green car journal issue no. 42

ISSUE NUMBER 42

BMW i3 & i8, FORD F-150, JEEP & RAM ECODIESELSAWARD WINNERS

GREEN CAR

ACURA NSX SUPERCARHOT HYBRID. COMING SOON.

2610 28

contentsISSUE NO. 42 2015

AUTO SHOWS 12 Green Car Awards SUV, Luxury, and Technology winners

14 Green Truck of the Year Ram 1500 EcoDiesel

16 Green Car of the Year BMW i3 electric car

FEATURES 20 Efficiency Strategies Where every piece counts

23 Eco Driving Systems Driver aids can increase efficiency

28 10 Things to Know About the BMW i3

EFFICIENT VEHICLES 24 Jeep Grand Cherokee EcoDiesel Efficiency, delivered big

25 Honda Fit 41 mpg compact, no hybrid needed

26 VW e-Golf Electric power for a popular hatchback

HYBRIDS 10 Acura NSX The supercar returns, reborn a hybrid

LONG-TERM TESTS 27 Honda Accord Hybrid 16,000 miles in a stylish daily driver

DEPARTMENTS 06 Outspoken Where are we headed?

09 Directions Performance: Doing more with less

ON THE COVER

Acura’s NSX hybrid supercar has been a long time coming.

It will be worth the wait. Plus, coverage of 2015 Green Car

awards in Los Angeles, San Antonio, and Washington DC.

14

GCJUSA.COM

CarsOfChange.com

Editor/Publisher Ron Cogan

Executive EditorTodd Kaho

Technical EditorBill Siuru

Contributing EditorsCam BentyDrew Hardin Jeff Karr

Photo EditorSheree Gardner

Staff PhotographerIan Billings

ContributorsDevin Cogan

Art DirectorThomas Reiss

Graphic DesignersBryan BremerPriscilla Wilson

Advertising Information(805) 541-0473

Green Car Journal® (ISSN 1059-6143) is published by RJ Cogan Specialty Publications Group, Inc. 1241 Johnson Avenue #356San Luis Obispo, Calif. 93401

Phone 805.541.0473

© 2015 by RJ Cogan Specialty Publications Group, Inc. All rights reserved.

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ISSUE NO. 42 2015

BMW’s ‘Megacity Vehicle’ shown

in this early illustration became the

i3, the 2015 Green Car of the Year®

6 Green Car Journal Issue No. 42

here are many outspoken and polarizing proponents of the various fuels and

technologies at play today. This has been the case for several decades now

and isn’t likely to disappear anytime soon.

Many electric car enthusiasts do not see a future for internal combustion or even

hydrogen fuel cell vehicles. Hydrogen proponents point out that fuel cell vehicles make

more sense than battery electrics since hydrogen generally offers greater driving range

and fuel cell vehicles can be refueled in under five minutes, while battery electrics cannot.

Biodiesel enthusiasts point out the obvious benefits of this biofuel and even as this fuel

gains momentum, wonder why government support isn’t stronger. Natural gas advocates

see huge and stable supplies of this clean-burning fuel now and in our future, without the

truly significant commitment to natural gas vehicles this should bring. And those behind

advanced internal combustion vehicles achieving ever-higher efficiency simply wonder

what the fuss is all about when conventional answers are here today.

So in the midst of all this, where are we headed? Simple. In the right direction, of course.

As I was writing about these very fuels and technologies some 25 years ago, it wasn’t lost

on me that the competition for dominance in the ‘green’ automotive world of the future would

be hard-fought and long, with many twists and turns. As our decades-long focus on the ‘green

car’ field has shown us, the state-of-the-art of advanced vehicles in any time frame is ever-

changing, which simply means that what may seem to make the most sense now is likely to

shift, and at times, shift suddenly. This is a field in flux today, as it was back then.

When Nissan introduced its Altra EV back in 1998 as an answer to California’s Zero

Emission Vehicle mandate, it turned heads with the first use of a lithium-ion battery in a

limited production vehicle, rather than the advanced lead-acid and nickel-metal-hydride

batteries used by others. Lithium-ion is now the battery of choice, but will it remain so as

breakthrough battery technologies and chemistries are being explored?

Gasoline-electric hybrids currently sell in ever-greater numbers, with plug-in hybrids

increasingly joining their ranks. But who’s to say that advanced internal combustion

engines won’t continue their efficiency march forward in ways that rival hybrid power?

It’s no secret that automakers are striving mightily to develop conventionally-fueled

combustion engines with new technologies and strategies that eke levels of fuel effi-

ciency only thought possible with hybrid powerplants just a few years ago. Plus, there

are all-new answers on the horizon. While only expected in limited numbers and markets,

Toyota’s coming 2016 Mirai and Honda’s FCV show that automakers are serious about

hydrogen-powered sedans as yet another option for ‘green’ focused car buyers.

What drives efficiency – and by extension determines our future path to the high effi-

ciency, low emission, and more sustainable vehicles desired by consumers and govern-

ment alike – is textbook evolution. Cars are adapting to meet the changing needs of future

mobility and the imperative of improved environmental performance. Some of these evo-

lutionary changes are predictable like lightweighting, improved aerodynamics, friction

reduction, and enhanced powertrain efficiencies. Other answers, including the fuels that

will ultimately power a new generation of vehicles, will be revealed over time.

So here’s to the cheerleaders who tell us quite vocally that their fuel, technology, or

strategy is the answer to our driving future. One or more of them may be right. But the

fact is, the evolutionary winner has yet to be determined.

So in the midst of all this, where are we headed? Simple. In the right direction, of course.

T

Ron Cogan

Editor and Publisher

OUTSPOKEN :: WHERE ARE WE HEADED?

Green Car Journal Issue No. 42 7

THE QUEST FOR an ideal renewable fuel involves many important goals, with special

emphasis placed on positive environmental impact and displacing petroleum use.

This fuel must function readily in existing engines without sacrificing the performance

expected in today’s vehicles. Ideally, it should be primarily produced in the United

States to support American jobs and contribute toward energy independence. And, of

course, it must be created in sustainable ways to have a lasting and positive impact.

That ideal fuel is biodiesel, America’s alternative fuel success story.

Produced from diverse feedstocks including animal fats, recycled cooking oil,

and soybean oil, biodiesel is a high-quality diesel replacement that reduces tailpipe

emissions and offers important environmental advantages. In fact, the California Air

Resources Board recently affirmed that biodiesel reduces greenhouse gas emissions

by at least 50 percent and often by as much as 81 percent compared to petroleum.

This finding confirms biodiesel’s advantage as the fuel

with the best carbon score among all liquid fuels.

