2012 Fisker Karma

2012 Fisker Karma

Episode 3133 , Episode 3147
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As we make our way to an electric-powered driving future, there are many different methods for getting us there - from hybrids, to plug-ins, to even a few full-electrics. And, while most of us are familiar with the concept of karma, most people are not familiar with the Fisker Karma. The Fisker Karma is the world’s first EV luxury sports sedan with extended range. And, as they say, what goes around comes around; so let’s find out what comes from our first go-round.

So what exactly does it mean to be the world’s first EV luxury sport sedan with extended range? Well, for the 2012 Fisker Karma it means driving up to 50 miles on electric power alone, before shifting to gas power, which comes from a turbocharged inline-4, increasing your range to up to 300-miles; but as always, your results may vary. More on that later.   

The drive system is similar to Chevrolet’s Volt, but one-ups it by sending power to the rear wheels, and allowing drivers to manually select all-electric or hybrid-electric drive. And the Karma “ups” just about every other car when in comes to style, as the look is far more “sport-luxury” than “eco” with smooth lines wrapping around standard 22-inch wheels and an aluminum space frame.  

Sheet “metal” is actually a mix of aluminum and composite body panels, and the sleek roof is comprised of a solar panel that not only looks cool, but sends power directly to the batteries to aid in charging. Those batteries are located in the central “spine” of the car, and are mounted as low as possible. 

Exhaust tips sit just behind the front wheels, expelling spent gas from the GM Ecotec 2.0-liter turbocharged I4 engine. It sends its 260-horsepower through a Rear Differential Module and two rear-mounted electric traction motors, so there’s no direct engine connection to the wheels. There’s also no traditional transmission, but drivers can choose whether to run in EV “Stealth” mode or full-power “Sport” mode with steering wheel mounted paddles. 

All combined, the system puts out 403-horsepower and almost 1,000 pound feet of torque, and that’s where the “sport” part of the equation comes in. There’s instant throttle response when the battery is full, and the Karma zips to 60 in 6.3-seconds. But even when the battery is drained and you’re running on just engine, it’s still very impressive; top speed is 125 miles-per-hour. Batteries are lithium-ion and have been a problem, causing a Karma to stop dead while being tested by Consumer Reports. All 2500 Karmas on the road will get new battery packs under warranty. That battery pack pushes curb weight to a hefty 5,300 pounds, and that calls for serious brakes. Fortunately, the standard Brembo’s are up to the task and include regenerative braking. 

The power-train might be all about the environment, but the interior environment is all about high-tech, yet it remains clean and simple. Unique items include the funky push button drive selector and a 10-inch Fisker Command Center touch-screen that manages just about every interior function. Gauges are designed with both an eye towards high-end time pieces and classic sports car dials. Real wood trim is used throughout - all certified reclaimed as sunken, fallen, or rescued. Rear seat passengers get big bucket seats with a substantial center console between them. And there’s a real, but small trunk with 6.9 cubic-feet of space. 

The driving experience of the Karma is unique, but not foreign. There is a distinct hum from the power-train when in Stealth mode. The gas-engine kicks in fairly smoothly, but still noticeably. The suspension is a Short-Long Arm design with load-leveling monotube coil-overs and stabilizer bars, giving a surprisingly supple ride, even with the giant wheels. A 3.3 kWh battery charger is onboard and can charge the Karma on household 120 or 240-volt circuit, taking as little as 6-hours. 

As for the Government Fuel Economy Ratings, they didn’t come out quite as good as Fisker had wished. The MPG equivalent is 52 miles-per-gallon combined in electric mode and 20 miles-per-gallon from the gasoline engine. The EPA also estimates only 32-miles of electric only range. The Chevrolet Volt is rated higher.

As for more shocking numbers, Karma pricing begins at a lofty $96,850 for the EcoStandard, the mid-level EcoSport comes in at $104,580, while the top level EcoChic tips the scales at $109,850. But then, early adopters always pay a price penalty. 

The 2012 Fisker Karma is certainly one beautiful ride, and we’d probably buy it based on looks alone; but we think it is also a very significant vehicle. It has taken a premium-step up in the auto industry’s slow climb towards an electrified future, and done it without looking or acting like an “eco-mobile.” So, come for the styling, stay for the progress, and enjoy the ride. 

Specifications

  • Engine: 2.0-liter turbocharged I4
  • Horsepower: 260
  • 0-60 mph: 6.3 seconds
  • EPA: 32 mpg electric/ 20 mpg gasoline
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
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Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW