of the Year™ award.
Along with its considerable towing, hauling, and people-handling capabilities, the Ram 1500 EcoDiesel intelligently focuses on efficiencies with active aerodynamics including grill shutters that close for less drag at highway speeds.
Dodge Ram 1500 Ecodiesel Powers To The Top
B Y G R E E N C A R J O U R N A L E D I T O R S
Green Car Journal Issue No. 42 15
Green Car Journal Issue No. 42 17
First-Ever Win for an Electric Car
B Y G R E E N C A R J O U R N A L E D I T O R S
C O N T I N U E D > >
18 Green Car Journal Issue No. 42
ver the 10 year history of
Green Car Journal’s Green
Car of the Year® award pro-
gram, there has never been a battery
electric car that has been compelling
enough to be recognized as the best-
of-the-best in an ever-expanding field
of ‘green’ cars. That has changed with
the groundbreaking BMW i3, Green Car
Journal’s 2015 Green Car of the Year®.
The BMW i3 came out on top of a field
of finalists that included the Audi A3
TDI, Chevrolet Impala Bi-Fuel, Honda Fit,
and VW Golf. The array of technologies
and fuels represented included high effi-
ciency gasoline, electric drive, advanced
diesel, and natural gas.
BMW’s i3 stands out as one of the
most innovative vehicles ever to be
introduced by any major automaker.
It breaks the mold – literally – with
a strong and lightweight body using
materials and technology at home on
the race track, and now used for the
first time to construct a mainstream
production car. It is a milestone, for-
ward-thinking approach.
Meeting both near-term and far-
reaching goals is no easy thing. The
challenge is to design and build cars
that offer meaningful environmen-
tal achievement while delivering the
traditional touchstones desired by
new car buyers, among them comfort,
safety, convenience, connectivity, per-
formance, and value. Also important
in the world of advanced vehicles like
battery electric cars is a significant
commitment to the manufacturing
and sale of these vehicles that goes
beyond a few thousand units sold
in select geographical areas. BMW’s
commitment with the i3 is focused
not only nationally in the U.S., but
globally as well.
Offering a lightweight carbon fiber
reinforced plastic (CFRP) body on
an aluminum space frame, BMW’s
innovative i3 brings environment-con-
scious drivers all-electric drive with
an optional internal combustion range
extender. The most unique aspect
of the i3 is the car’s body structure,
which incorporates the first-ever use
of carbon fiber reinforced plastic
(CFRP) to form the body and passen-
ger cabin of a mass-production vehi-
cle. CFRP is as strong as steel and 50
percent lighter. It is also 30 percent
lighter than aluminum.
This BMW’s drive module includes an
electric drivetrain, 5-link rear suspen-
sion, and an aluminum structure. Its
lithium-ion battery pack is mounted
mid-ship beneath the floor. Strategic
placement of the 450 pound battery pack
and drive components provides a very
balanced 50-50 weight distribution to
enhance handling and performance.
Acceleration is crisp, with a 0-60
elapsed time of 7.2 seconds provided
by an electric motor producing 170
horsepower and 184 lb-ft torque. With
a curb weight of just 2,700 pounds,
the i3 has is sprightly even at high-
way speeds. Strong regenerative brak-
ing characteristics often allow the i3
to be driven with just the accelerator
pedal in city driving. When a driver
lets off the accelerator, regen slows
the car quickly and allows it to come
O
The most unique aspect of the i3 is the car’s body structure, which incorporates the first-ever use of carbon fiber reinforced plastic (CFRP) to form the body and passenger cabin of a mass-production vehicle.
Green Car Journal Issue No. 42 19
to a complete stop without touching
the brake pedal.
Charging at home with an available
220 volt charger delivers a full charge
in about three hours. Where available,
public DC fast charging can bring an
i3 to 80 percent state-of-charge in 20
minutes and a full charge in 30 min-
utes. The i3 BEV features an 81 mile
EPA estimated range on batteries. The
i3 REx, equipped with an internal com-
bustion range extender that creates on-
board electricity as needed to help keep
batteries charged, features a 72 mile
battery driving range and 150 miles
total with the range extender.
