Is Ford Fusion Energi (20-Mile Electric Car) A Volt Competitor?
Add to circle
As far as we know, not a single auto journalist has yet driven the upcoming plug-in hybrid Energi models of the 2013 Ford C-Max and 2013 Ford Fusion.
But an interesting and illuminating post on HybridCars.com offers more details about those cars' electric capabilities than we'd seen to date.
It led us to wonder whether the 2013 Ford Fusion Energi will actually prove to be the most direct competitor yet for the Chevrolet Volt range-extended electric car. Here's why.
The author, noted hybrid-car authority Brad Berman, corrects his previous assumption--which many of us shared--that the plug-in versions of Ford's newest-generation hybrids would operate the same way as the 2012 Toyota Prius Plug-In Hybrid.
That is, the plug-in Prius runs on electricity up to 51 mph for 6 to 11 miles--but only under light loads and gentle acceleration.
Mash the throttle on a fast uphill freeway on-ramp, and the Prius Plug-In's 60-kilowatt (80-horsepower) electric motor hasn't a hope of providing the needed acceleration.
So even if there's 10 miles or more of electric range showing on the car's multi-information display, the engine switches on and both engine and electric motor contribute torque to motivate the car as needed.
Ford, it turns out, has taken a different approach, one that makes more aggressive use of pure electric driving, using an electric motor of so-far unspecified output. Ford expects the EPA to rate total electric range at about 20 miles.
(While Berman's article discusses the plug-in hybrid system in the C-Max Energi, not the Fusion Energi, we expect the two cars to use identical powertrains and operate the same.)
Ford's Energi plug-in hybrids offer up to 20 miles of electric range, as well as all-electric operation at up to 85 miles per hour.
The plug-in hybrid system gives drivers three different modes of control for electric driving: "EV:Auto" lets the car optimize efficiency by switching among electric and hybrid modes as needed, "EV:Later" conserves electric range by running the Energi cars solely as hybrids, and "EV:Now" runs the Energi models solely on electric power.
(Ford, quite properly, notes that running at high speeds solely on electricity drastically cuts that 20-mile all-electric range.)
With that in mind, we wonder if Ford has designed its plug-in hybrids to line up neatly against both of the highest-volume vehicles in the segment.
In other words, the 2013 Ford C-Max Energi faces off against the Toyota Prius Plug-In Hybrid--while the 2013 Ford Fusion Energi will compete not against the plug-in Prius but against the Volt.
Sure, it doesn't have the Volt's electric range. The 2013 Chevrolet Volt is rated by the EPA at 38 miles of electric range--and our experience leads us to believe that's a real-world number for combined speeds, including freeway use.
But the 2013 Fusion Energi offers a lot more "electric drive" feeling and range than the ponderous and slightly disappointing Prius Plug-In. Also, it's a more conventional-looking car than the Volt, with more interior and trunk space.
For drivers with shorter commutes, that might be enough. Especially if the Fusion Energi's gas-mileage and overall efficiency ratings are competitive with the Volt's.
Here's how the Fusion Energi compares to the Volt:
- SIZE: The Volt is a compact four-seat hatchback, while the Fusion Energi is a more spacious mid-size four-door sedan with five seats.
- RANGE: The Volt gets up to 40 electric miles (at a wide variety of speeds), the Fusion Energi gets up to 20 miles (at lower speeds)
- PRICE: The 2013 Volt starts at $39,995 and buyers are eligible for a $7,500 tax rebate, while the Fusion Energi hasn't been priced but qualifies for a $3,750 rebate.
Price will be a critical part of the equation. The 2013 Ford C-Max Energi will start at $33,475, less expensive than the Toyota Prius Plug-In Hybrid against which Ford positions it.
The 2013 Ford Fusion Hybrid starts at $27,995 (including a $795 destination fee)--more than the 2012 Toyota Prius at $24,760 (including $760)--but the plug-in 2013 Ford Fusion Energi hasn't yet been priced.
