At long last the Prius family of fuel-sipping hatchbacks offers an electric all-wheel-drive variant of the mainstream non-plug-in model, dubbed the Prius AWD-e, adding surefooted traction to its list of virtues for snow-belt drivers. And if you're thinking, "Big deal, they just added the rear-axle hardware from a RAV4 or Highlander," think again. The motors needed for those hefty soft-roaders would have been overkill in a Prius and as such would have delivered window sticker fuel economy statistics unbecoming of this subbrand. Another bold departure from the rest of the Prius lineup is the battery pack. It still resides below the rear seat, and as such affords the new 2019 Prius AWD-e model an identical 65.5 cubic feet of max cargo space, but it reverts to a nickel-metal hydride chemistry. Toyota cites excellent performance in cold weather as one reason for this change (RAV4 and Highlander Hybrids still use nickel-metal hydride; front-drive models continue with the lithium-ion technology).
The battery pack is said to equal the lithium-ion battery's energy storage capacity in a package that is 20 percent larger. One key statistic Toyota is sharing now is the estimated EPA fuel economy for the Prius LE AWD-e and XLE AWD-e: 48/41/45 mpg city/highway/combined. For reference, the L Eco model (formerly known as "Two Eco") earns a 58/52/56 mpg rating, while the LE, XLE, and Limited front-drive models (formerly dubbed One, Two, Three, Four, and Three/Four Touring) get 54/50/52 mpg stickers. By our reckoning, if you want to see higher window-sticker numbers on an all-wheel-drive vehicle, you have to go fully electric. Also new for 2019 is revised and refined front and rear styling that deletes the strange downward dangles from the headlights and taillights. The look is considerably cleaner—some may say "more generic"—while remaining completely distinct from the Prius Prime plug-in. Adaptive headlights are offered on the XLE and standard on the Limited model. Inside there are some color and trim revisions, too, and on AWD-e models the 4.2-inch dual multifunction display will offer screens portraying things such as the front and rear torque distribution. Top Limited models get Toyota Safety Connect, which provides emergency assistance, stolen vehicle locating, collision notification, and more, free for three years.
It feels lighter, probably down to a better balance of weight with the electronic engine, and feels as if its designed to be this way from scratch. The e-Golf feels more nimble too and is certainly quicker off the line. The GTE feels too much like a compromise, its not the best inner-city e-car you can buy, but also not the best sportscar you can buy in this segment. Combined, the range and flexibility of the petrol engine and the zero emission driving of the electric engine do offer some advantages but it will appeal primarily to people that seek tax benefits in specific countries. Comparing the GTE against the GTI and GTD, you will quickly find out the GTI is much faster both in a straight line as round a race track. The GTD and GTE perform similarly in a straight line, but as soon as you go round bends the GTE can’t keep up with its lighter diesel brother. The success of the e-Golf and GTE largely depends on the developing infrastructure, tax regulation in certain countries and possible change in legislation in large cities around the world. Another issue is the price, at roughly double the price of a regular Golf being green comes at a hefty price. However with more and more alternatives to the polluting petrol- and diesel cars reaching the market it could be only a matter of time until smog-suffering cities ban regular cars in favor of emission free inner city driving. And the Volkswagen Group is prepared like no other when that happens. Overall, we found the e-Golf to be a very interesting and appealing city car. It had plenty of power, a nice nimble feeling and its (still) everything you want a Golf to be. The GTE didn’t quite endear us as much on the streets of Berlin.
This car has a ton of get-up-and-go and easily reaches passing speeds on the highway. Technology: You have to opt up to the driver assistance and technology packages to get the really fancy stuff such as blind-spot detection, digital cockpit and the 9.2-inch touchscreen with satellite navigation. But the base model is well-equipped with an eight-inch touchscreen, Bluetooth, satellite radio, air conditioning and cruise. The vehicle also rates you on trip efficiency, so drivers can make real-time changes to save fuel. Cargo: The amount of space lost due to battery compared with the gas-powered Golf is negligible. On our test, the compact four-door eGolf easily fit two hardshell carry-on suitcases, a few camera bags and a purse, with room to spare. The Golf's reputation as much-beloved vehicle combined with a healthy 200-kilometre range and relatively low sticker price (counting rebates) makes the eGolf a must-drive - and likely a must-buy - for anyone considering a new EV. The writer was a guest of the auto maker. Content was not subject to approval.
Ever since its introduction nearly five years ago, the BMW i3 has been one of the most controversial models, yet interesting cars ever designed and engineered by BMW. The first series production electric vehicle to emerge from Munich has once enjoyed the status of an innovative and emissions-free trailblazer. While its design has never been an eye-catcher, its manufacturing processes , sustainability and packaging has gathered many accolades and awards over the years. But with all electric cars, the real story has always been around the driving range on electric power. So over the years, BMW has treated the i3 similar to what Apple does with its products - offering consistent and safe upgrades to appease a vocal customer base. That brings me to the latest update to the i3 - dubbed 120Ah - which has always been an odd way to label the i3. Amp hours isn’t really how the rest of the world measure the energy stored, so it’s more common to see gross energy storage being referenced in Wh (kiloWatt hours).
