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Ask most Canadians to name an electric car and Toyota’s Prius will more often than not get the credit, but the true global EV leader is Nissan’s Leaf. The Prius isn’t actually an electric vehicle,…

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Nissan Canada drops two regular Leaf trims and prices 2019 Leaf Plus

The 2019 Nissan Leaf Plus arrives with an entry price of $43,998 plus 13-percent quicker acceleration and 50-percent more range. (Photo: Nissan)

Ask most Canadians to name an electric car and Toyota’s Prius will more often than not get the credit, but the true global EV leader is Nissan’s Leaf.

The Prius isn’t actually an electric vehicle, but rather a hybrid that still relies on a gasoline-powered internal combustion engine to get it from point A to B, while using its battery and electric motor for very low-speed (less than 20 km/h), short-distance travel (parking lots) as well as supplemental power to reduce fuel consumption and therefore improve emissions. Toyota now produces a plug-in hybrid dubbed Prius Prime that allows longer EV-mode distances at higher speeds, but its consumer take-rate has been very modest, while the automaker has no full EV available in our market.

The Nissan Leaf, on the other hand, is 100-percent electric, relying solely on its battery and electric motor for propulsion, and therefore requiring regular refills from home and/or public charging stations, instead of the local gas station like the Prius. Where the Prius has long been the world’s best-selling hybrid, the Leaf is similarly dominant when it comes to electric vehicles, having delivered more than 390,000 units since it arrived on the market in 2010.

Wanting to make sure it holds onto that leadership title, Canadians can now purchase the 2019 Leaf with its regular battery as well as with a more potent powertrain featuring stronger acceleration and greater range. The regular Leaf will continue to use a 40-kWh battery and 110-kW (147-horsepower) electric motor resulting in 243 kilometres of estimated driving distance per complete charge, and will also remain the model’s value leader at $40,698. The new Leaf Plus, however, will house a 62-kWh battery within its floorboards, connecting through to a 160 kW (214 hp) electric motor for an estimated 363 km of range, starting at $43,998.

“With the addition of LEAF PLUS, the Nissan LEAF is now available with two battery options and a choice of four trim levels – each featuring the many advanced technologies offered under the banner of Nissan Intelligent Mobility,” said Steve Rhind, director of marketing, Nissan Canada Inc.

To clarify, the 2019 Leaf is available in four trims as of April, including the just noted $40,698 Leaf SV, the $43,998 Leaf S Plus, the $46,598 Leaf SV Plus, and finally the $49,498 Leaf SL Plus, along with a $1,950 freight charge added across the line.

This means the regular Leaf S that was available as a 2019 model mid-way through last year and earlier this year for just $36,798 ($3,900 less than the new base model), and the regular Leaf SL that added features like leather upholstery (actually two-tone black and grey perforated leather and microfibre-like Bio Suede PET cloth), an Intelligent Around View Monitor, Driver Attention Alert, seven-speaker Bose premium audio, turn signal repeaters integrated within the side mirror caps, and more for just $42,698, will no longer be available for order in Canada (they’re still offered in the U.S.), although you may still be able to find them at your local dealer.

An upcharge of $5,900 for more power and approximately 120 km (or about 50-percent) more range might seem like a steep ask for what is basically the same car in mid-range Leaf SV trim, but it’s important to note the non-powertrain/charging system differences between the regular base Leaf and Leaf Plus trims.

For instance, buyers opting for the new Leaf S Plus receive a modified front fascia design integrating unique blue highlights, an “e+” logo plate on the underside of the charge port lid, and new rear badges depending on trim level, while additional standard upgrades include Intelligent Forward Collision Warning (I-FCW), Rear Door Alert (that reminds if something or someone has been left in the back seat when arriving at your destination), and a one-inch larger centre touchscreen measuring 8.0 inches diagonally (the base 5.0-inch display is no longer available).

It should also be noted that both regular Leaf SV and Leaf S Plus models now fill their infotainment systems with standard navigation, Apple CarPlay, Android Auto, satellite radio, and more, but only SV trims offer voice recognition, NissanConnect EV (for remotely connecting via your smartphone), two more audio speakers for a total of six, and more.