Efficiency is a given. EPA rates the i3’s
city fuel economy at 137 MPGe (miles per
gallon equivalent) and 111 MPGe on the
highway, with a combined 124 MPGe. For
the REx-equipped model, EPA rates mile-
age at 117 MPGe combined.
The 2015 Green Car of the Year® is
selected by a majority vote of an award
jury comprised of Green Car Journal
staff and invited jurors, including
TV personality and car aficionado
Jay Leno plus leaders of high-profile
environmental and efficiency organiza-
tions. These jurors include Jean-Michel
Cousteau, president of Ocean Futures
Society; Matt Petersen, board member
of Global Green USA; Mindy Lubber,
President of CERES; Kateri Callahan,
President of the Alliance to Save
Energy; and Dr. Alan Lloyd, President
emeritus of the International Council
on Clean Transportation.
The diversity of new car models at
showrooms today reflects an evolv-
ing market in which car buyers have
decided that environmental perfor-
mance must meet their needs, on their
terms. Clearly, 2015 Green Car of the
Year® jurors have decided that the
electric BMW i3 does it best. Up next:
The 2016 Green Car of the Year® will
be presented at the L.A Auto Show on
November 19, 2015.
20 Green Car Journal Issue No. 42
EFFICIENCYWhere Every Piece of the Automotive Puzzle Counts
B Y B I L L S I U R U
DRIVING FUEL EFFICIENCY
STRATEGIES
or decades, automakers have
struggled to meet ever-more-
stringent emissions stan-
dards, first mandated nationwide in the
mid-1970s, along with the first CAFE
(Corporate Average Fuel Economy) regula-
tions introduced in 1975. The result was
vehicles with drivability and maintenance
problems, not to mention anemic per-
formance. Over the past quarter century,
automakers have done a great job in meet-
ing evolving emissions and fuel economy
standards while improving drivability
without degrading performance. Indeed,
in many cases performance has been
improved by impressive degrees.
How far can automakers push the effi-
ciency envelope? One high-profile example
is the extremely limited production VW
XL 1 that uses all the tricks in the book –
ultra-lightweighting, plug-in hybrid power,
F
Green Car Journal Issue No. 42 21
EFFICIENCYSTRATEGIES
C O N T I N U E D > >
optimized aerodynamics, lower rolling
resistance, etc. – to achieve an amazing
240 U.S. mpg. However, it’s available only
in Europe with no plans announced for the
U.S. So what’s being done to achieve effi-
ciencies in the real world?
One approach to achieving higher effi-
ciency without sacrificing performance
is shown by Ford’s EcoBoost engines that
combine two technologies – direct injec-
tion and turbocharging. The latest ver-
sions also have Auto Start-Stop to further
enhance efficiency. EcoBoost delivers
up to a 30 percent improvement in fuel
economy with accompanying reduc-
tions in CO2 emissions. Ford is using the
EcoBoost in an array of engine displace-
ments depending on vehicle model.
22 Green Car Journal Issue No. 42
The 3.5-liter twin turbo charged
direct injection EcoBoost V-6 is used in
the Lincoln MKS luxury sedan, Lincoln
Navigator, Ford Expedition SUVs, Ford
Taurus SHO, Ford Interceptor police cars,
and the Ford F-150, vehicles expected to
have V-8s under the hood.
At the other end of the spectrum, a 1.0-
liter EcoBoost three-cylinder engine offer-
ing the output of a four-cylinder is used in
the 2015 Ford Fiesta, bringing an impres-
sive EPA estimated 31 city/43 hwy/36
combined mpg. The 2015 Mustang uses an
all-new 2.3-liter EcoBoost four-cylinder
featuring 310 horsepower and 320 lb-ft
torque, more horsepower than the 4.6 liter
V-8 used in the powerful 2005 Mustang GT.