SPECIAL ADVERTISING SECTION

BIODIESELAMERICA’S ALTERNATIVE FUEL SUCCESS STORY

America’s Advanced BiofuelAmerica’s Advanced Biofuel

READ MORE >>

In addition to the California Air Resources Board’s findings, the

Environmental Protection Agency has also weighed in on biodiesel’s

environmental advantages, with EPA determining that biodiesel

reduces greenhouse gas emissions by more than 50 percent

compared to petroleum diesel. A naturally low-sulfur fuel, biodiesel

is the first and only commercial-scale fuel produced across the U.S.

that meets EPA’s definition as an Advanced Biofuel.

The biodiesel industry’s rigorous BQ-9000 fuel quality program

is noted for ensuring the production of high-quality biodiesel.

At the end of last year, more than 92 percent of the biodiesel

produced by National Biodiesel Board members in the U.S.

was from BQ-9000 Certified Producers. The evolving BQ-9000

program has now expanded in 2015 beyond manufacturers,

marketers, distributors, and testing laboratories to include

retailers selling biodiesel and biodiesel blends to consumers.

The new BQ-9000 Retailer Program is an important element that

helps ensure the highest biodiesel fuel quality for consumers, all

the way from the production plant to the retail fuel pump.

GROWING NUMBER OF DIESEL MODELS

Fuel efficiency and carbon reduction present compelling

reasons why auto manufacturers continue to introduce

a growing number of new technology

diesel models to American highways.

Advanced diesel engines and

innovative technologies like

Selective Catalytic Reduction

(SCR) help make this possible.

SCR, which uses a urea diesel

exhaust fluid injected into the

exhaust system, creates cleaner-

running diesels that meet stringent emissions regulations in

all 50 states. Renewable biodiesel blends can be used in

these diesel engines without modification.

Today, all new technology diesel models in the U.S.

are certified by their manufacturers to run on at least B5

biodiesel, with a growing majority also approved to run on

the higher 20 percent biodiesel blend B20. Wide-ranging

models in varying vehicle classes approved for B20 biodiesel

use range from Ford, Chevrolet, GMC, and Ram pickups

to the Chevrolet Cruze diesel sedan, Jeep Grand Cherokee

SUV, and more. Additional models are expected to be

certified for use with B20 in the near future.

MAKING AN IMPACT

It’s important that renewable fuels find significant use to achieve

their goals of displacing petroleum and decreasing environmental

impacts. Biodiesel is successfully accomplishing these goals.

In fact, over the past three years nearly two billion gallons of

biodiesel and renewable diesel have displaced an equivalent

amount of petroleum diesel each year, a reflection of the growth

and expansion of the biodiesel industry in the U.S.

Biodiesel is now produced in nearly every state in the country,

with this production supporting more than 62,000 jobs and

contributing millions of dollars in economic impact across the

U.S. Its impact is substantial, bringing benefits that touch cities

and towns, fields and farms, and water and air. Importantly,

clean, renewable biodiesel gives drivers an opportunity to make

a positive difference in the vehicles they drive every day.

© 2015 National Biodiesel Board, www.biodiesel.org

SPECIAL ADVERTISING SECTION


ome cars leave an impression that lasts a lifetime. The Ford Mustang

is one of those cars for me. As a kid, I was blessed with a dad who

always had something unique in the driveway, from a Morris Minor to a

Triumph Herald. None were exotic or expensive, but they were fun and more than

a little quirky.

So, when the first generation Mustang came out, Dad had to have one and in the

summer of 1964 there was a 1964 1/2 Mustang convertible in our driveway. It was

copper with a white interior and white top, powered by a 289 V-8 and a ‘three-at-the-

knee’ shifted manual transmission. Detroit was producing big iron at the time and

this car seemed lean, efficient, and mean. Many happy hours were enjoyed in that

first generation Mustang.

When Ford offered to let me drive a new Mustang not long ago, I was understand-

ably thrilled. Then I read the specs. The car would be a four-cylinder with an automat-

ic transmission. No, really?

If you want to know how far the automotive industry has advanced in the last

50 years, go drive the new 2.3-liter EcoBoost four-cylinder Mustang. For those

of us of a certain vintage let me clarify, this is not a Pinto engine. This 2.3 is

a beast. The first time I pushed the start button, the raspy growl made it clear

that the EcoBoost means business. This engine produces 310 horsepower and

320 lb-ft torque. At just 137.5 cubic inches it’s less than half the displacement of

Dad’s 289 V-8.

For perspective, consider that this new four-cylinder also makes more horsepower

than the 2005 Mustang GT 4.6-liter V-8 of just 10 years ago. EcoBoost uses smaller,

more efficient engine designs aided by turbocharging to do more with less. It’s not

a new idea, but Ford has been refining it for years with impressive results. The 2.3

Mustang engine uses a twin-scroll turbo with split exhaust runners to feed immediate

boost. It produces low-end power more like a V-6 or V-8 than a four, delivering a very

satisfying driving experience.

I’ve always preferred manual transmissions, but the six-speed auto in the Mustang

was quite nice. It can be manually shifted with paddle controls on the steering wheel

for more control and fun.

The best part about this whole equation is that the EcoBoost engine is lighter

than V-6 and V-8 counterparts. That makes all vehicle dynamics simply work better.

Everything from acceleration to handling and braking are improved. The car literally

feels lighter and is more nimble, which makes it a joy to drive.

Now for the ‘green’ part. The EcoBoost Mustang has an EPA highway fuel

economy rating of 32 mpg. This car is quick and will spring from 0-60 mph in

5.6 seconds. But we also decided to push it in the other direction and see how

it would do in economy cruise mode. At legal speeds, mid-to upper 30 mpg

averages are easily obtainable. You can use this car as a daily commuter and

not break the bank.

It’s an interesting and compelling contrast to look back 50 years to the first

Mustang, and even 10 years to the last generation Mustang. But what I love most is

that this iconic car still has swagger and will stir emotions. I’ll take that over an auto-

motive appliance any day. – Todd Kaho

If you want to know how far the automotive industry has advanced in the last 50 years, go drive the new 2.3-liter EcoBoost four-cylinder Mustang.

SDIRECTIONS :: PERFORMANCE: DOING MORE WITH LESS


he Acura NSX supercar is

taking a long time to reach

the reality of showrooms,

years after the automaker’s late-2011

announcement that it would be offer-

ing a successor to the original NSX.

It’s now expected to begin manufactur-

ing in Marysville, Ohio in spring 2016.

When it goes on sale in a time frame

that sees competitors introducing early

2017 models, NSX fans will have been

waiting over four years to witness the

model’s rebirth. By all indicators it will

be worth the wait.