Also notable, the $3,300 less expensive Leaf SV adds 17-inch alloy wheels compared to 16-inch alloys with the Leaf S Plus, as well as fog lamps, an electromechanical parking brake (instead of a foot-operated one), an auto-dimming rearview mirror, a Homelink universal remote, an eight-way powered driver’s seat with two-way power lumbar support, a cargo cover, and a host of advanced driver assistive systems such as Automatic Emergency Braking (AEB) with pedestrian detection (which inherently includes the SV Plus model’s Intelligent Forward Collision Warning), High Beam Assist, Intelligent Cruise Control with Full Speed Range and Hold, ProPILOT Assist semi-autonomous self-driving, Steering Assist, Blind Spot Warning, Intelligent Lane Intervention, Rear Cross Traffic Alert, and more.

The list of features just noted is also standard with the new Leaf SV Plus, while a shortlist of luxury items covered earlier in this story, when mentioning the now outgoing Leaf SL, also gets pulled up to new Leaf SL Plus trim, albeit with a sizeable price difference of $6,800 due to its performance and range improvements.

This is a good time to explain that many EV owners look at range performance in a similar light to how traditional car buyers might be willing to pay more for quicker straight-line acceleration and better at-the-limit handling. Either way, the new Leaf Plus is “ensuring that there’s a Nissan LEAF to meet the driving needs of a wider range of customers,” stated a press release.

With respect to those more traditional performance conventions, despite hitting the scales at 1,737 kilos (3,831 lbs) instead of 1,580 kg (3,483 lbs), the new Leaf Plus is 13 percent quicker off the line than the regular Leaf, which Nissan says will allow its drivers to “confidently pass slower-moving vehicles, exit corners faster and more seamlessly, and merge easily with fast-moving traffic.” What’s more, the Leaf Plus’ top speed is 10 percent higher, which Nissan says is beneficial “for comfortable cruising.”

Many will find its faster charging capability an even better reason to ante up for the Leaf Plus. It comes with a new standard 100kW-capacity quick charging system that allows more efficient charging of up to 80-percent in only 45 minutes (according to the Nissan Canada’s retail website). If you can only find a 75-kW DC quick charger it will take just 5 minutes longer (50 minutes) to reach that 80-percent total, or an hour with a 50-kW DC quick charger (the regular Leaf needs about 40 minutes for an 80-percent charge with the same 50-kW DC quick charger, but can’t hook up to either 75-kW or 100-kW DC faster chargers).

Lastly, a regular 240-volt home charging station will completely fill the new Leaf Plus’ battery after approximately 11.5 hours, which is only 3.5 hours more than the regular Leaf requires, and take note the Leaf Plus can also receive an extra 35 km of range after about 60 minutes of being plugged into this less potent charging station.

Utilizing resources in mind, both Nissan EVs are incredibly efficient, with their energy equivalent ratings measuring 1.9 Le/100km in the city and 2.4 on the highway for the regular Leaf, or 2.1 Le/100km city and 2.5 highway for the Leaf Plus. Of course, litres of gasoline never enter the picture, but the Le/100km rating can be used as a guide to help those new to electric vehicles understand how their energy consumption more directly compares with an equivalent gasoline-powered vehicle, and how the energy use of EVs compare to each other.

Also important, the more capable Leaf Plus battery doesn’t impact interior passenger or cargo volume one iota, with front and rear seating still generous in all dimensions, and the rear cargo area capable of swallowing up a sizeable 668 litres (23.6 cubic feet) with its 60/40-split rear seatbacks upright, and 849 litres (30.0 cubic feet) when they’re folded flat.

If saving a few thousand is more important to you and your budget than increasing performance and range, or alternatively purchasing a more luxurious Leaf SL for considerably less money, make sure to contact your local Nissan dealer as they may have regular 2019 Leaf S and SL stock still available. Then again, if the charging benefits, extended range and added performance of the new Leaf Plus appeal more, these new models are now starting to arrive at said retailers across Canada.

To learn more about all 2019 Nissan Leaf and Leaf Plus trims, packages and standalone options, including pricing on each, plus find out about available rebates and dealer invoice pricing that could save you thousands, make sure to check out CarCostCanada.

The all-new, all-electric 2018 Jaguar I-Pace is already getting rave reviews from the automotive press, and soon we should be seeing them silently whisking through better neighbourhoods across Canada. …

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2018 Jaguar I-Pace EV400 Buyer’s Guide Overview

The all-new, all-electric 2018 Jaguar I-Pace is already getting rave reviews from the automotive press, and soon we should be seeing them silently whisking through better neighbourhoods across Canada.

Part of the praise has been lauded on styling, the compact luxury crossover SUV benefiting from trademark Jaguar design cues currently in use by the new E-Pace sport utility, its larger F-Pace brother, and pretty well every other Jaguar within the iconic luxury brand’s lineup, including the beautiful F-Type sports car.

