Certainly, the race for the electric vehicle is on. Over the last few years, every manufacturer has talked the talk but it is clear that throughout 2011, most big players in the car business will be walking the walk.
In retrospect, 2010 has clearly been a banner year for those wishing to make a first real splash where the electrification of the car is concerned. Auto123.com has tested nearly 10 of these upcoming revolutionary products namely: the Chevrolet Volt, the Nissan LEAF, the Audi A1 and R8 e-tron, MINI E, Tesla Roadster and Mitsubishi i-MIEV.
And now, we add one more to that list that will continue to grow as the months flow by: the Volkswagen Golf blue-e-motion.
All Golf
As you've probably guessed, this car is based on the Mark VI Golf that has been circulating in our streets for over a year. As with most electrified versions of an existing product, the electric Golf differs little from its ICE (internal combustion engine) siblings.
Take away the Golf blue-e-motion decals located on the doors and the LED-shod headlights, a difference between a Comfortline and the blue-e there is not. As the Golf remains one of the more attractive hatches on the market, I'd say that's two points!
Same goes for the cabin. In order to keep this simple, picture, in this case, a 4-door Golf interior, change the tachometer for a kW indicator, add a Comfort and Range button near the shifter, and you're there.
That control, located abreast of the ESP one, manages the batteries' useful charge. Through it, a driving profile can be set and selects between maximum range, comfort and dynamics. This also activates pre-configured power use for A/C, power steering and battery regeneration.
The batteries
One of the biggest challenges to engineers when retrofitting large agglomerations of cells to an existing platform is finding a location at a minimal cost to the user-friendliness of said car.
The solution, as with most other manufacturers, is to wedge them along the centre tunnel where the exhaust system used to reside (no longer needed of course), under the rear bench and the cargo floor of the trunk. So far, in most cases, the only sacrifice has been the loss of the spare tire. Run-flat rubber to the rescue.
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| As you've probably guessed, this car is based on the Mark VI Golf that has been circulating in our streets for over a year. (Photo: Mathieu St-Pierre/Auto123.com) |
In retrospect, 2010 has clearly been a banner year for those wishing to make a first real splash where the electrification of the car is concerned. Auto123.com has tested nearly 10 of these upcoming revolutionary products namely: the Chevrolet Volt, the Nissan LEAF, the Audi A1 and R8 e-tron, MINI E, Tesla Roadster and Mitsubishi i-MIEV.
And now, we add one more to that list that will continue to grow as the months flow by: the Volkswagen Golf blue-e-motion.
All Golf
As you've probably guessed, this car is based on the Mark VI Golf that has been circulating in our streets for over a year. As with most electrified versions of an existing product, the electric Golf differs little from its ICE (internal combustion engine) siblings.
Take away the Golf blue-e-motion decals located on the doors and the LED-shod headlights, a difference between a Comfortline and the blue-e there is not. As the Golf remains one of the more attractive hatches on the market, I'd say that's two points!
Same goes for the cabin. In order to keep this simple, picture, in this case, a 4-door Golf interior, change the tachometer for a kW indicator, add a Comfort and Range button near the shifter, and you're there.
That control, located abreast of the ESP one, manages the batteries' useful charge. Through it, a driving profile can be set and selects between maximum range, comfort and dynamics. This also activates pre-configured power use for A/C, power steering and battery regeneration.
The batteries
One of the biggest challenges to engineers when retrofitting large agglomerations of cells to an existing platform is finding a location at a minimal cost to the user-friendliness of said car.
The solution, as with most other manufacturers, is to wedge them along the centre tunnel where the exhaust system used to reside (no longer needed of course), under the rear bench and the cargo floor of the trunk. So far, in most cases, the only sacrifice has been the loss of the spare tire. Run-flat rubber to the rescue.
 |
| The only sacrifice has been the loss of the spare tire. Run-flat rubber to the rescue. (Photo: Mathieu St-Pierre/Auto123.com) |