Acura has taken a rather innovative

approach in creating the NSX successor

that replaces the previous generation

last seen in 2005. The new NSX is an all-

wheel-drive hybrid with power supplied

by a 3.5-liter, mid-ship V-6 and three

permanent-magnet synchronous AC elec-

tric motors. It will produce an expected

500-plus horsepower.

The V-6 is all-new and shares nothing

with other Honda engines. Its 75-degree

3.5-liter DOHC V-6 features dry sump

lubrication, twin turbochargers, and

intercooling. The engine is mated to a

new nine-speed dual-clutch transmis-

sion integrated with the rear electric

motor. This motor, mounted at the front

of the transaxle, can power the NSX up

to 50 mph for only a few miles since the

car’s lithium-ion battery is limited in

capacity. The rear motor’s primary pur-

pose is to add torque when needed for

maximum performance.

Up front there’s a twin motor unit

consisting of two smaller electric

T

ACURA NSX


motors, each powering a front wheel

via a planetary gearset. This provides

a torque-vectoring capability when

used with the rear brakes. The driver

can select between quiet, sport, sport-

plus, and track modes to tailor the

driving experience.

Much has been done to keep weight

down and the center of gravity low. For

starters, there is a carbon-fiber floor

panel and part of the rear subframe

uses proprietary aluminum-casting

technology for stiffness and low weight.

The aluminum-intensive space-frame

structure is joined together by self-

piercing rivets, flow-drill screws, weld-

ing, and much adhesive. High-strength

steel is used in the super-thin A-pillars.

The hood and doors are aluminum while

the fenders are SMC, a common form of

fiberglass. An aluminum or carbon-fiber

roof can be ordered.

Performance is expected to include

a 0–60 mph time of 2.7 seconds, 0–100

mph in 6.4 seconds, and a 190 mph top

speed. Plus, as if that kind of perfor-

mance excitement isn’t enough, an even

hotter version is planned. For those

who can afford the price of entry, the

coming Acura NSX will mean that gas-

oline-electric hybrid power has never

looked so good.

ACURA NSX The Long Wait is Almost OverB Y B I L L S I U R U

Green Car Journal Presents an Expanded Suite of Awards in Washington DC

B Y R O N C O G A N

or a decade, Green Car

Journal has been recognizing

vehicles that significantly raise

the bar in environmental performance.

With automakers stepping up to offer

ever-more efficient and ‘greener’ vehicles

in all classes, the magazine’s awards pro-

gram has naturally expanded to include

a greater number of awards for recogniz-

ing deserving vehicles.

This prompted the recent suite of

Green Car Awards presented earlier

this year at the Washington Auto Show

in the nation’s capital – the 2015 Green

SUV of the Year™, 2015 Green Car

Technology Award™, and 2015 Luxury

Green Car of the Year™.

The Jeep Grand Cherokee EcoDiesel

rose to the top as the magazine’s 2015

Green SUV of the Year, besting final-

ists Honda CR-V, Hyundai Tucson Fuel

Cell, Lexus NX 300h, and Mazda CX-5.

Offering excellent fuel efficiency for

an SUV of its size, the Grand Cherokee

EcoDiesel’s 3.0-liter EcoDiesel V-6

offers up to 30 highway mpg and is

approved for B20 biodiesel use. An Eco

Mode optimizes the 8-speed transmis-

sion’s shift schedule, cuts fuel feed

while coasting, and directs the air sus-

pension system to lower the vehicle at

speed for aerodynamic efficiency.

BMW’s gull-wing i8 earned the distinc-

tion as the 2015 Luxury Green Car of the

Year, outshining competitors Audi A8 L

TDI, Cadillac ELR, Porsche Panamera S

E-Hybrid, and Tesla Model S. Aimed at

aspirational buyers who value superb

styling and exceptional performance

F


combined with the efficiency of plug-in

hybrid drive, the i8 is unique among its

peers with an advanced carbon fiber

passenger body shell. It also features a

lightweight aluminum drive module with

a gasoline engine, lithium-ion batteries,

and electric motor. The i8 can drive on

battery power for 22 miles and up to 310

miles on hybrid power.

The Ford F-150 was honored with the

2015 Green Car Technology Award for

its milestone use of an all-aluminum

body. Competing for the award were

advanced powertrains in the BMW i3,

BMW i8, Chevrolet Impala Bi-Fuel, Ford

F-150, Honda Fit, Kia Soul EV, Tesla

Model S, VW e-Golf, and Volvo Drive-E

models. The F-150’s aluminum body

enables the all-new 2015 pickup model

to shed up to 700 pounds for greater

efficiency and performance.

While the Green Car Technology

Award has a history at the Washington

Auto Show, the first-time Green SUV

of the Year and Luxury Green Car of

the Year awards could not have existed

just a short time ago. Simply, SUVs and

luxury vehicles were seldom consid-

ered ‘green,’ and for good reason. An

SUV/crossover’s mission was to pro-

vide family transport and recreational

capabilities, while aspirational/luxury

vehicles were expected to deliver the

finest driving experience combined

with high-end appointments and

exceptional design. Both categories

held few environmental champions and

‘green’ was hardly an afterthought.

The evolving nature of ‘green’ cars

has brought about a fundamental

shift in which environmental per-

formance is now important in SUVs

and luxury vehicles. Even so, not all

models in these classes are created

equal. The challenge has been finding

the right balance – the ‘sweet spot’ –

that finds SUVs and luxury vehicles

delivering the efficiency and environ-

mental qualities desired without sac-

rificing the conventional touchstones

of quality, safety, luxury, value, per-

formance, and functionality that con-

sumers demand. This year’s winners

of the 2015 Green Car Awards clearly

achieve this balance.

Presenting these important awards

at the Washington Auto Show is com-

pelling considering its reputation

as the ‘Policy Show,’ a result of the

show’s proximity to Capitol Hill and

the influence that Washington DC has

in driving a more efficient generation

of vehicles to market. The Washington

Auto Show has also expanded in recent

years, receiving accreditation from

the Organisation Internationale des

Constructeurs d’Automobiles (OICA) as

one of the five top tier auto shows in

America. This year’s Washington Auto

Show featured more than 700 vehicles

from over 42 auto manufacturers. The

upcoming 2016 Green Car Awards will

be presented during Policy Days at the

2016 Washington Auto Show early next

year on January 21, 2016.

Green SUV of the Year and Luxury Green Car of the Year awards could not have existed just a short time ago.



he Ram 1500 EcoDiesel, a pow-

erhouse pickup offering the

only advanced, fuel-efficient

diesel engine in the light-duty truck seg-

ment for the 2015 model year, has earned

the distinction as Green Car Journal’s

2015 Green Truck of the Year™. The award

honors a truck that best exemplifies what

can be achieved when environmental

performance is viewed as important as

traditional core values like functionality,

payload, towing capability, and versatility.