The new I-Pace arrives on the market as one of only two fully electric luxury crossover SUVs available, not to mention the sole compact luxury SUV to be sold without an internal combustion engine (ICE). Its only competitor is the slightly larger Tesla Model X, and both have the clear advantage of targeting the EV marketplace with crossover SUV body styles. This said Audi and Mercedes are preparing SUV EV challengers that could make life difficult for the upstart Jaguar, so it had better get up to speed while it can.

Get up to speed it will, and quickly. Standstill to 100km/h takes a mere 4.8 seconds, which makes it the quickest of all Jaguar “Pace” models. The fastest new E-Pace R-Dynamic can manage zero to 100km/h in a spirited 6.4 seconds, while the F-Pace S is capable of the same feat in 5.5 seconds. Top speed is limited to 200 km/h (124 mph), but pegging one’s foot to the floor can seriously impinge on maximum EV range.

Estimated EV range is a considerable 386 km (240 miles) when driven more modestly, which should allow most users multiple days without the need to recharge, as well as the ability to undertake short road trips. Of note, 386 km (240 miles) is also 5 km (3 miles) farther down the road than the base Tesla Model X 75D.

As long as you go easy on the go-pedal while maximizing the use of regenerative braking when coasting downhill, and spending as little time as possible at highway speeds, such range would allow someone living in Vancouver to drive all the way to Whistler, tour around a bit, and then come back again with enough battery storage left over for running some errands when you return.

The new I-Pace houses a 90-kWh liquid-cooled battery in an aluminum casing within the floor’s structure, and requires just 40 minutes to fill from a fully drained state to 80-percent capacity when hooked up to a 100-kW DC quick charger. On a regular 240-volt Level 2 home charger you’ll need about 10 hours to achieve the same results, or slightly less than 13 hours (12.9) to fully top it up. Still, considering the range available, a single night of charging, or alternatively multiple nights during off-peak hours makes the I-Pace easy to live with.

On the other hand, it’s quite possible you’ll appreciate I-Pace performance even more than its range if access to a charger isn’t an issue. As noted earlier, the British premium brand’s newest creation has no problem leaving the majority of stoplight drag racers far behind when red turns to green, this thanks to an electric motor at each axle resulting in the tarmac gripping traction of standard all-wheel drive, plus the accumulated output of 394 horsepower and 512 pound-feet of torque.

Also in the I-Pace corner is the British automaker’s expertise in lightweight engineering, shown in a monocoque body shell comprised mostly of aluminum. This is nothing new for Jaguar, which makes all but one of its production models from the light yet rigid metal. Underpinning this is a totally unique EV architecture that embeds the aforementioned battery within the floor’s structure. This allowed for much more flexibility when it came designing the cab-forward cabin.

To put the new I-Pace into a measured perspective within the Jaguar family, it starts out 287 millimetres (11.3 inches) longer than the E-Pace and 49 mm (2.0 inches) shorter than the F-Pace, with a wheelbase that’s 309 mm (12.2 inches) and 116 mm (4.6 inches) longer respectively, for much greater front and rear legroom than either. Additionally, the roof of the I-Pace is 84 mm (3.3 inches) lower than that on the E-Pace and nearly 86 mm (3.4 inches) down on the F-Pace, resulting in a sleeker, sportier profile. Added to this is much greater width for a sportier stance and more interior spaciousness side-to-side, the I-Pace some 155 mm (6.1 inches) wider than the E-Pace and 69 mm (2.7 inches) more so than the F-Pace.

The unique layout allows for a cab-forward design featuring a windshield that reaches far over the front wheels, as well as a shorter more steeply raked hood, plus shorter front and rear overhangs, with each wheel pushed out as far to its corner as possible, resulting in much greater interior volume and a strong, athletic stance.

With much of its weight down low, which reduces the centre of gravity, and benefiting from the lower roof height just mentioned, plus the increased wheelbase and more substantive track that comes from the greater width just noted as well, it’s no wonder the automotive press is glowing about I-Pace handling. The standard chassis rides upon an Active Air Suspension featuring auto-leveling as well as the ability to reduce the I-Pace’ drag by automatically lowering a half inch at highway speeds, which reportedly combines for an exceptionally good ride quality and handling compromise. Additionally, the I-Pace achieves ideal 50:50 weight distribution, so expect a particularly well-balanced EV.

