Incidentally, I was informed that this relatively simple setup could be “dropped” into almost any FWD Volkswagen product. This then allows for the possibility of an EV version of the Jetta, Tiguan and next-generation Beetle. This would be one way to amortize the cost of the technology; not everyone wants a Jetta but might find the Tiguan more to their liking.
Power is the way
If you are not yet used to reading that an EV is quiet, torquey and generally no different to pilot than a regular car, good, because here's one more.
The only handicap this car has to negotiate with is the extra weight from the battery pack. In this occurrence, the 180 lithium-ion cells tack on a further 200 kg to the Golf's overall girth. The lot produces 26.5 kilowatt-hours and delivers the equivalent of 114 hp and 199 lb-ft of torque.
From a standstill, this avoir-du-poids is not very evident; the electric motor's instant torque neutralizes its effects. The only time it became noticeable was when taking a corner at low to medium speeds; the Golf had a more pronounced tendency to roll. As my drive consisted solely in circulating through city traffic, I was unable to evaluate the impact on a highway on-ramp, for example.
Had I taken the E-Golf for a longer ride, I would have managed a range in the vicinity of 155 km and a top speed of 135 km/h.
Steering on a Golf is already electrified, so no changes here. Brakes are influenced heavily by their regenerative nature which can be modified. By slotting the typical Tiptronic-looking shifter into “D”, the car sails along with minimal rolling resistance in order to preserve power. Once jammed into “B”, regen takes hold of braking duties so much so that depressing the pedal becomes pointless. I was repeatedly able to come to a full stop without the use of the Golf's calipers, discs and pads.
I asked the VW reps on board while I was driving if the brake lights came on while decelerating and they said no. I noted that the Tesla Roadster has a similarly aggressive regen mode and the taillights do come on to notify tailgaters. How about that? Maybe VW should hire me as a corporate spy...
When?
Exact dates and time for the arrival of an electric Golf has not yet been set in stone, however I was told that Volkswagen expects to offer this car with the introduction of the Mark VII Golf, slated for the 2014 model year. Figure that by late 2013, you'll be greeted by the E-up! in showrooms, along side the E-Golf.
What's really exciting about the coming of the EVs is that there will be something for everyone or almost.
Notice that we haven't driven any electric SUVs, pickups or mid to full-size CUVs? Could it be that their demise is in the cards? Not gonna happen. Once battery technology reaches the point where they are compact and light enough, I'm convinced we will see Touaregs, Tahoes and even Tundras rocking battery packs.
 |
| The lot produces 26.5 kilowatt-hours and delivers the equivalent of 114 hp and 199 lb-ft of torque. (Photo: Mathieu St-Pierre/Auto123.com) |
Power is the way
If you are not yet used to reading that an EV is quiet, torquey and generally no different to pilot than a regular car, good, because here's one more.
The only handicap this car has to negotiate with is the extra weight from the battery pack. In this occurrence, the 180 lithium-ion cells tack on a further 200 kg to the Golf's overall girth. The lot produces 26.5 kilowatt-hours and delivers the equivalent of 114 hp and 199 lb-ft of torque.
From a standstill, this avoir-du-poids is not very evident; the electric motor's instant torque neutralizes its effects. The only time it became noticeable was when taking a corner at low to medium speeds; the Golf had a more pronounced tendency to roll. As my drive consisted solely in circulating through city traffic, I was unable to evaluate the impact on a highway on-ramp, for example.
Had I taken the E-Golf for a longer ride, I would have managed a range in the vicinity of 155 km and a top speed of 135 km/h.
Steering on a Golf is already electrified, so no changes here. Brakes are influenced heavily by their regenerative nature which can be modified. By slotting the typical Tiptronic-looking shifter into “D”, the car sails along with minimal rolling resistance in order to preserve power. Once jammed into “B”, regen takes hold of braking duties so much so that depressing the pedal becomes pointless. I was repeatedly able to come to a full stop without the use of the Golf's calipers, discs and pads.
I asked the VW reps on board while I was driving if the brake lights came on while decelerating and they said no. I noted that the Tesla Roadster has a similarly aggressive regen mode and the taillights do come on to notify tailgaters. How about that? Maybe VW should hire me as a corporate spy...
When?
Exact dates and time for the arrival of an electric Golf has not yet been set in stone, however I was told that Volkswagen expects to offer this car with the introduction of the Mark VII Golf, slated for the 2014 model year. Figure that by late 2013, you'll be greeted by the E-up! in showrooms, along side the E-Golf.
What's really exciting about the coming of the EVs is that there will be something for everyone or almost.
Notice that we haven't driven any electric SUVs, pickups or mid to full-size CUVs? Could it be that their demise is in the cards? Not gonna happen. Once battery technology reaches the point where they are compact and light enough, I'm convinced we will see Touaregs, Tahoes and even Tundras rocking battery packs.
 |
| 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. (Photo: Mathieu St-Pierre/Auto123.com) |
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