The 2015 award was presented at the San

Antonio Auto & Truck Show in Texas. The

upcoming 2016 Truck of the Year™ award

will be announced in San Antonio this

coming November 19, 2015.

Blending environmental achievement

with these traditional characteristics is

not easy, or cheap. But it is needed. Auto

manufacturers are now placing signifi-

cant new emphasis on trucks that achieve

improved fuel efficiency, feature better

overall environmental performance, or run

on alternative fuels.

In addition to the Ram 1500 EcoDiesel,

this year’s award finalists included the

all-new Ford F-150, Chevrolet Colorado,

and GMC Canyon pickups, plus the effi-

cient gasoline Ram 1500 HFE. Each of

these pickups brings its own brand of

efficiency and improved environmental

performance to bear in the truck market.

The Ram 1500 EcoDiesel distinguishes

itself with a powerful and highly efficient

powerplant that breaks new ground in

the light-truck segment, accomplishing its

mission of improved environmental per-

formance without sacrificing the core val-

ues important to truck buyers. The engine

produces 240 horsepower and a substan-

tial 420 lb-ft of torque while offering

rather impressive fuel economy, at least

by pickup truck standards, with official

EPA estimates of 20 mpg in the city and

28 mpg on the highway. This exceptional

fuel efficiency provides a driving range

of over 700 miles between fill-ups. The

T



pickup is available in Regular Cab, Quad

Cab, and Crew Cab versions with either

two- or four-wheel drive.

Some of the key features of the

60-degree V-6 EcoDiesel engine include a

dual overhead camshaft with 24 valves,

cast iron block with aluminum heads,

and a 15.5:1 compression ratio. A 29,000

psi common rail fuel injection system

with solenoid injectors is used. The

engine is equipped with a diesel oxida-

tion catalyst, diesel particulate filter,

and selective catalyst reduction to make

it emissions-compliant in all 50 states.

It can also use B20 biodiesel fuel.

Along with its considerable towing,

hauling, and people-handling capabili-

ties, the Ram 1500 EcoDiesel intelligently

focuses on efficiencies with active aero-

dynamics including grill shutters that

close for less drag at highway speeds.

Other efficiency measures like an eight-

speed automatic transmission and an air

suspension system that lowers the truck

at higher speeds are used to optimize

fuel economy and achieve lower green-

house gas emissions.

When Chrysler introduced the first

advanced diesel engine in the light-

duty pickup segment, there was no way

to know just how many pickup buyers

would be won over and drive one away

from the showroom. Today, produc-

tion of this truck model has doubled

beyond expectations and continues to

gain momentum. It was clearly a break-

through move for the Ram brand and

a deserving winner of the 2015 Green

Truck of the Year™ award.

Along with its considerable towing, hauling, and people-handling capabilities, the Ram 1500 EcoDiesel intelligently focuses on efficiencies with active aerodynamics including grill shutters that close for less drag at highway speeds.

Dodge Ram 1500 Ecodiesel Powers To The Top

B Y G R E E N C A R J O U R N A L E D I T O R S



First-Ever Win for an Electric Car

B Y G R E E N C A R J O U R N A L E D I T O R S

C O N T I N U E D > >


ver the 10 year history of

Green Car Journal’s Green

Car of the Year® award pro-

gram, there has never been a battery

electric car that has been compelling

enough to be recognized as the best-

of-the-best in an ever-expanding field

of ‘green’ cars. That has changed with

the groundbreaking BMW i3, Green Car

Journal’s 2015 Green Car of the Year®.

The BMW i3 came out on top of a field

of finalists that included the Audi A3

TDI, Chevrolet Impala Bi-Fuel, Honda Fit,

and VW Golf. The array of technologies

and fuels represented included high effi-

ciency gasoline, electric drive, advanced

diesel, and natural gas.

BMW’s i3 stands out as one of the

most innovative vehicles ever to be

introduced by any major automaker.

It breaks the mold – literally – with

a strong and lightweight body using

materials and technology at home on

the race track, and now used for the

first time to construct a mainstream

production car. It is a milestone, for-

ward-thinking approach.

Meeting both near-term and far-

reaching goals is no easy thing. The

challenge is to design and build cars

that offer meaningful environmen-

tal achievement while delivering the

traditional touchstones desired by

new car buyers, among them comfort,

safety, convenience, connectivity, per-

formance, and value. Also important

in the world of advanced vehicles like

battery electric cars is a significant

commitment to the manufacturing

and sale of these vehicles that goes

beyond a few thousand units sold

in select geographical areas. BMW’s

commitment with the i3 is focused

not only nationally in the U.S., but

globally as well.

Offering a lightweight carbon fiber

reinforced plastic (CFRP) body on

an aluminum space frame, BMW’s

innovative i3 brings environment-con-

scious drivers all-electric drive with

an optional internal combustion range

extender. The most unique aspect

of the i3 is the car’s body structure,

which incorporates the first-ever use

of carbon fiber reinforced plastic

(CFRP) to form the body and passen-

ger cabin of a mass-production vehi-

cle. CFRP is as strong as steel and 50

percent lighter. It is also 30 percent

lighter than aluminum.

This BMW’s drive module includes an

electric drivetrain, 5-link rear suspen-

sion, and an aluminum structure. Its

lithium-ion battery pack is mounted

mid-ship beneath the floor. Strategic

placement of the 450 pound battery pack

and drive components provides a very

balanced 50-50 weight distribution to

enhance handling and performance.

Acceleration is crisp, with a 0-60

elapsed time of 7.2 seconds provided

by an electric motor producing 170

horsepower and 184 lb-ft torque. With

a curb weight of just 2,700 pounds,

the i3 has is sprightly even at high-

way speeds. Strong regenerative brak-

ing characteristics often allow the i3

to be driven with just the accelerator

pedal in city driving. When a driver

lets off the accelerator, regen slows

the car quickly and allows it to come

O

The most unique aspect of the i3 is the car’s body structure, which incorporates the first-ever use of carbon fiber reinforced plastic (CFRP) to form the body and passenger cabin of a mass-production vehicle.


to a complete stop without touching

the brake pedal.

Charging at home with an available

220 volt charger delivers a full charge

in about three hours. Where available,

public DC fast charging can bring an

i3 to 80 percent state-of-charge in 20

minutes and a full charge in 30 min-

utes. The i3 BEV features an 81 mile

EPA estimated range on batteries. The

i3 REx, equipped with an internal com-

bustion range extender that creates on-

board electricity as needed to help keep

batteries charged, features a 72 mile

battery driving range and 150 miles

total with the range extender.