Along the way, this engine enables the cur-
rent Mustang to achieve 21 city/32 hwy/25
mpg combined. In between, four-cylinder
EcoBoost engines are found in many other
Ford and Lincoln products in the U.S. as
well as those sold overseas.
Chrysler’s most fuel efficient model,
the Dodge Dart Aero, uses Fiat’s 1.4-liter
MultiAir intercooled turbo engine with
several other fuel saving technologies.
To reduce aerodynamic drag, it has
active grille shutters, underbody aero kit,
and a lowered profile. Also helping are
lightweight aluminum chassis compo-
nents and low-rolling
resistance tires. This model
achieves 28 city/41 hwy/32
combined mpg with the six-
speed manual and 28/40/23
mpg with the six-speed dual
dry clutch transmission.
Chevrolet offers an Eco
version of its Cruze sedan
that uses a 1.4 liter turbo-
charged ECOTEC engine,
6-speed manual transmission
with Eco overdrive, ultra-low
rolling resistance tires, and
aerodynamic features like
a unique front air dam and
lower front grille air shutter.
The Cruze Eco delivers 138 horsepower
with 148 lb-ft torque with an EPA 28
city/42 hwy/33 combined mpg. Even the
less expensive conventional Cruze with the
same engine gets 26/38/30 mpg.
Other automakers also have ‘eco’ ver-
sions available. The Toyota Corolla LE
Eco, powered by a 1.8-liter four-cylinder
engine equipped with the first use of
Toyota’s Valvematic technology in the
U.S., minimizes intake-valve lift at small
throttle openings to reduce parasitic
pumping losses. A driver-selectable ECO
function moderates acceleration and
optimizes on-board systems to increase
mpg by remapping throttle
travel for reduced response, additionally
optimizing the climate control system to
use less energy. Rated at 140 horsepower,
it provides up to 30 city/42 hwy/35 com-
bined mpg fuel economy.
The 2015 Hyundai Sonata Eco features
a 177 horsepower, 1-6 liter turbocharged
Gamma engine that uses a turbocharger,
direct fuel injection, and CVVT (continu-
ous variable valve timing) to achieve a 28
city/38 hwy/32 combined mpg rating. The
Sonata Eco is the first Hyundai to use a
new seven-speed dual-clutch transmission.
Like virtually all these fuel-sipping cars,
Hyundai’s Eco engine meets California’s
stringent ULEV-2 (Ultra-Low Emission
Vehicle) and Euro 5 emissions standards.
The Nissan Altima 2.5 SV’s 182 horse-
power, 2.5-liter four-cylinder delivers
an EPA-estimated 27 city/38 hwy/31
combined mpg. An optional 3.5-liter V-6
provides 270 horsepower while achieving
EPA estimated 22 city/32 hwy/26 com-
bined mpg fuel economy. Both versions
use an efficient Xtronic continuously
variable transmission (CVT). The Altima
achieves its efficiencies using lighter
components like a thermoplastic resin
intake manifold, lower rolling resistance
tires, a regenerative alternator that oper-
ates only while coasting to reduce para-
sitic load on the engine, and a 40 percent
friction reduction in the transmission.
DRIVING FUEL EFFICIENCY
Honda’s entry in the maximum fuel-
economy arena is the Civic HF with a 143
horsepower, 1.8-liter VTEC four-cylinder
mated to a CVT (continuously variable
transmission) and low-friction tires. Its
EPA numbers are 31/41/35 mpg.
One of most innovative approaches to
high fuel efficiency without resorting to
gasoline-electric hybrid power is Mazda’s
optional i-ELOOP (intelligent energy loop)
regenerative braking system. Available on
the Mazda3 and Mazda6, i-ELOOP does
not operate like a hybrid in that recovered
energy is not used for acceleration assist
or electric-only operation. Rather, recov-
ered energy is used for exterior lighting,
climate control, audio/navigation, and
other systems. This reduces the need for
an engine to spin an efficiency-robbing
alternator to generate needed electricity.
The i-ELOOP version of the Madza3 is
rated at 29 city/40 hwy/33 combined mpg
with the i-ELOOP Mazda6 achieving 28
city/40 hwy/32 combined mpg.
Pickups that can carry substantial loads
are also becoming fuel sippers. The full size
Ram 1500 HFE fitted with the automaker’s
305 horsepower, 3.6-liter Pentastar V-6 car-
ries an EPA 18 city and 25 highway mpg
rating while still being able to tow up to
6,500 pounds. Helping achieve this is a new
eight-speed TorqueFlite 8 automatic trans-
mission, stop-start system, low rolling resis-
tance tires, and reduced parasitic losses
that would otherwise zap engine power.
This includes electric power steering that
eliminates an always-operating hydraulic
pump. In addition, improved aerodynam-
ics achieved with grille shutters and an air
suspension system with five height settings
– including an aero mode that lowers the
truck at speed – further improve fuel effi-
ciency. A lighter transmission, engine, frame,
front bumper, and aluminum hood also help.
The new 2015 F-150 – an aluminum-
bodied champion of lightweighting as a
strategy to increase fuel efficiency – is now
available with an all-new, high-output twin-
turbo 2.7-liter EcoBoost V-6 rated at 325
horsepower and 375 lb-ft torque. Far from
being an anemic performer, V-6 EcoBoost
F-150s can carry a maximum payload of
2,250 pounds and tow up to 8,500 pounds.
Auto Start-Stop is standard equipment.
While Ford’s EcoBoost makes a small
engine act like a big engine, General
Motor’s Active Fuel Management makes
a big engine work like a small one.
This technology is used on its 4.3-liter
V-6 and 5.3- and 6.2-liter V-8 engines
found mostly in Chevrolet and GMC
pickups plus GM’s larger SUVs. Active
Fuel Management features computer-
controlled cylinder deactivation that
shuts down two cylinders under light
load conditions, effectively making a V-6
into a V-4 and a V-8 into a V-6 for greater
efficiency. Other automakers use similar
cylinder deactivation technology.
Whether it’s more efficient power, lower
rolling resistance, lightweighting, friction
reduction, or other approaches, automakers
are on the hunt for higher mpg and more
innovative efficiency strategies to make the
road ahead a more sustainable one.
ECO DRIVING SYSTEMSEven the best fuel saving technology can be negated by poor driving habits. Thus, many of
the latest vehicles come with features that help you drive ‘smarter’ to save fuel. The simplest
provide feedback through computer displays showing instantaneous and average mpg,
range to empty, and more. More sophisticated displays may also graphically indicate efficient
driving, like leafs turning greener.
Some vehicles have more active features that coach drivers so they can drive more efficiently. By
staying in the green within the blue and green ‘coaching bars’ in Honda’s Eco Assist display, drivers
can see in real-time how they can achieve higher mpg. Pressing the system’s green ECON button also
causes the engine and other energy-consuming systems to automatically operate more efficiently.
Similarly, BMW Driving Dynamics Control allows choosing between Eco Pro, Comfort,
Sport, and Sport+ driving modes. Along with shutting down unnecessary systems that
consume power, Eco Pro includes a coasting function that decouples the engine from the
drivetrain when the accelerator is released between 30 and 100 mph.
Fiat’s eco:Drive provides efficiency feedback after a trip, not during it. While driving,
eco:Drive records data that can be transferred to a memory stick plugged into its USB port.
This data can then be accessed on a PC or laptop to enable a driver to review how well they
did. An ecoIndex scores driving skills on a 100 point scale. Tutorials provide tips on how to
score better and scores can be compared to tell if driving skills are improving.
