The electric car is no longer a rarity
Unlike other brands, which are betting on developing models
designed to be electric (there have we very interesting BMW i3, Nissan Leaf and
Renault Zoe, not to mention the amazing Tesla Model S), Volkswagen has
preferred to follow a more conservative route, preparing hybrid and electric
from conventional models rather than tested and amortization process variants.
Not that the German brand is alone in this way of proceeding, as demonstrated
already on the market Kia Soul EV, Ford Focus Electric and Smart Electric
Drive.
Not having to design new models has granted the Volkswagen
Group time and resources to develop their own technologies of electric motors, lithium
ion batteries and management of energy flows, common foundation on which is
launching a major product offensive. Thus, they have arrived or will soon
arrive in our market Jetta and Touareg conventional hybrids, plug-in hybrid
Golf and Passat GTE GTE, and purely electric e-Golf and e-up !.
While hybrids, plug or not, models seem to be the most
viable at present in the market driven by alternative energy (both acquisition
cost as autonomous operation) cars, electric cars can and should become the Ideal
for everyday use. In coches.net we have already tested the new e-Golf, which
adds an extraordinary silence up to the usual ride quality German compact,
which penalizes instead with the obvious limitations of an electric. Something
similar happens with the e-up !, compelling compendium of lights and shadows of
which I speak today.
Many changes and almost none in sight
As is clear from its name, the e-up! is a derivation of the
Volkswagen up! powered by electricity; therefore shares dimensions (3.54 m long
and 1.65 meters wide and 1.48 high) chassis, body (only the five-door) and most
components of the standard model.
Outside, however, presents some aesthetic features that
reflect the special nature of this car, such as the blue shading of brand
logos, signing as 'C' of daytime running lights and rear reflectors (traits
shares with the e-Golf and future electric car brand) and using alloy wheels
15-inch specific design. Apart from that, minor changes have been implemented
to improve aerodynamics as much as 4% (Cx 0.31) taking advantage of lower
cooling requirements of an electric car; and to increase energy efficiency, has
chosen to use tires with low rolling resistance.
The carrier hardly changes at first, except for the use of a
light beige coatings for the lower half. If you look, instrumentation changes,
as is logical, the seats have sections in beige leather and come with blue
thread sewn, the same used for the steering wheel and shifter.
The space available for passengers is the same as in the
Volkswagen up !, which can be explained by the fact that the batteries have
been distributed by the underbody. Sitting in the back seat, remain unconvinced
the verticality of support and lack of free legroom; but, in short, are things
that have small cars! The boot capacity, also intact, continues to set some
interesting 250 liters.
How this electrical work?
Let's move on to what matters in this car: its driving
scheme. The Volkswagen e-up! Riding a synchronous permanent magnet electric
motor capable of delivering the front axle maximum power of 60 kW, equivalent
to 82 hp. This engine is mated to a automatic transmission in a forward gear
sets (the reverse is achieved in electric motors reversing their polarity).
The engine gets stored energy in the system of lithium ions,
consisting of 17 modules with 12 cells each and as I said before is distributed
between the front and the rear. The advantage of using this configuration is
that, although the total mass of the e-up! (1.139 kg) is 23% greater than that
of an up! gasoline, at least the center of gravity is much lower.
Being a small car, and thus have little space to locate its
batteries, the theoretical range of e-up! stays at 160 km, the lowest of the
eight cars that took part in our comparative ambitious electric car.
To try to soften this problem, the e-up! offers two driving
profiles than the standard, which allows to extend the mileage of the car. The
Eco profile reduces engine power 50 kW (60 hp), softens throttle response and
reduces the power of the air conditioner. The Eco + profile goes one step
further, allowing maximum power of 40 kW (54 hp), further limits the
acceleration and off the conditioner. After testing these three driving
profiles, choose the standard for city driving and highway, leaving the Eco to
move quietly through urban rounds. Instead, the Eco + profile slows the car
too, with a response to the gas pedal almost nil unless we tread depth; not to
mention the inconvenience of not having air conditioning in cold or hot days.
We can also play with up to five modes of energy recovery, a
very important factor such vehicles because it allows downturns take to
recharge the batteries. I liked to have a D so that no endeavors like other
electric cars to recover kinetic energy all the time. This mode allows Circular
D "sailing" when lifting off the throttle, leaving roll with the
accumulated inertia, which is especially nice always to remember that the car
will only extract energy from braking.
From there, just move left the grip of change we can scroll
through the D1, D2, D3 and B modes, each more intense than the last in terms of
energy recovery. From D2 mode, the engine braking effect is quite remarkable,
so the brake lights light up automatically every time we release the
accelerator pedal.
Driving in B reminded me to get the strange feeling for the
first time at the wheel of a BMW i3. A as in the former, the engine braking is
so strong that rarely have to use the brake pedal, or even rolling downhill.
This will force us to change somewhat the way we drive, learning to
"accelerate slightly" to control the speed or for smooth braking.
In any case, I think the most comfortable and natural is
circular modes D or D1 whenever we planned our usual routes and identified
possible points of recharge something that very soon we learn if we do not accidentally
discover the limits of autonomy our car. So added, the display indicates at all
times the energy flow to help us understand when we are demanding energy to the
car and when we are recovering.
All these profiles, modes and multimedia systems can help us
ultimately change our mindset to adopt an efficient driving style that allows
us to extend and control the autonomy of our car. Even so, keep in mind that
there are several factors that can reduce this maximum distance as the type of
road, traffic conditions, the terrain and drag; these and other reasons may
cause the estimate indicates our car can vary drastically, since that provision
of autonomy is updated based on our recent tour.
The main lesson we learn with these cars is to be cautious
and never worry the battery life. But if we must, at least the car will do its
part to alert us of our situation and help us reach The main lesson to learn is
to be cautious and never rush the baterÃas.buen port. When the indicator marks
an estimated 30 kilometers autonomy, jump an acoustic warning indicator
"reserve" lights and engine power to 60% of the maximum limits. When
and only can travel 5 kilometers appear on the instrument panel symbol of a
turtle swear it's true-that makes it clear that the car has drastically limited
the response of the engine to enable us to achieve a safe place to stop the
car.
Obviously I have described an extreme case, it has little to
do with the experience of an owner who knows the pros and cons of this car.
Normally we would leave our car parked while charging its batteries. But how
much can you take to do so? It all depends on where you load up and the type of
base to which we have access. The Volkswagen e-up! can be charged by connecting
to a conventional power socket 230 W, with a time of about nine hours if the
battery gets fully discharged (the charging power is 2.3 kW). We can cut this
period up to seven hours if the dealer handle the installation of a 3.6 kW
wallbox -eye in our house: a house with garage; I refuse to install it on my
floor and up the car for the stairs.
Next to the AC connector, the e-up! brings another DC that
meets European standard CCS (Combined Charging System) and allows us to load
the car on a public station 40 kW.
Optionally, you can also subscribe (free for the first year)
the online service Car-Net, which allows us to program and control the
recharging of the batteries, turn on or off the air conditioning, the 'Car-Net
e-Remote' app for Android and iOS smartphones.
Yes it is possible to have fun with this car ...
But friends all this fuss efficient driving, energy
recovery, finding outlets and recharge management vanishes when we are sure not
to have to control the autonomy and can finally focus on enjoying the benefits
of an electric car; which are many and notable. I agree that there's nothing
like turning the ignition key and feel the raucous beat of a V8 engine, but at
least in my case I would reserve gasoline car to savor during the weekend.
I can assure you that those who, like me, have to suffer the
daily ordeal of going to work by car and jam jam, you would be delighted to
hear nothing at all to start the car. Not a single noise to enter every street;
not a single noise coming out of every traffic light; not a sound for two or
more times each day. This is the most zen version of driving pleasure.
In addition, benefits the e-up! They are quite interesting.
Rather than its pure power, the way to deliver it. Here comes into play under
dynamic as electric motors which deliver maximum torque at zero rpm thus
maximum thrust is already from standstill. In this case we have a maximum
torque of 210 Nm --valor only good for a small utilitario- that continues to
2,800 rpm. From there we find the maximum power of 82 hp, which keeps pushing
to 12,000 rpm.
Where it really makes a difference a car like this is in
town. Goodbye to the myth that electric cars do not respond. Yes, at top speed
have little to do 130 km / h the e-up! 171 against his brother. This perception
of dynamism still makes more merit if we remember that up! Power must bear a
burden of 210 kg in relation to his brother petrol (batteries weigh your
thing), but being distributed by the underbody not affect too. The greater mass
of the vehicle is well compensated by the response of the electric motor, and
no clear loss agility shows in comparison with eel up! conventional.
Let's review the measurements obtained in terms of power
consumption and autonomy. But always keep in mind that the characteristics and
circumstances of our journey largely affect the real autonomy of the car. We
have seen that in the case of e-up! is around 120-130 km under normal
circumstances.
Electric are expensive.
And now comes the time I end my enthusiasm for the
Volkswagen e-up! and most electric cars available on the market. Time to talk
about prices in a segment where the cost of purchase is often prohibitive. And
this German utility would not be an exception: if we want to with it, we must
be willing to "lose affection" to 27,370 euros. Yes, you read that
right.
Also keep in mind that the equipment of the e-up! is
practically the same as the !, the most comprehensive range of conventional
High up. By numbers, the price difference with the electric model stays at
8,910 euros. Difficult is that we can amortize the cost overrun; but I
understand that those who buy a car like this is obviously because they can
afford, and also enjoy the amenities it brings.
All that said, I maintain the conclusion that I explained in
our video comparing electric cars. that is, to go to work, take the kids to
"cole" and shopping at the grocery store. From there, we begin to
feel the anguish of autonomy, so that electric cars higher segment lose strength
as an alternative purchase.
