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2013 Electric Cars: Rated Range For Each Model, Ultimate Guide

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2012 Toyota Prius Plug-In Hybrid - production model

2012 Toyota Prius Plug-In Hybrid - production model

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It's really the defining feature of any plug-in electric car: How much electric range does it have?

The ever-helpful EPA, which has rated the gas mileage of all new cars, publishes its estimates of electric range for every plug-in car on the market.

So here's our list of all 2013 plug-in cars, with a few notes the EPA doesn't include, from lowest to highest.

PLUG-IN HYBRIDS and
RANGE-EXTENDED ELECTRICS

2013 Toyota Prius Plug-In Hybrid: 6 miles continuous, 11 miles total

The Toyota Prius hybrid, by this point, is an icon. The most popular car sold in California, it has expanded to a range of four vehicles, including a plug-in hybrid model that has the dubious honor of offering the least electric range of any car with a cord in the U.S. That didn't keep it from being the second best-selling electric car last year, however--due in part to the security of the Prius name.

2013 Honda Accord Plug-In Hybrid: 13 miles*

While this rating hasn't yet appeared on the EPA website, we expect it to be confirmed soon. The plug-in Accord, which like many plug-in hybrids is sold only in a few states, is the first car to use Honda's new two-motor full hybrid system for larger cars (a conventional hybrid will follow later this year). It competes directly with the Ford Fusion Energi.

2013 Ford Fusion Energi: 21 miles

2013 Ford C-Max Energi: 21 miles

Both of Ford's plug-in hybrids use the same powertrain and are rated at 21 miles of electric range--which we found in our test drive to be at least 15 miles and potentially more, depending on how you drive and what speed you travel at. The C-Max is a five-door compact hatchback, the Fusion a four-door mid-size sedan.

2012 Fisker Karma: 33 miles

We're leaving the Fisker Karma in this list for the moment, although the company hasn't built any cars since last summer and is now working hard to find a savior or a buyer. Still, the Fisker Karma is one of only two range-extended electric cars on the market (along with the Volt) and it's a stunning and attention-grabbing machine--even if it's the least efficient plug-in car on the market.

2013 Chevrolet Volt, Catskill Mountains, Oct 2012

2013 Chevrolet Volt, Catskill Mountains, Oct 2012

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2013 Chevrolet Volt: 38 miles

The best-selling plug-in electric car on the market, the Chevy Volt is now in its third year on sale. For 2013, its rated range went up slightly from 35 to 38 miles. Its Voltec powertrain will also be used in next year's stunning and considerably pricier 2014 Cadillac ELR luxury electric coupe.

BATTERY ELECTRIC CARS

2013 Scion iQ EV: 38 miles

This one's barely even worth covering, since its minimal battery range is likely to mean it's effectively unsellable in the U.S. We expect the small handful of electric Scions to be dispensed to fleets for "testing" before they're quietly sent back to Japan after a decent interval.

2013 Mitsubishi i-MiEV: 62 miles

We're fond of the little Mitsubishi, the smallest five-door hatchback sold in the U.S. But while it was the first modern electric car to be sold globally in volume, its range of 62 miles falls below 50 miles if it's driven aggressively or you use lots of climate control. This year, i-MiEV incentives have soared--and so have sales. Great for around town.


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Comments (31)
  1. For my purposes, 100 miles EPA rated range would be enough for my round-trip commute for quite some time. I considered a Leaf early on {and still very much like the Leaf} but then I read that you should expect only about 70% battery capacity at best after 10 years, and you shouldn't really expect more than 70% range in cold weather. So, after the battery is aged a few years, I'd still have 49 miles. My commute is 40 miles RT, so this is what I am waiting for.
     
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  2. Go for GM Volt. Best customer satisfaction %, better then Ferrari or Aston Martin.

    And you can do your commute almost in all electric mode.
     
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  3. Don't half-gas it, with a 40 mile round trip the Leaf would be perfect for you. If in 8 years the battery is only giving you 50 miles in the winter, you can get a new, better battery anyway, probably cheaper than a 100 a month because of the new battery technology. I would discourage the Volt, it costs more and still has an ICE engine, which will require maintenance, and if you never use the gas engine it will not age well.
     
