The need for smaller and more affordable cars is evident these days. Consumers struggle with the high cast of new models while regulators grapple with realistic ways to mitigate carbon emissions that can impact climate change. A massive influx of zero-emission electric cars has been a popular notion for achieving carbon reduction goals in recent times. But this singular strategy has been fraught with challenges by slowing electric vehicle sales and persistently high EV prices. New thinking is needed.
Along with hybrids and plug-in hybrids, smaller and lighter vehicles that achieve high fuel efficiency and thus lower carbon emissions are important. These present a natural complement to electrified vehicles and present another component in crafting an achievable national transportation strategy. Unfortunately, most automakers have abandoned their smallest and most affordable car models in recent times and focused on larger ones delivering greater profits. Now, to the surprise of many, the U.S. Department of Transportation has been directed to explore regulations that would support production of today's smallest class of highway-legal models – Japanese-style kei cars – for use on American roads.
Could Kei Cars Work for U.S. Drivers?
Kei cars, a popular and affordable class of exceptionally small vehicles in Asia, do not meet U.S. safety standards and new models cannot be imported here. Whether kei cars can be reengineered to meet U.S. safety rules while remaining affordable is an open question. Also unknown is if drivers will embrace such small cars here given American consumers’ penchant for larger and heavier vehicles. But it sure is an intriguing thought.
Looking back for perspective, in 2009 Green Car Journal editors noted that things were changing in the automotive market. Buying trends were shifting as fuel economy again became more of an issue. Consumers were holding back on new car purchases as they weighed their budget limitations and the implications of a challenging economy.
Mitsubishi i-MiEV Led the Way
At the same time, advanced technology vehicles like electric cars appeared to have more potential than ever as those in Washington seemed ready to push that agenda for energy efficiency and oil displacement goals. Concerns about carbon emissions and climate change were not yet primary drivers but would be soon enough. For these reasons, many automakers here and abroad were either committing to electric models or had ones in development.
Perhaps the most high-profile evidence of EV momentum at the time was Mitsubishi’s i-MiEV, an acronym for Mitsubishi Innovative Electric Vehicle. Based on the automaker’s offshore Mitsubishi i, a small kei car powered by a 0.7-liter three-cylinder gas engine, the electric i-MiEV was sold to Japanese fleets in 2009 and consumers there in 2010. It was also undergoing early testing with electric utilities Southern California Edison (SCE) and Pacific Gas and Electric (PG&E) here in the States. At the time it seemed likely this electric model would eventually make its way to American consumers…something that did come to pass a year after its introduction to consumers in Japan.
Exciting Mitsubishi i-MiEV Sport Air
Along the way, Mitsubishi created anticipation with an edgy concept based on the production car called the i-MiEV Sport Air. Reinforcing the ‘Sport Air’ theme was a formidable clear cutaway roof panel providing a substantial feeling of openness to the cockpit even with the panel in place. That feeling was enhanced once the lightweight plastic roof panel was detached. Other design features included a lightweight aluminum and plastic teardrop bodyshell, interesting 3D headlamp and taillamp designs, and circuit board graphic elements incorporated into various exterior components…all in the interest of virtually shouting ‘electric.’
Bowing to its sporty theme, the mid-ship i-MiEV Sport Air variant was powered by an 80 horsepower electric motor, a 13 horsepower bump up from the standard electric motor in the i-MiEV. The electronic control unit was also re-calibrated to better suit American driving conditions. Energy was supplied by a 330 volt lithium-ion battery pack beneath the floor. Like the batteries, its charger and inverter were located as low as possible to optimize the 2155 pound car’s center of gravity.
Sport Air Remained a Concept
Alas, while this sporty version of this Mitsubishi electric car never did make its way to the highway, the production version of the i-MiEV did debut here at the end of 2011, though slightly larger and reworked to meet the needs of American drivers. It was some 4.3 inches wider and 8 inches longer than its kei car sisterships in Japan and other world markets while riding on the same wheelbase. Mitsubishi also redesigned the EV’s bumpers and added side curtain airbags to the U.S. version to enhance safety and meet U.S. regs.
Our first impression when we laid eyes on the U.S. production i-MiEV? Mitsubishi’s small electric car was different. With styling considered cute to some and a bit of an oddity to others, it was clearly not a car for everyone. This begged the question: Just who was right for the i-MiEV?
Finding a Market for the i-MiEV
That was not a question easily answered since there were no direct comparisons. Nissan’s LEAF was more sophisticated in many ways but cost about six grand more than Mitsubishi’s i-MiEV. When the electric smart fortwo ed (electric drive) emerged shortly afterward, it came in at a grand or so less than the i-MiEV, but that savings brought with it the loss of a rear seat and that was a deal-breaker for most American drivers.
Those who wanted an affordable – as far as electric cars go – zero emission ride with realistic expectations found the electric i-MiEV offering a potential fit. It was by design the least expensive, full-function four passenger electric vehicle on the market at the time. That didn’t mean it was cheap. Rather, at a retail cost of $29,125 for the base ES model, it was simply the EV that would strain budgets the least since all EVs, by nature, were expensive to make and their price reflected this reality. That said, factoring in the $7,500 federal tax credit available at the time meant the cost to American consumers was an approachable $21,625. Potential state and other incentives dropped the price even lower.
