2012 Mitsubishi I

2012 Mitsubishi I

Episode 3138 , Episode 3152
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Mitsubishi is no stranger to electric cars. They’ve been selling their tiny i-Miev EV in Japan and Europe since 2009. We even tried a pretty bare bones right hand drive model about a year ago. Well, now the US-spec Mitsubishi I model has arrived.  It’s bigger, much better equipped, and is the least expensive highway-going EV you can buy.  So, let’s see if the “i” has it all.

Well, one thing that the 2012 Mitsubishi i certainly has is a unique appearance. Sort of hard-boiled egg meets the Jetsons. Though the enlarger U.S.-spec i 5-door does have more presence. Whether you like it or loath it will pretty much depend on which side of the “Hey look at me and what I’m doing for the environment” fence you fall on. 

The i’s 10 inches of added length, and 4 inches of increased width is accompanied by new front and rear bumpers re-designed to pass U.S. safety regs. With the huge windshield small vertical hood, and thin bubble headlights, the front end is indeed futuristic looking. Standard 15-inch wheels are pushed to the corners, with exaggerated fenders surrounding them. Our test car’s attention grabbing graphics aren’t included although some owners might want them! And the charging port is located on the right rear fender.

The i’s 16kWh lithium-ion battery pack is located low in the car’s chassis, helping keep the center of gravity near to the ground and interior room maximized. The rear mounted, rear-wheel drive 49kW electric motor is rated at 66-horsepower and 145 pound feet of torque. So, we weren’t expecting lightning fast acceleration and an uninstrumented 13.5 seconds to 60 miles per hour certainly isn’t.

In government testing the i achieved a real world driving range of 62 miles, which is less than the Nissan Leaf or Ford Focus Electric; our i indicated 73 miles when fully charged. A full charge takes 7 hours with 240 volts, up to 22 hours using 120, with a cost of about $3.

Inside the new i’s wider cabin we quickly notice more space between the seats, with a re-designed console set between, and a normal looking shifter. The seats are cloth and a little utilitarian in feel, but comfortable enough to ride out the full EV range. Driver’s seat heat is standard. Gauges are EV-specific and include a power meter, as well as an info center with large distance to empty readout. Rear seats are hard, but with more length there’s plenty of room for 2, and seat backs fold 50/50, to expand the 13.2 cubic-feet of trunk space to a very useful 50.4. 

A key fob remote allows you to monitor the state of the charge, and pre-heat or cool the cabin. Now, other EV’s offer similar features but require an app for a smart phone.

In typical EV fashion, driving the i takes a little getting used to, but we found the power adequate, and the ride smooth. Steering is very low effort, making low speed maneuvers a dream. The usual instant EV torque seems a little muted compared to other recent EV’s we’ve driven, but the i has no problems getting in to the flow of highway traffic. Top speed is 80.

The additional size has gone a long way towards making the i feel more like a real car. It drives more substantial and less like an EV commuting device. Government Fuel Economy Miles Per Gallon Equivalency Ratings are 126–City, 99-Highway, and 112–Combined. That’s better than either the Leaf or Focus Electric. The i’s base price also bests them at $29,975. Government tax credits can reduce that by up to a third or better; our well equipped SE begins at $31,975.

As more EVs emerge and competition grows, they will continue to gain efficiency with shorter charging times. And, like the 2012 Mitsubishi i, become cheaper to buy and attainable by more consumers. The i may not quite have it all, but it does have the lowest price and best MPGe rating of any 4 or 5 passenger pure electric going. And that’s certainly enough to make the i a serious EV player. 

Specifications

  • Engine: 49kW electric motor
  • Horsepower: 66
  • Torque: 145 lb-ft.
  • 0-60 mph: 13.5 seconds
  • EPA: 126 city/ 99 highway
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