Efficiency is a given. EPA rates the i3’s

city fuel economy at 137 MPGe (miles per

gallon equivalent) and 111 MPGe on the

highway, with a combined 124 MPGe. For

the REx-equipped model, EPA rates mile-

age at 117 MPGe combined.

The 2015 Green Car of the Year® is

selected by a majority vote of an award

jury comprised of Green Car Journal

staff and invited jurors, including

TV personality and car aficionado

Jay Leno plus leaders of high-profile

environmental and efficiency organiza-

tions. These jurors include Jean-Michel

Cousteau, president of Ocean Futures

Society; Matt Petersen, board member

of Global Green USA; Mindy Lubber,

President of CERES; Kateri Callahan,

President of the Alliance to Save

Energy; and Dr. Alan Lloyd, President

emeritus of the International Council

on Clean Transportation.

The diversity of new car models at

showrooms today reflects an evolv-

ing market in which car buyers have

decided that environmental perfor-

mance must meet their needs, on their

terms. Clearly, 2015 Green Car of the

Year® jurors have decided that the

electric BMW i3 does it best. Up next:

The 2016 Green Car of the Year® will

be presented at the L.A Auto Show on

November 19, 2015.


EFFICIENCYWhere Every Piece of the Automotive Puzzle Counts

B Y B I L L S I U R U

DRIVING FUEL EFFICIENCY

STRATEGIES

or decades, automakers have

struggled to meet ever-more-

stringent emissions stan-

dards, first mandated nationwide in the

mid-1970s, along with the first CAFE

(Corporate Average Fuel Economy) regula-

tions introduced in 1975. The result was

vehicles with drivability and maintenance

problems, not to mention anemic per-

formance. Over the past quarter century,

automakers have done a great job in meet-

ing evolving emissions and fuel economy

standards while improving drivability

without degrading performance. Indeed,

in many cases performance has been

improved by impressive degrees.

How far can automakers push the effi-

ciency envelope? One high-profile example

is the extremely limited production VW

XL 1 that uses all the tricks in the book –

ultra-lightweighting, plug-in hybrid power,

F


EFFICIENCYSTRATEGIES

C O N T I N U E D > >

optimized aerodynamics, lower rolling

resistance, etc. – to achieve an amazing

240 U.S. mpg. However, it’s available only

in Europe with no plans announced for the

U.S. So what’s being done to achieve effi-

ciencies in the real world?

One approach to achieving higher effi-

ciency without sacrificing performance

is shown by Ford’s EcoBoost engines that

combine two technologies – direct injec-

tion and turbocharging. The latest ver-

sions also have Auto Start-Stop to further

enhance efficiency. EcoBoost delivers

up to a 30 percent improvement in fuel

economy with accompanying reduc-

tions in CO2 emissions. Ford is using the

EcoBoost in an array of engine displace-

ments depending on vehicle model.


The 3.5-liter twin turbo charged

direct injection EcoBoost V-6 is used in

the Lincoln MKS luxury sedan, Lincoln

Navigator, Ford Expedition SUVs, Ford

Taurus SHO, Ford Interceptor police cars,

and the Ford F-150, vehicles expected to

have V-8s under the hood.

At the other end of the spectrum, a 1.0-

liter EcoBoost three-cylinder engine offer-

ing the output of a four-cylinder is used in

the 2015 Ford Fiesta, bringing an impres-

sive EPA estimated 31 city/43 hwy/36

combined mpg. The 2015 Mustang uses an

all-new 2.3-liter EcoBoost four-cylinder

featuring 310 horsepower and 320 lb-ft

torque, more horsepower than the 4.6 liter

V-8 used in the powerful 2005 Mustang GT.

Along the way, this engine enables the cur-

rent Mustang to achieve 21 city/32 hwy/25

mpg combined. In between, four-cylinder

EcoBoost engines are found in many other

Ford and Lincoln products in the U.S. as

well as those sold overseas.

Chrysler’s most fuel efficient model,

the Dodge Dart Aero, uses Fiat’s 1.4-liter

MultiAir intercooled turbo engine with

several other fuel saving technologies.

To reduce aerodynamic drag, it has

active grille shutters, underbody aero kit,

and a lowered profile. Also helping are

lightweight aluminum chassis compo-

nents and low-rolling

resistance tires. This model

achieves 28 city/41 hwy/32

combined mpg with the six-

speed manual and 28/40/23

mpg with the six-speed dual

dry clutch transmission.

Chevrolet offers an Eco

version of its Cruze sedan

that uses a 1.4 liter turbo-

charged ECOTEC engine,

6-speed manual transmission

with Eco overdrive, ultra-low

rolling resistance tires, and

aerodynamic features like

a unique front air dam and

lower front grille air shutter.

The Cruze Eco delivers 138 horsepower

with 148 lb-ft torque with an EPA 28

city/42 hwy/33 combined mpg. Even the

less expensive conventional Cruze with the

same engine gets 26/38/30 mpg.

Other automakers also have ‘eco’ ver-

sions available. The Toyota Corolla LE

Eco, powered by a 1.8-liter four-cylinder

engine equipped with the first use of

Toyota’s Valvematic technology in the

U.S., minimizes intake-valve lift at small

throttle openings to reduce parasitic

pumping losses. A driver-selectable ECO

function moderates acceleration and

optimizes on-board systems to increase

mpg by remapping throttle

travel for reduced response, additionally

optimizing the climate control system to

use less energy. Rated at 140 horsepower,

it provides up to 30 city/42 hwy/35 com-

bined mpg fuel economy.

The 2015 Hyundai Sonata Eco features

a 177 horsepower, 1-6 liter turbocharged

Gamma engine that uses a turbocharger,

direct fuel injection, and CVVT (continu-

ous variable valve timing) to achieve a 28

city/38 hwy/32 combined mpg rating. The

Sonata Eco is the first Hyundai to use a

new seven-speed dual-clutch transmission.

Like virtually all these fuel-sipping cars,

Hyundai’s Eco engine meets California’s

stringent ULEV-2 (Ultra-Low Emission

Vehicle) and Euro 5 emissions standards.

The Nissan Altima 2.5 SV’s 182 horse-

power, 2.5-liter four-cylinder delivers

an EPA-estimated 27 city/38 hwy/31

combined mpg. An optional 3.5-liter V-6

provides 270 horsepower while achieving

EPA estimated 22 city/32 hwy/26 com-

bined mpg fuel economy. Both versions

use an efficient Xtronic continuously

variable transmission (CVT). The Altima

achieves its efficiencies using lighter

components like a thermoplastic resin

intake manifold, lower rolling resistance

tires, a regenerative alternator that oper-

ates only while coasting to reduce para-

sitic load on the engine, and a 40 percent

friction reduction in the transmission.