2018 Jaguar I-Pace EV4002018 Jaguar I-Pace EV400 — This fully configurable 12.3-inch primary gauge cluster is standard. (Photo: Jaguar)

Jaguar’s driver-configurable continuously variable Adaptive Dynamics system is optional, which analyzes vertical wheel positions, vehicle acceleration, steering inputs, plus throttle and braking actuation before it automatically adjusts the suspension damping settings depending on your personal drive mode choice (Dynamic being sportiest), while Adaptive Surface Response is also available, this system harvesting info from myriad sensors in order to calculate approximate adhesion levels on low-grip surfaces, such as ice, before you even apply steering input, and then after making your turn it minimizes understeer and oversteer levels by controlling throttle and braking inputs.

Braking in mind, two levels of regenerative brakes come as part of the standard I-Pace package, with either its high or low settings providing different degrees of “engine braking” when lifting off the throttle. It’s in the nature of EVs to slow down when removing one’s foot from the accelerator pedal, but providing firmer automatic powertrain braking makes using the brake pedal less necessary, easing everyday driving and saving on brake maintenance plus otherwise expensive repair costs.

While performance is a critical element with any new Jaguar model, anyone familiar with the brand will also appreciate its rich heritage in luxury. Following in this tradition the new I-Pace combines contemporary design with beautifully finished, authentic fabrics, leathers, metals and woods, as well as state-of-the-art digital interfaces. Depending on trim, contrast stitched padded leather covers the majority of surfaces that aren’t finished in standard metals or hardwoods.

Specifically, the four leather-covered cabin motifs include Ebony (black), Light Oyster (light grey), Mars Red (crimson), and Siena Tan (caramel/saddle), while light beige and black headliners are available in woven cloth or Suedecloth. Even the steering wheel rim can be had in Suedecloth or traditional leather, while decorative inlays, which highlight key areas on the instrument panel and doors, include Gloss Charcoal Ash veneer, a piano black lacquer Gloss Black, a patterned Monogram Aluminum, and Aluminum Weave Carbon Fibre.

A head-up display, which projects key information onto the windscreen ahead of the driver, is optional, but get ready to be impressed because a fully configurable 12.3-inch primary gauge cluster is standard fare, as are two infotainment touchscreen displays that Jaguar dubs InControl Touch Pro Duo, the main top screen measuring 10 inches diagonally and second, a 5.5-inch display used primarily for the climate controls, fixed lower on the sloped centre console. Available voice activation comes via Amazon’s Alexa, which was designed to promote the use of hands-free interaction.

Latest tech in mind, I-Pace automatic climate control utilizes an artificial intelligence (AI) system that senses the number of occupants on board before adjusting the temperature, while the AI system is also capable of calculating remaining EV range based on climate control usage, weather conditions, topography, driving style, and traffic conditions.

The heating and ventilation controls sit atop a centre console that slants up toward the main display upon two flying buttress-style supports that house controls for the gear selector and driving mode switchgear, this paying respect to a design theme used by Jaguar in its F-Type sports car and new E-Pace utility, although the overall look of the new climate control interface, which incorporates large dials that appear as if they’re floating on top of a digital background, is even more futuristic.

Follow that centre stack down to rearmost portion of the console and you’ll find 12.2 litres (0.43 cubic feet) of storage space under the centre armrest, its generous capacity due to the absence of a transmission tunnel, whereas the rear seating area incorporates trays for tablets and laptops, similar in concept to what Jaguar has long offered in its top-line XJ.

A panoramic sunroof sheds light over both rows of occupants, with those in the rear having the option of another two automatic climate control zones for a total of four. Back passengers can also benefit from Jaguar’s “Click and Go” front seatback attachment system, which allows features such as display screens to be mounted quickly and easily, while plenty of cargo area add-ons help enhance load space functionality.

That cargo area measures 656 litres (23.1 cubic feet), which makes it considerably larger than the E-Pace’s 577-litre (20.4 cubic-foot) rearmost compartment and similar to the F-Pace’s 685 litres (1,510 cubic feet) of usable luggage space when the rear seats are upright. The cargo area is finished as expected in the premium class, with high-grade carpets, chromed tie-down hooks, and 40/20/40 split-folding rear seatbacks that expand on its usability, the centre portion folding separately to allow a couple of rear passengers the benefit of window seats while longer items like skis are stowed down the middle.