Still, we suspect Ford will be keenly aware of the Fusion Energi's position against the Volt--both in base price and post-incentive cost--when it goes on sale early next year.
This could get interesting.
+++++++++++
Follow GreenCarReports on Facebook and Twitter.
Related Articles
-
Tesla Model S Recall Announced For Rear-Seat Latch Bracket
-
Tesla To Show Battery Swapping For Model S, Tweets Elon Musk
-
New Gas Mileage Rules Will Reshape What Americans Drive: Engines And Transmissions
-
New Gas Mileage Rules Will Reshape What Americans Drive: Aerodynamics And Weight
-
2013 Lincoln MKZ Hybrid: Brief First Drive
-
Follow Us
On Facebook
Most Popular This Week
More »
Flying Electric Bicycle Debuts In Prague, Will NYC Ban These Too? 
2014 Ford Focus Electric: No Updates, No Love For Ford's... 
2014 Cadillac ELR Electric Luxury Coupe Featured On Jay Leno's... 
Nissan Leaf Electric Car: Ultimate Guide, What You Need To Know 
GM, BMW Complete Testing Of New CCS Quick-Charging Stations For... Find Green Cars
Photo Galleries
More from High Gear Media
- Follow Us
Have an opinion?
There probably is an optimum in the price/EV performance curve for these vehicles. On the extreme end, Tesla Model S with 265 mile range, too much money is being spent on the battery.
On the other extreme end, the Plug-in Prius has a pitiful (but still useful) 6 mile range.
The Volt 40 mile range seems to be a good tradeoff, but the vehicle price might just be a tad too high.
Perhaps the Fusion Energi with a 20 mile range will be that optimum combination of "enough" EV range, without being overly expensive.
Should we be very skeptical of Ford's seriousness with the Energi after the slow roll-out of the Focus EV? Or is the situation with the Energi going to be different?
I don't think so.
You can always "option" to buy at the end of lease.
Plus, for people who worry about tax credits, this will allow people to get that deal in lease savings without any income restriction.
The stripped down Volt is still $40K, I am not sure were I can get $5K off.
As for the $249/month lease, very cool, but it is only 24 months, only on the non-California model, and only on the stripped down version.
there are only 7 options on the Volt (Bose sound, backup camera, leather w/heat, Nav with 30Gb HDD, Color, wheel, and my link)...
It's too bad really, since Ford's battery cost is unlikely to exceed the $417/KWH tax credit Ford could basically have offered an extra 8.5KWH of battery capacity for free. Problem I suppose is where to put that extra volume and if these cars are also for export to countries without capacity related incentives they might get too pricey.
Advantages -- More luxurious mid-sized family sedan with lots more features and comfort; 5 passenger seating; better mileage in hybrid mode.
Disadvantages -- Less electric range; battery package.
Ford has not released pictures of the Energi battery pack in their vehicles. I saw a C-Max Energi at the NAIAS. The top-mounted pack is quite large and takes up an additional 5 cubic feet over the hybrid. If (as I suspect) the Fusion follows the same route, the larger battery will take up a portion of the trunk and will eliminate fold-down seats. We'll just have to wait and see as the PR spoonfeeding continues.
Also, I expect the Volt to perform better as well.
I chose to make this comment because the origin of the Volt is a C-car (Cruze); the Fusion is a C/D car. Across manufacturers, C/D cars generally exhibit a higher level of refinement than C-cars, particularly in cabin fittings and NVH as well as a noticeable cabin size difference in both width and length. In addition, there are several options and features on Fusion not available in Volt (Lane Departure and Blind Spot Detection among others).
But Volt is far better equipped and trimmed than Cruze. Volt to Cruze is like Lexus 200 CT to Prius...
Fusion is larger and have more room (just rode in one today during lunch). But Volt is more comfortable ride (even in the rear due to bucket seating).
After I posted, I found the new options you mention when I was searching dealer inventory. The on-line Volt configurator is out of date and only allows building a 2012 model, so that's why I missed it.