Honda’s entry in the maximum fuel-

economy arena is the Civic HF with a 143

horsepower, 1.8-liter VTEC four-cylinder

mated to a CVT (continuously variable

transmission) and low-friction tires. Its

EPA numbers are 31/41/35 mpg.

One of most innovative approaches to

high fuel efficiency without resorting to

gasoline-electric hybrid power is Mazda’s

optional i-ELOOP (intelligent energy loop)

regenerative braking system. Available on

the Mazda3 and Mazda6, i-ELOOP does

not operate like a hybrid in that recovered

energy is not used for acceleration assist

or electric-only operation. Rather, recov-

ered energy is used for exterior lighting,

climate control, audio/navigation, and

other systems. This reduces the need for

an engine to spin an efficiency-robbing

alternator to generate needed electricity.

The i-ELOOP version of the Madza3 is

rated at 29 city/40 hwy/33 combined mpg

with the i-ELOOP Mazda6 achieving 28

city/40 hwy/32 combined mpg.

Pickups that can carry substantial loads

are also becoming fuel sippers. The full size

Ram 1500 HFE fitted with the automaker’s

305 horsepower, 3.6-liter Pentastar V-6 car-

ries an EPA 18 city and 25 highway mpg

rating while still being able to tow up to

6,500 pounds. Helping achieve this is a new

eight-speed TorqueFlite 8 automatic trans-

mission, stop-start system, low rolling resis-

tance tires, and reduced parasitic losses

that would otherwise zap engine power.

This includes electric power steering that

eliminates an always-operating hydraulic

pump. In addition, improved aerodynam-

ics achieved with grille shutters and an air

suspension system with five height settings

– including an aero mode that lowers the

truck at speed – further improve fuel effi-

ciency. A lighter transmission, engine, frame,

front bumper, and aluminum hood also help.

The new 2015 F-150 – an aluminum-

bodied champion of lightweighting as a

strategy to increase fuel efficiency – is now

available with an all-new, high-output twin-

turbo 2.7-liter EcoBoost V-6 rated at 325

horsepower and 375 lb-ft torque. Far from

being an anemic performer, V-6 EcoBoost

F-150s can carry a maximum payload of

2,250 pounds and tow up to 8,500 pounds.

Auto Start-Stop is standard equipment.

While Ford’s EcoBoost makes a small

engine act like a big engine, General

Motor’s Active Fuel Management makes

a big engine work like a small one.

This technology is used on its 4.3-liter

V-6 and 5.3- and 6.2-liter V-8 engines

found mostly in Chevrolet and GMC

pickups plus GM’s larger SUVs. Active

Fuel Management features computer-

controlled cylinder deactivation that

shuts down two cylinders under light

load conditions, effectively making a V-6

into a V-4 and a V-8 into a V-6 for greater

efficiency. Other automakers use similar

cylinder deactivation technology.

Whether it’s more efficient power, lower

rolling resistance, lightweighting, friction

reduction, or other approaches, automakers

are on the hunt for higher mpg and more

innovative efficiency strategies to make the

road ahead a more sustainable one.

ECO DRIVING SYSTEMSEven the best fuel saving technology can be negated by poor driving habits. Thus, many of

the latest vehicles come with features that help you drive ‘smarter’ to save fuel. The simplest

provide feedback through computer displays showing instantaneous and average mpg,

range to empty, and more. More sophisticated displays may also graphically indicate efficient

driving, like leafs turning greener.

Some vehicles have more active features that coach drivers so they can drive more efficiently. By

staying in the green within the blue and green ‘coaching bars’ in Honda’s Eco Assist display, drivers

can see in real-time how they can achieve higher mpg. Pressing the system’s green ECON button also

causes the engine and other energy-consuming systems to automatically operate more efficiently.

Similarly, BMW Driving Dynamics Control allows choosing between Eco Pro, Comfort,

Sport, and Sport+ driving modes. Along with shutting down unnecessary systems that

consume power, Eco Pro includes a coasting function that decouples the engine from the

drivetrain when the accelerator is released between 30 and 100 mph.

Fiat’s eco:Drive provides efficiency feedback after a trip, not during it. While driving,

eco:Drive records data that can be transferred to a memory stick plugged into its USB port.

This data can then be accessed on a PC or laptop to enable a driver to review how well they

did. An ecoIndex scores driving skills on a 100 point scale. Tutorials provide tips on how to

score better and scores can be compared to tell if driving skills are improving.

With Nissan’s Eco Pedal, the accelerator pedal pushes back against a driver’s foot to

encourage accelerating in a fuel-efficient manner. More aggressive acceleration is available if

the driver pushes harder. Ad-

ditionally, an instrument panel

provides four levels of indica-

tion depending on acceleration

– no light when the vehicle is

stopped, green with appropri-

ate pedal pressure, flashing

green with almost-unfavorable

pressure, and amber for unfa-

vorable pressure.


JEEPGRAND CHEROKEEE C O D I E S E L

iloting our Grand Cherokee

Limited test vehicle on a 500

mile California road trip proved

enlightening. This is not a small vehicle

by any means, but it is easy to maneu-

ver and, for a 4×4, offers a surprisingly

accommodating ride. Plus, the EcoDiesel

variant is very efficient as far as full-size

SUVs go, delivering fuel economy that

tracked well with its 21 mpg city/28 mpg

highway EPA ratings. This steps up to 22

mpg city/30 mpg highway/25 mpg com-

bined for the two-wheel drive version.

Jeep’s capable 3.0-liter EcoDiesel V-6

is rated at 240 horsepower and 420 lb-ft

torque, sufficient to tow 7,400 pounds. It

makes use of Fiat’s MultiJet II common-

rail injection, water-cooled exhaust-gas

recirculation, Selective Catalyst Reduction

(SCR), and 16.5:1 compression ratio,

enabling the engine to meet stringent

Tier II, Bin 5 and ULEV II emissions stan-

dards. It is designed to use Ultra Low

Sulfur Diesel (ULSD) and is approved for

B20 (20 percent biodiesel/80 percent pet-

rodiesel). Other features include a water-

cooled, variable-geometry turbocharger,

60-degree cylinder banks, chain-driven

camshafts, and low-voltage ceramic glow

plugs for quicker cold-weather starts.