As far as trims go, Jaguar Canada is offering the I-Pace in S, SE, and HSE trims, plus a one-off First Edition that will only be available for the 2018 model year. Pricing for the base S model starts at $86,500 before provincial government incentive programs in Quebec and BC (Ontario no longer offers plug-in rebates), with some yet to be mentioned highlights from its long list of standard features including 18-inch 15-spoke alloy wheels, auto on/off LED headlights with automatic headlight levelling and follow me home lighting, LED taillights, heated side mirrors with approach lights, rain-sensing wipers, and more.

Preset your desired temperature via electric cabin pre-conditioning ahead of climbing over the standard metal treadplates with Jaguar script and taking hold of the soft grain leather-wrapped sport steering wheel, at which point you’ll also find the aforementioned standard Interactive Driver Display, as well as an electromechanical parking brake, JaguarDrive Control mode selections, an auto-dimming rearview mirror, a Homelink garage door opener, an always welcome sunglasses holder, a fixed panoramic sunroof, dual-zone automatic climate control, a rearview camera, voice control, Navigation Pro GPS, Bluetooth connectivity, a Meridian audio system, satellite and HD radio, six USB power points, eight-way semi-powered front seats, Luxtec upholstery, storage under the rear seats, and more.

Standard advanced driver assistance systems including autonomous Emergency Braking, Lane Keep Assist, a Driver Condition Monitor, Traffic Sign Recognition, Rear Traffic Monitor, Clear Exit Monitor, and Park Assist semi-automated self parking, while the I-Pace is also filled with the usual types of active and passive safety equipment expected in this class.

Options with the base S model include the Adaptive Dynamics, Configurable Dynamics and Adaptive Surface Response noted earlier, plus premium LED headlights with signature DRLs, fog lights, various alloy wheels measuring 18 to 22 inches in diameter, gloss black or carbon-fibre exterior trim, auto-dimming and power folding side mirrors with memory, a wearable Activity Key, a heatable steering wheel, heated front and rear seats, a head-up display, a 360-degree surround parking camera, four-zone climate control, a cooled glove box, configurable ambient lighting, cabin air ionization, Meridian surround sound audio, a powered liftgate, the same with keyless gesture control, as well as various metal, hardwood and woven carbon-fibre inlays, interior materials and colours, a cargo net, storage rails, a luggage retention kit, etcetera, while available advanced driver assistance features include Adaptive Cruise Control with Stop & Go, High-Speed Emergency Braking, Blind Spot Assist, Steering Assist, and more.

Moving up to $92,500 SE trim adds standard 20-inch alloy wheels, premium LED headlamps, auto-dimming power folding side mirrors, a powered tailgate, grained leather upholstery, and a Drive Pack consisting of Adaptive Cruise Control with Stop & Go, High-speed Emergency Braking, and Blind Spot Assist, while $96,500 HSE trim ups the ante with a different set of 20-inch alloy wheels, plus Windsor leather upholstery, Meridian surround sound audio, a powered gesture tailgate, and a Driver Assist Pack that adds the surround parking camera and steering assist to the SE’s Drive Pack.

A fully loaded I-Pace First Edition, like the one that just set a production EV lap record around California’s famed Laguna Seca racetrack, will set you back $103,500, but for that money you’ll get everything from the HSE as well as design details inspired by the stunning I-Pace Concept, including Photon Red exterior paint, 20-inch Technical Grey split-spoke alloy wheels, the choice of Ebony or Light Oyster interior colourways, an exclusive Suedecloth headliner, Gloss Charcoal Ash veneer inlays, unique First Edition branded floor mats, metal treadplates with First Edition logos, and more.

If the new 2018 I-Pace sounds like your type of EV, make sure to contact your local Jaguar retailer to learn how you can put your name on one. It’s a very special electric crossover SUV from a brand that’s steeped in performance and luxury heritage, and therefore deserves your attention.

It should come as little surprise that Chevrolet’s new Bolt EV is now the best-selling electric vehicle in Canada. It went on sale in January and has accumulated 697 buyers, although according to one…

In Our Garage

2017 Chevrolet Bolt EV Premier

It should come as little surprise that Chevrolet’s new Bolt EV is now the best-selling electric vehicle in Canada.

It went on sale in January and has accumulated 697 buyers, although according to one of my local dealers that’s been turning away potential customers regularly, they could’ve sold many more if any were still available.

Nissan’s slightly larger Leaf was second, by the way, selling 586 units during the same five months (still respectable considering its age), while the Tesla Model S found 397 buyers, that brand’s Model X another 372, BMW i Series 156 (mostly made up of i3s, but marginally boosted by the i8 supercar), and Mitsubishi lured in 29 new i-MiEV owners (that’s it for available EV sales numbers).