Minimalist Like a VW Beetle
Back in the day, we had the opportunity to spend time behind the wheel of a 2011 i-MiEV in city driving and on California highways and back roads. What was that like? Think vintage VW Bug and you would be in the ballpark in the way of driving experience. The i-MiEV was fun to pilot if your expectations were modest, sort of like those early Beetles.
While it did have a host of modern features including an array of advanced entertainment, electronics, and safety systems, the Mitsubishi i-MiEV cabin was generally spartan by the day’s automotive standards, also like those early Beetles. Instrumentation was minimalistic with the obvious juxtaposition of an HDD navigation system and rearview camera that were optionally available. The interior was surprisingly spacious considering the i-MiEV's smallish external dimensions, featuring over 50 cubic feet of cargo room with the rear seats folded down. Access for stowing gear and goods was easy through a large rear hatch.
Driving Conservatively Was Important
Our initial on-road testing was enlightening. We understood that running climate control or the stereo system would diminish range, but in the interest of driving the i-MiEV in ways that everyday motorists typically drive, we ignored that and did what we would normally do. Using the ‘Eco’ or ‘B’ transmission selections were recommended to maximize range and regenerative braking, but again, we thought it instructive to see what tooling about town in ‘D’ (Drive) would bring.
It was a pleasant experience. We drove 65 mph on the freeway and merged readily enough. Driving around town was comfortable and confidence-inspiring with no downsides. We were driving electric with zero localized emissions, a real plus. Then, amid our joyous care-free highway romps, we stole a look at the battery gauge and realized that our devil-may-care driving really had sapped this EV’s range. It was back to the barn for a charge, pronto. We understood why most drivers would want to opt for the transmission selections that favored range over performance. Driving more conservatively and using the tools provided to optimize range would allow drivers to realize the EPA’s combined range estimate of 62 miles.
Three Ways to Charge Mitsubishi i-MiEV
When the time came to charge up, the deed could be done in 7 hours from full discharge with a 220-volt home charger through a port at the passenger’s side, or in 22 ½ hours with a 110-volt mobile charger that’s carried along in the vehicle. We used the more convenient 220-volt Level 2 wall charger in our Green Car garage. To encourage quicker at-home charging, at the time Mitsubishi was using Best Buy's Geek Squad to install Eaton home chargers that were priced at $700 plus installation costs.
Surprisingly, Mitsubishi also enabled high power charging capability in its cost-conscious i-MiEV. On the driver’s side of our test car was a second chargeport for replenishing batteries with a public CHAdeMO fast-charging system that could bring the i-MiEV’s battery’s back to 80 percent state-of-charge in about a half-hour. Fast-charge capability is common in EVs these days but an unexpected benefit back then.
This Was Clearly a City Car
Overall, Mitsubishi strived to keep the cost down by making the i-MiEV as simple as possible. One example of this minimalism was the model’s instrumentation that consisted of a battery state-of-charge meter, gear indicator, speedometer, eco/regen indicator, and odometer. A remote key fob allowed drivers to communicate with the vehicle to pre-heat or pre-cool the cabin as well as control the charging process. While wireless, the remote for our test vehicle was not connected to the Internet so it could not be used with a smartphone.
We’ve had lots of experience with city-class cars over the years, most notably neighborhood electric vehicles (NEVs) aimed exclusively for around-town use at a governed top speed of 25 mph. The i-MiEV, while clearly intended as a city car with its limited range and minimalistic approach, was designed for much more than neighborhood use with its greater functionality, electronically-limited 81 mph top speed, advanced safety, and user-friendly features.
Mitsubishi i-MiEV Was a Trailblazer
The Mitsubishi i-MiEV – like the kei car genre from which it sprang – was aimed at drivers who wanted their rides distinctive, eco-friendly, reasonably priced, and ideally suited for around-town driving or commuting. Demonstrating their everyday capabilities was the goal of Mitsubishi's EVTown Initiative in Normal, Illinois, home of the manufacturing facility where domestic i-MiEVs were built. Here, drivers were regularly seen behind the wheel of i-MiEVs as they went about their daily business, making these electric city cars a common sight around town and illustrating that driving zero-emission EVs in city environs was, well…”normal.”
Obviously, Mitsubishi was banking on a large enough pool of like-minded buyers to make this approach a success. American auto preferences being what they are – bigger, faster, more sophisticated features – it’s no surprise that the i-MiEV ultimately faded away from new car showrooms after the 2017 model year as new electric vehicle choices and capabilities expanded.
Still, the i-MiEV deserves its distinction as a trailblazer and an important point of reference. Its story is especially relevant today as the national conversation expands to address the potential for smaller and more affordable city cars with a lighter environmental impact. True, they may not be for everyone. But the very fact that small kei cars are even being discussed today opens the door for more minimalist models that serve the fundamental needs of daily life. Perhaps something along the lines of Mitsubishi’s i-MiEV Sport Air would do nicely, don't you think?