There is an Eco Mode to maximize

economy by controlling items like the

eight-speed automatic transmission’s

shift schedule, idle speed, and interactive

deceleration fuel shut off, the latter cut-

ting fuel feed when coasting. Eco Mode

is automatically engaged at startup. A

button on the center stack can be used to

disengage Eco Model when more sporty

performance is desired. While engaged,

Eco Mode directs the Jeep’s Quadra-Lift

air suspension system to lower the vehicle

at speeds above 55 mph, providing better

aerodynamic efficiency. On 4WD models

in 4H, Eco Mode also alters the front-to-

rear torque split to increase fuel economy.

We returned from our journey

impressed not only with this vehicle’s

functionality in carrying people and

cargo, but its ability to do so in comfort

and style. Plus, of course, there’s the

Grand Cherokee’s all-important efficiency

and impressively long 730 mile driving

range between fill-ups. Those who need a

full-size SUV that can handle any mission

with complete confidence, while doing

so in ways that require far less fuel than

one would reasonably expect, may wish

to place the Grand Cherokee EcoDiesel on

their short list.

P



B Y R O N C O G A NDelivering Big SUV Comfort and Fuel Efficiency, Too


41 MPG Compact Hatch, No Hybrid Needed B Y T O D D K A H O

he road to higher efficiency

is an appealing one these

days and driving a small car

is one way to get there. While it’s true

that not everyone is in the market for

a small car, the appeal grows if small

means efficient and highly functional but

not constrained or boring.

This is the theme with Honda’s third-

generation Honda Fit, which offers a more

aerodynamic look and additional interior

space while retaining the previous ver-

sion’s overall physical footprint. Honda

designers have clearly gone the extra mile

in not only offering a thoroughly modern

small car, but innovating ways to bring

greater interior functionality than should

be expected in this size package.

Helping achieve this is the Fit’s ‘Magic

Seat’ rear seat setup that offers four modes

for carrying passengers, cargo, or both. In

the Utility Mode, it can carry 52 cubic feet

of cargo. Fold down the passenger side

front and rear seats in the Long Mode and

you can carry items up to 7 feet, 9 inches

in length. In the Tall Mode there’s nearly 4

feet of room available from top to bottom.

Remove the front head restraints, fold back

the front seats, and you can relax, or even

sleep, in the Refresh Mode.

Beyond this refreshing small car func-

tionality, perhaps the new generation

Fit’s most important change is a new and

more fuel-efficient powertrain. Its direct-

injected, 1.5-liter, four-cylinder Earth

Dreams engine produces 130 horsepower,

13 more than the engine it replaced.

A six-speed manual transmission is

standard, but most will be fitted with a

continuously-variable transmission (CVT)

that has shift paddles and a Sport mode

that provides seven selectable ‘gears’ to

increase the fun factor. This CVT comes

with Eco Assist and an ECON button for

more fuel efficient operation. All mod-

els also feature Honda’s Eco Coaching

function that prompts drivers to achieve

maximum fuel economy.

With the 6-speed, the Fit achieves EPA

estimated numbers of up to 33 mpg in

the city and an impressive 41 mpg on the

highway, achieving desirable efficiency

with a gasoline engine that only comes

with a hybrid in some other models. Not

only do drivers save on gas, but also on

purchase price since the Fit offers a base

MSRP of just $15,790, low enough to

make this model approachable for most

new car buyers.

T



H O N D A F I TB Y R O N C O G A N

VW e-GOLFElectric Power for a Popular Hatchback B Y R O N C O G A N

ffering a fresh take on VW’s

iconic and popular hatchback

while preserving the model’s

familiar look, the seventh-generation

Golf is stylish, fun, and optionally bat-

tery powered …a great combination.

Unique styling cues differentiate the

e-Golf at a glance from its more traditional

combustion Golf brethren, including exclu-

sive alloy wheels, energy efficient LED

headlights, C-shaped LED daytime running

lamps, and a signature blue stripe that

runs along the grille similar to the red line

on GTI models. In this case the blue line

alludes to VW’s eco-focused ‘Think Blue’

sustainability initiative.

Power is supplied by a 115 horse-

power electric motor fea-

turing class-lead-

ing 199

lb-ft torque. Driving range is said to

vary between 70 to 90 miles. ‘Normal,’

‘Eco,’ and ‘Eco+’ driving modes can

be selected and there are three levels

of selectable regenerative braking.

The e-Golf is rated at 126 city and 105

highway MPGe.

The Golf is also VW’s first American-

market vehicle that uses the automaker’s

new Modular Transverse Matrix (MQB)

platform, an innovation that can reduce

build time as much as 30 percent and

allow production of multiple models at a

single plant. Since the MQB platform was

designed from the beginning to accommo-

date electric power, it was straightforward

to integrate the e-Golf’s lithium-ion bat-

tery beneath the floor.

Inside, the e-Golf pro-

vides 93.5 cubic

feet of space for its five occupants, the

same interior volume as the standard

Golf and the largest of any compact EV.

Chalk that up to the MQB platform that

optimizes cabin space by not making

any sacrifices for storing batteries. The

e-Golf gets all he goodness afforded

by the standard Golf like Bluetooth,

SiriusXM Satellite Radio, rearview

camera, and a 5.8-inch touchscreen

navigation system and infotainment

center. Plus, there are additional e-Golf

touches including blue accents on the

shift knob plus blue contrast stitching

on the leather-wrapped steering wheel

in the e-Golf’s black interior.

The e-Golf is available in entry-level SE

trim at $29,815, thus strategically

priced as a direct competitor

to Nissan’s similarly-

priced LEAF.

O



HONDA ACCORD HYBRID

t’s evident that our long-term

Honda Accord Hybrid test

vehicle is leaving a lasting

impression. Even as other test cars

are in rotation, the Accord Hybrid has

become the go-to car for missions far

and wide, from trips to the store to

trips across the state.

The bottom line for the Accord

Hybrid, of course, is its efficiency.

Otherwise, why shop hybrid? This

sharp four-door sedan gives plenty

of reasons to do so. EPA ratings of

50 mpg in city driving and 45 mpg

on the highway lend powerful moti-

vation for the hybrid decision. Even

during a period when gas prices are

fluctuating lower rather than higher,

we’ve found this hybrid’s impressively

high fuel efficiency and 600-plus mile

driving range truly welcome features.

Frankly, the fewer visits to the gas

station, the better.

Just over 16,000 miles of driv-

ing have shown the Accord to be a

very comfortable sedan for the daily

drive. There’s plenty of legroom and

headroom, with rear seat passengers

afforded comfort rather than com-

promise. It’s replete with welcome

on-board electronics. Handling is

excellent and power from the Two-

Motor Hybrid iMMD system’s total 196

horsepower is strong and dependable.