With Nissan’s Eco Pedal, the accelerator pedal pushes back against a driver’s foot to
encourage accelerating in a fuel-efficient manner. More aggressive acceleration is available if
the driver pushes harder. Ad-
ditionally, an instrument panel
provides four levels of indica-
tion depending on acceleration
– no light when the vehicle is
stopped, green with appropri-
ate pedal pressure, flashing
green with almost-unfavorable
pressure, and amber for unfa-
vorable pressure.
Green Car Journal Issue No. 42 23
JEEPGRAND CHEROKEEE C O D I E S E L
iloting our Grand Cherokee
Limited test vehicle on a 500
mile California road trip proved
enlightening. This is not a small vehicle
by any means, but it is easy to maneu-
ver and, for a 4×4, offers a surprisingly
accommodating ride. Plus, the EcoDiesel
variant is very efficient as far as full-size
SUVs go, delivering fuel economy that
tracked well with its 21 mpg city/28 mpg
highway EPA ratings. This steps up to 22
mpg city/30 mpg highway/25 mpg com-
bined for the two-wheel drive version.
Jeep’s capable 3.0-liter EcoDiesel V-6
is rated at 240 horsepower and 420 lb-ft
torque, sufficient to tow 7,400 pounds. It
makes use of Fiat’s MultiJet II common-
rail injection, water-cooled exhaust-gas
recirculation, Selective Catalyst Reduction
(SCR), and 16.5:1 compression ratio,
enabling the engine to meet stringent
Tier II, Bin 5 and ULEV II emissions stan-
dards. It is designed to use Ultra Low
Sulfur Diesel (ULSD) and is approved for
B20 (20 percent biodiesel/80 percent pet-
rodiesel). Other features include a water-
cooled, variable-geometry turbocharger,
60-degree cylinder banks, chain-driven
camshafts, and low-voltage ceramic glow
plugs for quicker cold-weather starts.
There is an Eco Mode to maximize
economy by controlling items like the
eight-speed automatic transmission’s
shift schedule, idle speed, and interactive
deceleration fuel shut off, the latter cut-
ting fuel feed when coasting. Eco Mode
is automatically engaged at startup. A
button on the center stack can be used to
disengage Eco Model when more sporty
performance is desired. While engaged,
Eco Mode directs the Jeep’s Quadra-Lift
air suspension system to lower the vehicle
at speeds above 55 mph, providing better
aerodynamic efficiency. On 4WD models
in 4H, Eco Mode also alters the front-to-
rear torque split to increase fuel economy.
We returned from our journey
impressed not only with this vehicle’s
functionality in carrying people and
cargo, but its ability to do so in comfort
and style. Plus, of course, there’s the
Grand Cherokee’s all-important efficiency
and impressively long 730 mile driving
range between fill-ups. Those who need a
full-size SUV that can handle any mission
with complete confidence, while doing
so in ways that require far less fuel than
one would reasonably expect, may wish
to place the Grand Cherokee EcoDiesel on
their short list.
P
DRIVING FUEL EFFICIENCY
24 Green Car Journal Issue No. 42
B Y R O N C O G A NDelivering Big SUV Comfort and Fuel Efficiency, Too
Green Car Journal Issue No. 42 25
41 MPG Compact Hatch, No Hybrid Needed B Y T O D D K A H O
he road to higher efficiency
is an appealing one these
days and driving a small car
is one way to get there. While it’s true
that not everyone is in the market for
a small car, the appeal grows if small
means efficient and highly functional but
not constrained or boring.
This is the theme with Honda’s third-
generation Honda Fit, which offers a more
aerodynamic look and additional interior
space while retaining the previous ver-
sion’s overall physical footprint. Honda
designers have clearly gone the extra mile
in not only offering a thoroughly modern
small car, but innovating ways to bring
greater interior functionality than should
be expected in this size package.
Helping achieve this is the Fit’s ‘Magic
Seat’ rear seat setup that offers four modes
for carrying passengers, cargo, or both. In
the Utility Mode, it can carry 52 cubic feet
of cargo. Fold down the passenger side
front and rear seats in the Long Mode and
you can carry items up to 7 feet, 9 inches
in length. In the Tall Mode there’s nearly 4
feet of room available from top to bottom.
