2014 Chevrolet Spark EV
It was just last year that Chevrolet introduced their mini car, the spark, to a U.S. market desperately seeking ways to save on gas. And while sales have taken off, it didn’t exactly fan the flames of desire for anyone hoping “performance” and “fun” were part of the equation. Well now there’s an all new, all electric spark, that’s a little more green, and a lot more mean!
…or as “mean” as a mini car can be. But with the Spark stepping into the EV ring, it’ll take on heavy weights like the Nissan Leaf, newcomers like the Fiat 500e, and even plug-ins like Chevy’s own Volt. So it needs as much attitude as it can muster; as efficiency alone just won’t cut it anymore.
Luckily, the powertrain does have attitude; and like Napoleon, the Spark EV is a little car with a lot to prove. Its 21 kilowatt hour Lithium Ion battery pack, mounted low, between the rear wheels, sends juice up front, where an electric motor quietly churns up 105 kilowatts, that’s 140 horsepower and a neck-snapping 400 lb-ft of torque.
Though we didn’t get to computer clock it, GM says 0-60 time is under 8 seconds and our intro drive certainly felt like it. We even managed to chirp the front tires, as all that torque-y goodness is instantly available from stand still right up to a top speed of 90 MPH. A dedicated Sport mode increases throttle response even more.
Efficiency-wise, the Spark EV is on par with other EV rivals, and its estimated 82 mile cruising range in mixed driving felt honest, and attainable. So as long as you plan ahead, you can leave your range anxiety behind.
Adding close to 600 pounds over its gas powered counterpart, the all-electric Spark actually achieves a closer 50/50 front and rear weight distribution. Yet with near double the horsepower and five times the torque output, additional reinforcements were needed throughout the chassis. Specially tuned coil springs for the MacPherson strut front and torsion beam rear suspension were added, as well, and disc brakes to all four corners.
We admit “Fun to Drive” is a clichéd way to describe any driving experience, but it is the truth for the Spark EV. More so than any other electric driver, the Spark has an effortless power delivery, tight, composed ride, and a sporty responsiveness; all of which will help you silently but surely navigate the urban sprawl.
For fans of the original Spark, very little changes outside; and everything that has, was done so in the name of efficiency. Front end design remains the same, with the upper grills now closed off, and active grill shutters below. Aero accents on the side mirrors, fenders, underbody, and on top direct and deflect airflow.
The interior continues to shine, with its refreshing simplicity now enhanced by a 7-inch LCD digital gauge cluster. Lifted from the Volt, its range-indicating Confidence Gauge adjusts in real time to your driving style and estimates a maximum and minimum range. There are also readouts for power consumption and regeneration, and an integrated trip computer.
Chevy’s MyLink interface comes standard, on a second 7 inch LCD display in the center stack. In addition to fielding infotainment duties, it provides more detailed readouts of battery charge and vehicle power use. Seats on 1LT trim are cloth, with leatherette for the top 2LT. All the goodies, like satellite radio, Bluetooth, and heated seats come standard. Cargo room is down slightly, to 23.4 cubic feet with the rear seats folded.
Government Fuel Economy ratings for the Spark EV are, of course, not really needed, as there’s no traditional fuel consumed or emissions released. But the equivalent combined rating is a lofty 119 MPGe.
Charging is standard fare, with a 120 volt trickle charger included, 240 volt capability, and the availability of the segment’s first SAE approved DC combo Fast Charger, capable of an 80 percent charge in 20 minutes. We estimate a cost of around $2.50 per home recharge.
Currently only available in California and Oregon, the 2014 Chevrolet Spark EV in base 1LT trim begins at $27,495. But, government incentives drop that below the 20 grand mark. More importantly, monthly leases are available for as little as $199.
Going EV seems a natural fit for the Chevrolet Spark. And its all-electric powertrain is a monster within the small car segment. So even if its sales don’t start a landslide, it has already accomplished something far greater: making itself, and the EV segment as a whole, impossible to ignore. It’s the most impressive mini-EV you’ve never heard coming!
Specifications
- Horsepower: 140
- Torque: 400 lb-ft
- 0-60 mph: Under 8 seconds
- EPA: Combined rating 119 MPGe
2024 Polestar 2
More Range And More Power For The Polestar 2
Volvo is well on their way to making the transition to an all-electric brand, but their sister-brand Polestar is already there. Now, we’ve spent lots of time in their all-wheel drive, five-door Polestar 2, having tested it in 2021, and a year later when a two-wheel drive version arrived. But, EV updates are coming quickly. So, let us be your guide for all that’s new with the Polestar 2.
