Nissan Leaf electric car () review | CAR Magazine
Mar 31, Mitsubishi says the i-MiEV's fuel costs were £ for 12, miles Lance Bradley, Mitsubishi Motors UK's managing director, said: "We are. The Mitsubishi i-MiEV is a five-door hatchback electric car produced by Mitsubishi Motors, and . This rating allowed the Mitsubishi i to get a higher MPG-e rating than the .. Sales to the public in the UK began in January , which coincided with the date the GB£5, Plug-in Car Grant came into effect. The Mitsubishi i-MiEV is an all electric version of the company's i city n3ws.info standard, petrol engine i is no longer available in the UK, but it.
Mitsubishi estimates that the i-MiEV total battery capacity is enough to provide power for between 5 and 6 hours, equivalent to one day of power consumed by an average Japanese home.2014 Mitsubishi i-MiEV Review: An EV for the sedentary lifestyle?
Regeneration control[ edit ] The manufacturers have made every effort to make the very different technology of this car appear similar to conventional cars. The lever between the front seats appears to be an automatic transmission control but is not so, though it works in a similar fashion. It is in fact a switch which reverses the electric motor and also offers a degree of control European cars over the regeneration. Correct use of the regeneration control can influence the range of the car.
As well as "park" "neutral" and "reverse" there are three regeneration positions, intended for city driving, hilly terrain, and flat terrain respectively. Used correctly, on most journeys, a large percentage of kinetic energy and potential energy can be returned to the battery.
The only other mechanical losses are frictional. The main loss is aerodynamic drag which is proportional to the square of speed, hence high speeds are inefficient and reduce range.
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Electrical equipment[ edit ] The heating of the passenger cab is by a conventional "wet" automotive system. Heat is derived from the traction battery via a resistance element. Use of the heater significantly reduces range. The traction motor cooling system runs at much lower temperatures than in a conventional car and is therefore separate from the cab heating system. While the car is charging, the interior can be preheated to alleviate the range reduction problem. The car is fitted with air conditioning.
The compressor is located beneath the HVAC controls in the car and has its own electric motor driven from the traction battery via a dedicated inverter. The condenser is mounted in front of the traction cooling radiator at the front of the car. The evaporator is inside the HVAC control. Use of the air conditioning system can significantly reduce range.
To alleviate this, the car can be set to "precool" whilst on charge. It is also needed to control and charge the main traction battery and to start the vehicle.
It is charged from the main traction battery via a DC-DC voltage reduction device. If it is discharged, the vehicle cannot be started, neither can the main traction battery be charged.
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Use of 12 volt "jump cables" from another vehicles is possible. The steering is rack and pinion with electric power assistance.
An emergency cutoff for main battery is located under the front left hand seat. If the car is involved in a collision, there is a cutoff switch that is operated by the "G" forces involved.
Wheels[ edit ] The front and rear wheels are different sizes. Instead of a spare wheel, a roadside repair kit with a 12 volt electric compressor plugs into cigarette lighter and a bottle of repair fluid is located under the cushion of the rear passenger seat. Braking system[ edit ] The braking system is conventional hydraulic Power assisted with disk brakes at the front and drum brakes at the rear.
As there is no manifold vacuum, there is an electric vacuum pump located under the rear loading platform. On some models, there are interlocks on the braking system so that the startup process can only be initiated when the brake pedal is pressed. A diminutive hockey-puck shift lever operates the single-speed automatic transmission, which offers Drive and Eco Drive engine mapping, neutral and reverse.
Park is activated by a push-button on the top of the shifter, and an electronic parking brake is situated nearby. Driving the Nissan Leaf A one-word summary of 'normal' seems to damn the reigning European Car of the Year with exceedingly faint praise. But once over the novelty of EV silence and out in traffic you find that the Leaf rides, steers and handles much as its midsize hatchback rivals. Cornering the Leaf is fun, with a lower-case 'f' befitting its family car role and comfortable suspension tuning.
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You'll still have to suffer Focus drivers waving motoring magazine endorsements in your face when talk turns to family car driving thrills, but you can silence them by asking how much road tax they're paying and what their fuel bill is.
If you treat every traffic light as if it's the lights at Santa Pod dragstrip, best leave the drive selector in D, and stay close to home.
The Leaf will leap handily away from the line in D, and keep ahead of traffic if so-driven up to around 30mph. But you'll pay for it in terms of range.
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In regular D another journalist apparently managed to coax the Leaf up to 94mph, but your natural environment on motorway runs will be amongst the slower vehicles, perhaps slipstreaming lorries to maximise range. The Leaf still works best in town.
Braking is by conventional discs and the EV's regenerative braking system. In Eco Drive you get full regenerative effect upon lift-off and braking, and I was able to add range to the Leaf's battery pack by coasting on an extended downhill section of the test route. What about the range of the Nissan Leaf? Nissan points out a mile maximum range for the Leaf, in Eco Drive mode, and miles in D. Driving it on the UK launch route and off it when my solo navigation skills failed me I did roughly 72 miles of driving in both Eco Drive and regular D.
The route included suburban streets, B-roads, dual carriageway and motorway driving, to which I added more motorways and some additional unplanned sightseeing of the featureless boulevards of Milton Keynes.