Remove the front head restraints, fold back
the front seats, and you can relax, or even
sleep, in the Refresh Mode.
Beyond this refreshing small car func-
tionality, perhaps the new generation
Fit’s most important change is a new and
more fuel-efficient powertrain. Its direct-
injected, 1.5-liter, four-cylinder Earth
Dreams engine produces 130 horsepower,
13 more than the engine it replaced.
A six-speed manual transmission is
standard, but most will be fitted with a
continuously-variable transmission (CVT)
that has shift paddles and a Sport mode
that provides seven selectable ‘gears’ to
increase the fun factor. This CVT comes
with Eco Assist and an ECON button for
more fuel efficient operation. All mod-
els also feature Honda’s Eco Coaching
function that prompts drivers to achieve
maximum fuel economy.
With the 6-speed, the Fit achieves EPA
estimated numbers of up to 33 mpg in
the city and an impressive 41 mpg on the
highway, achieving desirable efficiency
with a gasoline engine that only comes
with a hybrid in some other models. Not
only do drivers save on gas, but also on
purchase price since the Fit offers a base
MSRP of just $15,790, low enough to
make this model approachable for most
new car buyers.
T
DRIVING FUEL EFFICIENCY
Green Car Journal Issue No. 42 25
H O N D A F I TB Y R O N C O G A N
VW e-GOLFElectric Power for a Popular Hatchback B Y R O N C O G A N
ffering a fresh take on VW’s
iconic and popular hatchback
while preserving the model’s
familiar look, the seventh-generation
Golf is stylish, fun, and optionally bat-
tery powered …a great combination.
Unique styling cues differentiate the
e-Golf at a glance from its more traditional
combustion Golf brethren, including exclu-
sive alloy wheels, energy efficient LED
headlights, C-shaped LED daytime running
lamps, and a signature blue stripe that
runs along the grille similar to the red line
on GTI models. In this case the blue line
alludes to VW’s eco-focused ‘Think Blue’
sustainability initiative.
Power is supplied by a 115 horse-
power electric motor fea-
turing class-lead-
ing 199
lb-ft torque. Driving range is said to
vary between 70 to 90 miles. ‘Normal,’
‘Eco,’ and ‘Eco+’ driving modes can
be selected and there are three levels
of selectable regenerative braking.
The e-Golf is rated at 126 city and 105
highway MPGe.
The Golf is also VW’s first American-
market vehicle that uses the automaker’s
new Modular Transverse Matrix (MQB)
platform, an innovation that can reduce
build time as much as 30 percent and
allow production of multiple models at a
single plant. Since the MQB platform was
designed from the beginning to accommo-
date electric power, it was straightforward
to integrate the e-Golf’s lithium-ion bat-
tery beneath the floor.
Inside, the e-Golf pro-
vides 93.5 cubic
feet of space for its five occupants, the
same interior volume as the standard
Golf and the largest of any compact EV.
Chalk that up to the MQB platform that
optimizes cabin space by not making
any sacrifices for storing batteries. The
e-Golf gets all he goodness afforded
by the standard Golf like Bluetooth,
SiriusXM Satellite Radio, rearview
camera, and a 5.8-inch touchscreen
navigation system and infotainment
center. Plus, there are additional e-Golf
touches including blue accents on the
shift knob plus blue contrast stitching
on the leather-wrapped steering wheel
in the e-Golf’s black interior.
The e-Golf is available in entry-level SE
trim at $29,815, thus strategically
priced as a direct competitor
to Nissan’s similarly-
priced LEAF.
O
DRIVING FUEL EFFICIENCY
Green Car Journal Issue No. 42 27
HONDA ACCORD HYBRID
t’s evident that our long-term
Honda Accord Hybrid test
vehicle is leaving a lasting
impression. Even as other test cars
are in rotation, the Accord Hybrid has
become the go-to car for missions far
and wide, from trips to the store to
trips across the state.