While we are driving more EVs than ever, we’ve also been spending a lot of time recently circling back to ones we’ve previously tested. As in this new era of electrified vehicles, significant updates are arriving quickly, with R&D investments increasing and retrofitting them easier than ever. This is often done through software updates that can even be accomplished over the air. For 2024, the Polestar 2 has indeed gotten some software updates, but some physical ones as well.
Clearly aimed directly at Tesla’s Model 3 when it arrived; the Polestar 2’s build quality was vastly better, but range definitely came up short. So, addressing that was priority No. 1; and for ’24 the Polestar can travel up to 20% farther than before while consuming 9% less energy, and when it comes time to charge it back up, it can do that 34% faster too.
Range in the Single Motor version increases from a max of 270 to 320 miles thanks to a larger 82-kWh battery pack, and that solitary motor now powers the rear wheels, not the front wheels. It’s also bigger, coming in at 220 kW compared to the previous 170 kW front-wheel drive version, going from 231 to 299 horsepower.
Dual Motors keep the same 78-kWh battery, but still sees a boost from 260 to 276 miles and takes advantage of the larger rear motor for a new combined 310-kW output with 421 horsepower. Our test car has the added Performance Pack, which uses an additional 35 kW to deliver 455 horsepower and 546 lb-ft of torque, though max range drops to just 247 miles.
The new battery in rear-drive 2s will also charge faster, now accepting up to 205 kW for an 80% charge in 20 minutes; max for dual-motors stays at 155 kW, which puts an 80% charge at 34 minutes. Using 32 kWh of electricity per 100 miles, the Dual Motor earns a good efficiency rating.
The [Polestar] 2 has always been one of the most enjoyable EVs to drive, even more so now with that additional power coming from the rear motor.
Unfortunately, extremely cold temperatures kept us from seeing that increased range, as we were only on pace for about 194 miles in our test.
The 2 has always been one of the most enjoyable EVs to drive, even more so now with that additional power coming from the rear motor. And especially when equipped with the Performance Pack as it not only includes more power, but adds 20-inch forged wheels, upgraded brakes, and adjustable Ohlins Dual Flow Valve performance dampers. It greatly improves handling prowess without affecting ride quality, and is easily worth the $5,500 charge if you at all enjoy driving.
Even on a 20-degree track day there was plenty of grip through our handling course. No understeer or oversteer, and lots of feedback through the wheel. There was a nice, strong launch off the line that properly planted us firmly in the seat, and rocketed us to 60 in 4.5 seconds. Power delivery stayed pretty intense up until about 80 mph when there was a definite tapering off. Still, it was a 13.4-second quarter-mile at 102 mph; smooth, quiet, and stable the whole way.
When this car debuted, its Google-based infotainment setup was a novelty, but since then, more and more manufacturers are just “Googling it” so it doesn’t seem out of place at all. The wireless phone charger is easy to access, and there’s a great Harmon/Kardon sound system and panoramic sunroof to enhance the in-cabin experience. Exteriors have also been enhanced with a smooth grille insert and new wheel choices.
Hatchback practicality means 14.3 cu-ft of easy to access cargo space with split-folding seatbacks for longer items and expanding the space to 38.7 cu-ft. Plus, there’s even a sizeable storage bin up front under the hood.
Single Motor Polestar 2 pricing now starts at $51,300, with Dual Motors starting at $56,700; topping out at $64,400.
For a car manufacturer that hasn’t even been around for a decade yet, Polestar has kept itself busy, totally transforming their latest model in just a few years, making the 2024 Polestar 2 even more appealing. They are certainly off to a good start, and with a host of Polestars just over the horizon, including some all-important utility vehicles, this star will be shining even brighter.
Specifications
As Tested
- Motor Setup: Dual Motor
- Horsepower: 455
- 0-60 mph: 4.5 seconds
- EPA Range: 247 miles
- Efficiency : 32 kWh / 100 miles
- Battery Size: 78-kWh
- Torque: 546 lb-ft
- 1/4 Mile: 13.4 seconds at 102 mph
- MW Test Loop: ~ 194 miles
- Peak Charging Rate: 155 kW