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  4. I would like to have an Affordable BEV that has at least 200 miles "real world" range to be competive against other hybrids and PHEV/EREVs.

    I would also like to see PHEV/EREVs to have at least 60 miles real world full EV range as well.


    Both of them will require significantly reduction in battery cost and increase in battery energy/power density. My guess would be a factor of 2x.
     
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  5. I find that the RAV4 delivers exactly enough mileage at an 80% charge, which is right around 100 miles. After nearly a month we haven't bothered with a 100% charge and never really found we needed one. I think a true 100-mile range really gets past a psychological barrier.
     
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  6. Too bad Toyota will only sell 2,600 of them over three years. Sounds like a great car, but with only 867 available per year it will be very hard to find one.
     
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  7. Regardless of "Range", EVs provide a very similar high energy efficiency. Best EVs travel ~4 miles per kWatt-hour; worst travel ~3 miles/kWh. At ~$0.12/kWh (national Avg), $/mile is a consistent $0.03-$0.04, unlike gas.

    Scion iQ EV: 12 kWh, 38 miles, 3.2 miles/kWh
    Mitsubishi i-MiEV: 16 kWh, 62 miles, 3.9 miles/kWh
    Smart Electric Drive: 17.6 kWh, 68 miles, 3.9 miles/kWh
    Nissan Leaf: 24 kWh, 84 miles, 3.5 miles/kWh
    Ford Focus Electric: 23 kWh, 76 miles, 3.3 miles/kWh
    Honda Fit EV: 20 kWh, 82 miles, 4.1 miles/kWh
    Fiat 500e: 24 kWh, 87 miles, 3.6 miles/kWh
    Coda Sedan: 31 kWh, 88 miles, 2.8 miles/kWh
    Toyota RAV4 EV: 41.8 kWh, 103 miles, 2.6 miles/kWh
    Tesla Model S 60 kWh, 208 miles, 3.5 miles/kWh
    Tesla Model S 85 kWh, 265 miles, 3.1 miles/kWh
     
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  8. clarification: all 2013 models, miles are Range at 100% charge.
     
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  9. Those are also ranges without heat usage or extensive hwy 70mph+ usage...
     
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  10. I would need to get 100 miles (avg of city/highway) on a charge for me to consider buying an EV. That assumes that I could only go about 70 miles in the winter. Anything short of that range and I would be in a jam 1 or 2 days a month since there isn't much of a charger infrastructure in my city and surrounding area.

    If I buy a car this year it would have to be the Volt, but if by some miracle the LEAF can get another 20 miles per charge in next year's model, I could go for that.
     
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  11. If Toyota e-Rav4 is available for you in your area, you might want to check it out. Other than that, Volt is probably your best bet in the near future.

    I don't see how the Leaf can get to what you need soon. You also have to include the worst case battery degradation into consideration as well. If the battery degrades to 70% capacity in 5 years, you would need 140 miles range (original) in order to meet your 70 miles range in the winter. 140 x 0.7 x 0.7 = 68.6 miles.

    I think for your case, anything with an extender is probably the best option.
     
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  12. Leaf is ugly car i prefer imiev look but will wait for 100 miles range for imiev
     
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  13. My next car will prob be in the '16-17 timeframe, but I'll say the same thing. My commute is 50 miles round-trip so I think 100 + miles would be where I would feel a little buffer during winter.
     
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  14. I just took delivery of a C-Max Energi and I love it! We have driven just around town all in electric mode for 3 days now. We pay just 5.6 cents per kWh and have gotten very close to the 21 miles Fords says it will get in electric mode. Temperatures have been in the mid 20's - low 40's over the past 72 hours. Our garage stays around 52 during most of the winter season. If you buy the Volt you will pay about $6000 more. I would strongly urge you to test drive a fully charged C-Max. The C-Max has better acceleration and is much more comfortable to drive.
     
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  15. @Barry: Curious to know where you live, if you're willing to say.
     
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  16. Volt doesn't cost $6,000 more. After tax credit, the difference is only $2,300.