The bottom line for the Accord
Hybrid, of course, is its efficiency.
Otherwise, why shop hybrid? This
sharp four-door sedan gives plenty
of reasons to do so. EPA ratings of
50 mpg in city driving and 45 mpg
on the highway lend powerful moti-
vation for the hybrid decision. Even
during a period when gas prices are
fluctuating lower rather than higher,
we’ve found this hybrid’s impressively
high fuel efficiency and 600-plus mile
driving range truly welcome features.
Frankly, the fewer visits to the gas
station, the better.
Just over 16,000 miles of driv-
ing have shown the Accord to be a
very comfortable sedan for the daily
drive. There’s plenty of legroom and
headroom, with rear seat passengers
afforded comfort rather than com-
promise. It’s replete with welcome
on-board electronics. Handling is
excellent and power from the Two-
Motor Hybrid iMMD system’s total 196
horsepower is strong and dependable.
Plus, we might add, our black Accord
Hybrid’s projector headlights, LED tail
I16,000 MILES IN A STYLISH DAILY DRIVER
LONG-TERM TEST>
lamps, blue accents, and optional aero
package make this car a looker. Being
die-hard car enthusiasts, we like that
just fine. – Ron Cogan
VW e-GOLF
B Y R O N C O G A N
he BMW i3 is far from just another electric car. While it shares certain things
in common with other electrics like the ability to drive on battery power, zero
localized emissions, and the capability of charging at home or at public charge
stations, there’s much more to the story.
This milestone car is the direct result of BMW’s Project i, a far-reaching initiative
launched in 2007 to develop sustainable answers for driving in crowded urban environ-
ments. The i3, called BMW’s Megacity Vehicle during much of its development, benefited
from this initiative’s extensive research, development, and technology demonstration proj-
ects. These global activities focused on learning about consumer preferences, driving hab-
its, and real-world use, details important to the development of the i3.
Here are 10 things you should know about BMW’s innovative electric i3, Green Car
Journal’s 2015 Green Car of the Year®.
T
10 THINGSTO KNOW
ABOUT BMW’S INNOVATIVE i3
BORN ELECTRIC is an apt description for BMW’s i sub-brand.
From its conception, the i3 was designed, engineered, and built
to be an electric vehicle. This clean sheet approach means each
and every part of the i3 could be focused on its mission without the
compromises often required in adapting electric propulsion to a shared internal combustion plat-form. Batteries, control systems, and other components unique to
an electric vehicle go where they’re designed to go without intrusion,
rather than where they can fit in an existing model.
28 Green Car Journal Issue No. 42
SUSTAINABILITY is an important element in the i3. Its Carbon Fiber Reinforced Plastic
is manufactured in Washington State with renewable hydroelectric power. More than
10 percent of the CFRP used is recycled material. Fibers from the Kenaf plant are
used for the instrument panel surround while Eucalyptus used in the dashboard is sourced from responsible forestry. Some 25 percent of the thermoplastic parts used on the exte-
rior, and 25 percent of the plastics used in the interior, are made from recycled materials
or renewable sources.
CHARGING the BMW i3 is convenient. Owners can install a 220-volt Level 2 charger at home to fully charge an i3 in about three hours, with
this same capability at public chargers. Locations where SAE DC Combo Fast Charging is available can charge up to 80 percent in 20 minutes and
100 percent in 30 minutes. BMW is working with strategic partners to expand fast-charging locations along transportation corridors on the
East and West Coasts. An Occasional Use Cable and charger plugged into a household outlet can
charge batteries in about 20 hours.
REAR COACH DOORS are a unique feature of the i3. Unlike conventional door designs with a center body pillar between the front and rear doors, the i3’s innovative coach door design finds rear doors opening on rear-mounted hinges. The absence of a center pillar provides unparalleled access to the car’s cabin. Another important benefit is that coach doors, combined with the i3’s low console and absence of a transmission tunnel, enable a ‘slide-through’ experience that allows exiting on the passenger’s side in busy urban environments.