Of note, the Bolt has been available south of the 49th since December of last year when it accumulated a considerable 579 sales, but over the first five months of 2017 it’s managed to garner more than 10 times that amount with 5,950 units down the road.

In comparison, the Tesla Model S walked away with the EV sales crown with 8,900 sold during the same time period, followed closely by the brand’s new Model X at 7,000 units. The more directly comparative Nissan Leaf found just 5,742 American buyers during the same five months, while the more comparably sized and shaped BMW i3 sold 1,919 units. Almost taking up the rear was Mercedes’ B250e with 271 sales, a pure electric not available here (but they don’t get the gasoline-powered B-Class), while dragging its tail (is it technically still available?) was the i-MiEV with 6 sales.

Either General Motors underestimated the demand for its little subcompact plug-in or they just don’t have the capacity to build more at their Orion Township, Michigan assembly plant, where they also produce the Euro-spec version dubbed Opel Ampera-e, as well as the Chevy Sonic (that’s similarly sized albeit built on the new BEV II platform architecture instead of the Sonic’s Gamma II).

GM may want to cut back production of the Opel Ampera-e now that they’ve sold off their European division (it’s doing especially well in Norway) in order to support their North American markets more, or even better they could turn that soon to be phased out model into a Buick Bolt and build/sell it in China where EVs are taking over city streets, and then bring it back here like they’re doing with the Envision compact SUV, but with a new name, a few Buick styling tweaks, and a fancier interior. See, I’ve got it all sussed out. GM just needs to give me a call to sort out the details.

If it were only so easy, but the General is certainly on the right track with its new Bolt. In fact, one of the reasons GM’s stock price has risen over the past month, year, and five-year intervals, and Ford’s has been on the decline for all of the above (except the five-year), is its success in the plug-in arena, first with the Volt, the number one selling PHEV period, and now the Bolt, which could very well zip into the top North American sales spot once availability matches demand.

And no, I’m not about the digress (too far) into the upcoming Tesla Model 3 despite presales humbling any current or past EV, because it’s not yet available and may not be for some time. Of course, most of us are hoping it will succeed, as Tesla is a modern-day success story that’s truly shaken the old guard to its knees (especially on the markets, where real-world results aren’t as important as “fingers crossed” projections), so we’ll cross that bridge (hopefully while driving a Model 3) when we come to it.

The Bolt EV is in the here and now (or at least it was before selling out—talk to your Chevy dealer as I know there’s at least one available in the near future, and it’s sitting in my driveway), and can be had for $43,095 before freight and dealer fees, discounts (good luck with that), and government rebates (up to $5,000 in BC, $14,000 in Ontario, and $8,000 in Quebec).

I know that price is mighty close to BMW’s i3, but despite the Bimmer’s near F1-tech levels of carbon-fibre construction, better handling, mostly nicer finishings inside, and that all-important blue and white roundel, it’s not in the same EV class as the Bolt, at least if the main goal is going as far as you possible can on a single charge, and hardly worrying one whit about how much throttle you use getting there.

Where the 2017 i3 has been boosted to an impressive 200-km range (183-km as per the EPA) thanks to a new 33.0-kWh lithium-ion battery (10.0-kWh more than the previous one), the Bolt uses a much more convincing 60-kWh lithium-ion battery for a claimed range of 383 km! That’s right, almost twice the range of the i3. There’s no gasoline-powered range extender (REx) engine, mind you, but with the ability to cover such distances on a single charge, does anyone really need the added weight and complexity of a tiny putt-putt motor? Hardly. The Leaf, incidentally, can cover an estimated 172 km between charges.

Tesla Model S owners are giggling right about now, or at least those who spent upwards of $170k on a P100D that can manage up to 542 km after a full charge (even the base 75 is good for 426 km), but the Model S starts out at about twice the price of the Bolt and that aforementioned model quickly escalates to nearly $200,000 with options, so it’s just as silly as comparing the go-fast performance of a Porsche Panamera Turbo to Sonic.

The Bolt is surprisingly quick, by the way, and even includes a Sport mode to liven up acceleration. I’ll likely go on at length about its performance credentials and other driving dynamics during my upcoming review, as well as pour over the differences between the base model and my tester’s top-line Premier trim, plus the car’s overall liveability and other attributes/drawbacks (no car is perfect). So stay tuned for all the road test review…

News & Reviews- Tag: range