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| 2014Hybrid.Com |
If you want another perspective on the 2014 i-MiEV, it began life in Japan as the gas-powered Mitsubishi i – a “kei” class commuter. Launched in 2006, the gas-powered versions were themselves unorthodox with rear-wheel-drive and midship-mounted engine options. When converted to EV duties, Mitsubishi retained the layout placing the electric motor above the rear axle, and 16-kwh lithium-ion Mitsubishi-Yuasa battery pack and motor controller under the floor.
The 2014 i-MiEV uses almost all of its 16-kwh supply too. This could be considered another bold move and very unlike, for example, GM’s engineering. GM more conservatively limited its first- and second-year Chevy Volt to using just 65 percent of its 16-kwh capacity. The idea behind a “buffer” of unused energy is to prevent over-working the battery and theoretically prolong its life. Mitsubishi would not specify details, but says it is not nearly as much.
To date we’ve not heard of any pattern of failures due to this high-strung arrangement, and it was deemed best given the i-MiEV has limited energy storage – so it uses more of it to accomplish reasonable range.
There is nothing wrong with the 2014 i-MiEV being a limited-use vehicle. What’s more, its simplicity ought to contribute to less maintenance and combined with low operational costs, once purchased – or leased – it should be inexpensive to keep going.
The MSRP for the 2014 i-MiEV is $29,125 for the base ES model, and $31,125 for the SE. Add to both these an $850 destination charge. Our test SE stickered at $34,765 with a $2,790 options package and destination charge included.
However, as is true for other electric cars, its range and recharging times are stumbling blocks many an American has yet to wholeheartedly embrace in the name of reducing emissions and saving fuel.