LIFE/DRIVE ARCHITECTURE is the underpinning for the innovative i3. The Life Module, or passenger cabin, is built from Carbon Fiber Reinforced Plastic (CFRP). CFRP used for the Life Module is 30 percent lighter than already-lightweight aluminum. The i3’s Drive Module, constructed of 100 percent aluminum, integrates the car’s electric drivetrain, lithium-ion battery, suspension, and structural components. The combina-tion of lightweight CFRP and aluminum in the Life/Drive architecture increases efficiency while providing excellent occupant protection.
VERSATILE INTERIOR space and functionality make the four-passenger i3 feel spacious for its right-sized urban design. Controls
and displays are intelligently placed for ease of use. Raised ‘semi-command’ seating provides for a better view of traffic and sur-
roundings, an especially welcome feature when driving in crowded urban environments. While the i3’s compact form aims at efficiency
and urban maneuverability, it does not sacrifice functionality along the way. With rear seats folded down it can handle up to 38.8 cubic
feet of gear or cargo.
Green Car Journal Issue No. 42 29
AVAILABILITY is often an issue with electric cars since many models are sold only in select geographical areas and in very limited numbers. Not so with the BMW i3. From the start, the i3 was designed to be a mass-market vehicle with widespread availability in the U.S. and in countries around the globe. Plus, the i3 can be configured in ways that fit the varying needs and sensibilities of drivers, with Mega World, Giga World, and Tera World trim levels available plus a choice of all-electric battery power or REx range extender capability.
RANGE EXTENDER technology enhances driving versatility. Lithium-ion batteries provide an EPA estimated range of 81 miles in the battery elec-
tric i3. This capability far exceeds the average 30 miles of daily driving shown in Project i studies, which documented the daily drives of more than 1,000 participants over 12 million miles. The i3 is also available with an optional gasoline range extender that roughly doubles driving
range. When the battery gets to a certain level, the range extender generates electricity that maintains battery level for longer drives.
ELECTRIC PERFORMANCE is integral to the BMW i3 experi-ence. Its 170 horsepower electric motor features 184 lb-ft torque that launches the lightweight i3 from 0 to 30 mph in about 3.5 seconds and 0-60 mph in 7.2 seconds. Battery placement that’s low and close to the rear drive wheels enhances traction, with the light weight Life Module effectively lowering the car’s center of gravity. It uses a front MacPherson strut and 5-link rear suspension system. All come together to deliver the dynamic drive experience expected of a BMW.
ADVANCED ELECTRONICS on board the i3 provide an array of desired driver assistance systems, infotainment, and entertain-ment features. Of special interest is an ability for these systems to optimize range and facilitate convenient charging. Apps allow
sharing information between smartphone and car including vehicle location, driving range, charge level, and charging locations that can
be sent to the car. Driver-selectable Comfort, ECO, and ECO PRO+ driving modes enable changing efficiency and performance levels to
suit varying driving needs.
30 Green Car Journal Issue No. 42
Green Car Journal Issue No. 42 31
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Green Car Journal
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©2015 BMW of North America, LLC. The BMW name, model names and logo are registered trademarks.
When we set out to build an electric car, we set out to build a BMW. And we did just that with the all-electric BMW i3 which boasts 170 hp and an EPA-rated 81 miles
total range per charge.* It’s where sustainability meets pure agility and exhilaratingacceleration – so hold tight, because where we’re going, there’s no looking back.
The BMW i3. Proud winner of the 2015 Green Car of the Year® award.†
GREEN STILL MEANS GO.
PUBLICATION TRIM LIVE BLEED Insertion date Due DateGren Car Journal 8 x 10.5 7 x 9.5 8.25 x 10.75 Winter 2015 1/9/15
BMWN15KB0053 – i3 – GREEN CAR OF THE YEAR – 4CFPB – LHP
BMW i
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