Plus, we might add, our black Accord

Hybrid’s projector headlights, LED tail

I16,000 MILES IN A STYLISH DAILY DRIVER

LONG-TERM TEST>

lamps, blue accents, and optional aero

package make this car a looker. Being

die-hard car enthusiasts, we like that

just fine. – Ron Cogan

VW e-GOLF

B Y R O N C O G A N

he BMW i3 is far from just another electric car. While it shares certain things

in common with other electrics like the ability to drive on battery power, zero

localized emissions, and the capability of charging at home or at public charge

stations, there’s much more to the story.

This milestone car is the direct result of BMW’s Project i, a far-reaching initiative

launched in 2007 to develop sustainable answers for driving in crowded urban environ-

ments. The i3, called BMW’s Megacity Vehicle during much of its development, benefited

from this initiative’s extensive research, development, and technology demonstration proj-

ects. These global activities focused on learning about consumer preferences, driving hab-

its, and real-world use, details important to the development of the i3.

Here are 10 things you should know about BMW’s innovative electric i3, Green Car

Journal’s 2015 Green Car of the Year®.

T

10 THINGSTO KNOW

ABOUT BMW’S INNOVATIVE i3

BORN ELECTRIC is an apt description for BMW’s i sub-brand.

From its conception, the i3 was designed, engineered, and built

to be an electric vehicle. This clean sheet approach means each

and every part of the i3 could be focused on its mission without the

compromises often required in adapting electric propulsion to a shared internal combustion plat-form. Batteries, control systems, and other components unique to

an electric vehicle go where they’re designed to go without intrusion,

rather than where they can fit in an existing model.


SUSTAINABILITY is an important element in the i3. Its Carbon Fiber Reinforced Plastic

is manufactured in Washington State with renewable hydroelectric power. More than

10 percent of the CFRP used is recycled material. Fibers from the Kenaf plant are

used for the instrument panel surround while Eucalyptus used in the dashboard is sourced from responsible forestry. Some 25 percent of the thermoplastic parts used on the exte-

rior, and 25 percent of the plastics used in the interior, are made from recycled materials

or renewable sources.

CHARGING the BMW i3 is convenient. Owners can install a 220-volt Level 2 charger at home to fully charge an i3 in about three hours, with

this same capability at public chargers. Locations where SAE DC Combo Fast Charging is available can charge up to 80 percent in 20 minutes and

100 percent in 30 minutes. BMW is working with strategic partners to expand fast-charging locations along transportation corridors on the

East and West Coasts. An Occasional Use Cable and charger plugged into a household outlet can

charge batteries in about 20 hours.

REAR COACH DOORS are a unique feature of the i3. Unlike conventional door designs with a center body pillar between the front and rear doors, the i3’s innovative coach door design finds rear doors opening on rear-mounted hinges. The absence of a center pillar provides unparalleled access to the car’s cabin. Another important benefit is that coach doors, combined with the i3’s low console and absence of a transmission tunnel, enable a ‘slide-through’ experience that allows exiting on the passenger’s side in busy urban environments.

LIFE/DRIVE ARCHITECTURE is the underpinning for the innovative i3. The Life Module, or passenger cabin, is built from Carbon Fiber Reinforced Plastic (CFRP). CFRP used for the Life Module is 30 percent lighter than already-lightweight aluminum. The i3’s Drive Module, constructed of 100 percent aluminum, integrates the car’s electric drivetrain, lithium-ion battery, suspension, and structural components. The combina-tion of lightweight CFRP and aluminum in the Life/Drive architecture increases efficiency while providing excellent occupant protection.

VERSATILE INTERIOR space and functionality make the four-passenger i3 feel spacious for its right-sized urban design. Controls

and displays are intelligently placed for ease of use. Raised ‘semi-command’ seating provides for a better view of traffic and sur-

roundings, an especially welcome feature when driving in crowded urban environments. While the i3’s compact form aims at efficiency

and urban maneuverability, it does not sacrifice functionality along the way. With rear seats folded down it can handle up to 38.8 cubic

feet of gear or cargo.


AVAILABILITY is often an issue with electric cars since many models are sold only in select geographical areas and in very limited numbers. Not so with the BMW i3. From the start, the i3 was designed to be a mass-market vehicle with widespread availability in the U.S. and in countries around the globe. Plus, the i3 can be configured in ways that fit the varying needs and sensibilities of drivers, with Mega World, Giga World, and Tera World trim levels available plus a choice of all-electric battery power or REx range extender capability.

RANGE EXTENDER technology enhances driving versatility. Lithium-ion batteries provide an EPA estimated range of 81 miles in the battery elec-

tric i3. This capability far exceeds the average 30 miles of daily driving shown in Project i studies, which documented the daily drives of more than 1,000 participants over 12 million miles. The i3 is also available with an optional gasoline range extender that roughly doubles driving

range. When the battery gets to a certain level, the range extender generates electricity that maintains battery level for longer drives.

ELECTRIC PERFORMANCE is integral to the BMW i3 experi-ence. Its 170 horsepower electric motor features 184 lb-ft torque that launches the lightweight i3 from 0 to 30 mph in about 3.5 seconds and 0-60 mph in 7.2 seconds. Battery placement that’s low and close to the rear drive wheels enhances traction, with the light weight Life Module effectively lowering the car’s center of gravity. It uses a front MacPherson strut and 5-link rear suspension system. All come together to deliver the dynamic drive experience expected of a BMW.

ADVANCED ELECTRONICS on board the i3 provide an array of desired driver assistance systems, infotainment, and entertain-ment features. Of special interest is an ability for these systems to optimize range and facilitate convenient charging. Apps allow

sharing information between smartphone and car including vehicle location, driving range, charge level, and charging locations that can

be sent to the car. Driver-selectable Comfort, ECO, and ECO PRO+ driving modes enable changing efficiency and performance levels to

suit varying driving needs.



GIVE IT A TEST DRIVE.

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Green Car Journal

*Based on EPA estimates. †For more information, see GreenCarJournal.com.

©2015 BMW of North America, LLC. The BMW name, model names and logo are registered trademarks.

When we set out to build an electric car, we set out to build a BMW. And we did just that with the all-electric BMW i3 which boasts 170 hp and an EPA-rated 81 miles

total range per charge.* It’s where sustainability meets pure agility and exhilaratingacceleration – so hold tight, because where we’re going, there’s no looking back.

The BMW i3. Proud winner of the 2015 Green Car of the Year® award.†

GREEN STILL MEANS GO.

PUBLICATION TRIM LIVE BLEED Insertion date Due DateGren Car Journal 8 x 10.5 7 x 9.5 8.25 x 10.75 Winter 2015 1/9/15

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green car journal issue no. 42

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