    Plus, Volt is faster than C-Max Energi in 0-60mph (while staying in the EV mode) and it is lighter and has a much longer EV range...
     
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  17. I drive a Nissan LEAF and get something close to the EPA rated range, usually more in summer and less in winter, and much more if I stick to city streets. My commute is 32 miles and I charge at both home and work.

    I would like to see a 100 mile EPA range. It would enable me to use the car for even longer trips instead of having to take my wife's ICE car.
     
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  18. You can buy a Volt and a Leaf... :)
     
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  19. Just get the Volt and never look back. We're so glad we got it and love driving it.
     
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  20. Too bad the C-Max was not available for you. February car sales show the real trend. Volt sales were way up by 59% all the way upt to 1680 sales. Now that is for a car that has been out for 2 years? Ford C-Max sales were almost double at 3108 in Feb. and over 5900 year to date!
     
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  21. @Barry: To be fair, Volt sales shouldn't be compared to total sales of the C-Max Hybrid AND Energi. Volt buyers aren't looking at conventional hybrids as alternatives, but at plug-ins: C-Max Energi or Prius Plug-In Hybrid.

    So the appropriate sales figures through February are:
    - Chevrolet Volt: 2,766
    - Prius Plug-In: 1,567
    - C-Max Energi: 672
     
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  22. I guess you don't see the difference between C-Max and C-Max Energi...

    BTW, Volt is actually gettting its MPG in the extended range and C-Max is NOT getting its MPG in "gas" mode... But C-Max/energi does have seating for 5...
     
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  23. Barry,
    I test drove the Volt during the Summer of 2012 and then the Cmax a few months later. The Volt blew me away in every factor that mattered to me. The Cmax just didn't light my fire.

    When my wife saw the Cmax brochure, she said no way. When our 1997 Ford Explorer had an alternator go, we said enough of the reliable but gas guzzling hog. We arranged a weekend test drive for the Volt, just so we could play with it for a few days before we settled on a new or used Cruze. As much as I would have rather had the Volt, my wife was against it because it was only 4 seats and the cost of it.
    It took her about 2 minutes to start changing her mind after we drove out of the Chevy lot.
     
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  24. We drove the Volt an hour away to a Car Max and test drove a nice used Cruze. The Cruze is a great car but we couldn't wait to get back in the Volt. The next morning she started running the numbers, business woman that she is, and we figured we'd break even in 3 years. All along pumping money into American Power Companies and workers and starving our good friends the Saudis. As a Desert Storm Veteran, that warms my heart!
     
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  25. i think the sweet spot for range at an affordable price will happen late next spring with a car that gets just over 100 "real" miles. i could live with that for now
     
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  26. For an all-around, take almost anywhere vehicle, 250 miles.
     
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  27. I need enough range to make a 105 mile round trip to the airport, plus an allowance for HVAC/weather and 10 years of battery wear. If I assume a 30% factor for each of HVAC/weather and long term degradation then I'd need to a car with at least 200 mi initial range.

    A battery warranty would be very valuable if the manufacturer took the liability for limiting degradation. Otherwise I'd need to get a car with additional range reserve.
     
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  28. In this case "practical range" means 'extended one-way trip range,' not the daily routine.

    EPA-100 miles with 2 DC quick chargers per 50-mile radius. As a heavy commuter with a Nissan LEAF, it's all about being able to plug-where-you-park and DC quick chargers when you can't do that.
     
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  29. My commute is about 55km, so anything over 70km or so gives a good buffer. Of course range reduces gradually over time, so the range when new would have to be up around 100km.

    I think fast charging and/or battery swapping is more important than range once you get over your commute distance. Driving for an hour and then resting for half an hour isn't the end of the world, if it gives you "unlimited range like a petrol car."
     
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  30. What is an acceptable range? I would say 300+ mile range. We still need more charging stations along major Interstates approximately 80-100 miles apart so that EV's can travel long distances.
     
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  31. I can live with the 2013 LEAF's range.I Drove it. I love it. It's a great car. Will own one soon,perhaps a 2014. However; 120+ "real world" miles would be icing on a very,very nice cake... Perhaps a 32 KwH battery pack and some weight reduction?
     
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