I could debate your comment on Fusion ride, but that is somewhat subjective. Unless you have some connection with access to an early build, I don't think you were riding in a 2013 Fusion which is all new from top to bottom. AFAIK, volume production hasn't begun.
I was up to 96mph in my Volt this morning going uphill to pass a red Prius with black/gray raciing stripes hogging the left lane at 60mph... All that was in pure EV mode. If the Fusion Energi can do the same, then there will be buyers. Also, I expect the Energi to have a worse gas mpg than that hybrid version due to extra weight in both the motor and battery pack.
I am not "holding my breath" on this one.
Most of my driving involves either 15 mi errands or 80+mi trips. That knocks the Volt down a few pegs with its lackluster 37 MPG gas mode rating and premium fuel requirement. GM Needs to find 10+ MPG in the Volt, immediately.
As for me, the C-Max Energi really caught my attention especially with a 47 MPG rating. I can see that replacing both my vehicles in a few years.
A Prius is about 700 lbs lighter than the Volt. One of my coworker just got 40mpg in his Prius (instead of the typical 55mpg he gets) with four people in the car and loaded luggage to roof going 75mph+ down to L.A. from SF. So, 700 lbs just cover about 4 people with luggage. If you look at the difference between the Volt and Prius + 700lbs in MPG, they are about the same. I get about 38-40mpg going 75mph in my Volt.
Sure, the larger the battery, the less MPG in regular mode with extra weight. Sure wind resistance and tire resistance makes a difference. But weight is a major part of it.
This cherry picking data is a little silly. I have taken my family of 4 with luggage on long distance trips and can get 50 mpg with no problem (in the summer, winter is worse.)
I explained the fact that due to weight difference, the mpg will change. My coworker gets easily 55mpg in his Prius. But when he loads it up and speed up, the Mpg drops to 40 on his trip between SF/LA. The extra weight that Volt is carrying (~700lbs) explain some of that why Volt's gas mpg is lower.
Any long term data on the Prius from any reliable source shows it performs at 50 mpg. Saying otherwise is cherry picking.
So, you are telling me that if a Prius loaded with 4 adults and luggages full to the roof and going 80mph all the way from SF to LA (through the gravevine) on I-5 that a 40mpg is NOT possible?
Well, I would say you are crazy for NOT believing it. I already said that I can easily drop the Gen II Prius mpg to 38mpg.
A Prius load with 4 people and full of luggage going hi-speed with A/C on and through hills can easily drop to the low 40s. In fact, another poster just argued with me few days ago said the same thing. He even said "My Prius still returned 44mpg with mostly 80mph+ driving"...
When was the last time you cruised at 80mph+ in your Prius?
Next time, do it and see how fast your MPG drops...
Then do it again with 700 lb weight in your Prius and see what happens...
Make sure you log the miles and how many gallon you used to calculate it yourself instead of trusting your mpg computer in the car.
I guessing it is just a more powerful verions of the PIP...
20 miles @ 4 miles/KWh would give it 5KWh battery.
20 miles @ 3 miles/KWh (PIP) would give it 6.5 KWh battery (similar to what the tax credit would justify).
The less efficient design Pure EV design is similar to the PIP's design (more a hybrid first than EV first). Volt is EV first.
Also, Toyota and Ford had a "collabration" few years ago on hybrid. I imagine they would follw that school of thought.
Third, C-MAX is modeled closely to Prius. Fusion is similarly modeled to Camry...
Well that can be said of a lot of conventional cars where mpg is concerned but it doesn't seem to compute with buyers does it?
MrEnergyCzar
But Volt can use 3 improvements.
1. An EPA rated 60 miles all electric range would be awesome.
2. A power/memory seat option would be nice.
3. A 120/240V universal EVSE with adopter plugs allows owner to charge in either 120V or 240V (either NEMA 14-30 or NEMA 10-30 or NEMA 6-30 plugs)
Have an opinion?Join the conversation!