'An e-Golf that drives like a Golf ice, not like an electric car'
http://www.greencarreports.com/news/1101169_sight-unseen-pros-and-cons-of-driving-a-stealth-ev Sight Unseen: Pros And Cons Of Driving A 'Stealth' EV Nov 27, 2015 Bengt Halvorson [images http://images.thecarconnection.com/lrg/2015-volkswagen-e-golf--long-term-test-car_100536845_l.jpg http://images.thecarconnection.com/lrg/2015-volkswagen-e-golf--long-term-test-car_100536850_l.jpg http://images.thecarconnection.com/lrg/2015-volkswagen-e-golf--long-term-test-car_100536847_l.jpg http://images.thecarconnection.com/med/2015-volkswagen-golf_100514168_m.jpg 2015 Volkswagen e-Golf - Long-term test car ] If you drive a Tesla Model S or a Nissan Leaf, then a certain image follows: Plain and simple, you’re an electric-vehicle early adopter. Just as the Toyota Prius has always shouted out that you’re in a environmentally sound, very fuel-efficient hybrid, these models push your decision to go all-electric out front and center. But for the 2015 Volkswagen e-Golf that’s been our long-term test car, it’s a bit different. The e-Golf is a stealth EV; it blends right in with other Golf models—which, we’ve found, is mixed bag. On the outside, if you’re not attuned to the lack of a tailpipe in the e-Golf, there’s not a lot to distinguish it from the gasoline versions of the Golf—or the Golf TDI, which we've driven with the e-Golf, back to back. Other than badging, the easiest way to pick it out from the rest of the lineup, other than the rather understated badging, is the thin blue stripe in front, across the lower portion of the headlights and what remains of the grille. There’s also a different, smaller/reshaped lower air intake in front, and what might be the boldest identifier from a distance: a unique wheel style. It's not all that much different than what those who buy or lease models like the Ford Focus Electric, Fiat 500e, and Kia Soul EV face. Subtle badging, stealth mission? There are plenty of details to differentiate the e-Golf, but they're mostly ones that only the most dedicated VW fans or EV enthusiasts are ever going to spot. Even as we’ve driven the 2015 Volkswagen e-Golf around the electric-car hotbed of Portland, Oregon—and in the particularly electric-vehicle-concentrated portion of the city where I live—it seems that to plenty of people, even those who are already acquainted with Leaf and Model S, perhaps, it’s just another Golf. Wherever we stop to for public charging, the e-Golf is quite the conversation-starter. Lots of that interest comes from drivers of Nissan Leafs—some of them unaware this car exists (the e-Golf has been sale on the West Coast for over a year)—and others asking how the range compares to the Leaf. We’ll bring you another roundup on range and charging soon, by the way, but the short answer at this point is that the Golf consistently delivers 80 miles out of a charge, almost regardless of driving conditions, with careful use of climate control, or 90+ miles with it off. That’s a bit more than what we’ve seen in a 24-kWh Leaf. Golf first, EV second VW has said that its goal with the e-Golf was to produce a car that’s “a Golf first, and zero-emission second.” Based on our continued driving time with the e-Golf, it seems they’ve accomplished that. Some may truly appreciate how the e-Golf discreetly packages in a lithium-ion battery pack and electric drive system without looking any different, and while still including all the great attributes of the current Golf lineup—like nimble handling and the sophisticated ride of a luxury car, plus seats that fold fully flat and excellent versatility for cargo and passengers. As we see more e-Golfs—or more VWs with the automaker’s GTE plug-in hybrid technology—we’ll likely become attuned to those cues that distinguish its electrified models. Yet none of Volkswagen’s vehicles with GTE plug-in hybrid technology, as far as we’re aware, will aim to look any more different than their internal-combustion-engine counterparts. Getting the word out—that’s the positive Back to the e-Golf’s stealth, I’ve had a cafe barista glower at me as I finessed my way into an “EVs Only” spot to charge, only to apologize once I’d started charging and was inside the cafe; it was the first e-Golf he’d seen, and he had no idea the Golf could also be an electric car. And I had a Prius driver asked how the Golf was as a hybrid; she thought I was pranking her that it was an all-electric car until I pointed out the lack of a tailpipe and the charge port. That charge port, by the way, is right where the fuel filler would be, behind a filler door looking no different than that of the gasoline version when it’s shut [we’ve already found that to be a negative for nose-in EV parking spots, but more about that soon in a separate post about charging]. Over the past few weeks, the e-Golf has also elicited a couple of conversations among friends—and at least one with a passerby—about Volkswagen and its ongoing diesel scandal. Of course, this emissions-related scandal has nothing directly to do with an all-electric model, sans tailpipe, but people see the big VW logos on this model, front and rear, and it’s where their mind goes. Right now, as we motor around quietly, the e-Golf seems like it could be of the better means for cleaning up VW’s image in the U.S.—if only it were just a little less stealthy in its mission, perhaps. [© greencarreports.com] http://www.latimes.com/business/autos/la-fi-hy-vw-egolf-review-20151128-story.html Car review: VW's all-electric e-Golf is as zippy and roomy as gas version [Nov 27, 2018] Charles Fleming [image / Volkswagen of America Inc. http://www.trbimg.com/img-5658f000/turbine/la-2016-e-golf-5255-jpg-20151127/600/600x338 Auto review: 2016 VW e-Golf The 2016 VW e-Golf is a spirited runabout that makes almost no compromises in terms of performance, comfort or cargo space ] In light of the still-widening diesel emissions scandal, it's no surprise that Volkswagen came to the Los Angeles Auto Show promoting an electric car. The German car company brought a fleet of the sporty e-Golf battery electric vehicles to the show, eagerly throwing the keys to anyone willing to take a test drive. The car is worth promoting. The VW e-Golf is a spirited runabout that deserves its place in the popular Golf family. In going electric, it makes almost no compromises in terms of performance, comfort or cargo space. It looks like a Golf, and it runs like a Golf ... Volkswagen, though seemingly late to the battery electric game, has been testing fully electric prototypes since the 1980s. Introducing the e-Golf as a model year 2015 car, it's now entering a crowded field. I count more than a dozen contenders, among them league leaders Tesla Model S and Nissan Leaf. Other than the Tesla — which can drive three times farther than any other BEV but also costs at least three times more — electric cars on the market include the Fiat 500e, BMW i3, Chevy Spark, Ford Focus, Kia Soul, Mitsubishi i-MiEV, Smart EV and Mercedes B-Class. The e-Golf lands near the top in terms of range, a promised 83 miles between charges — not far behind 93 for the Kia, 87 for the Fiat, 85 for the Mercedes and 84 for the Leaf — and in the middle in terms of price, less than the BMW or Mercedes, about the same as the Fiat and the Kia, and well above the Ford or Chevy. The base SE model starts at $29,815, and the SEL Premium at $36,415, before government incentives. But leasing is often a better option for electric cars because of their uncertain resale value and often attractive deals from automakers and dealers ... The e-Golf gives some insight into the company's ability to deliver on electric powertrains. VW executives have said they didn't want to come to market with an electric car that didn't perform well. They wanted, said product manager Mike Klopotowski, "an electric Golf that drives like a Golf, not like an electric car." That meant it had to go fast, handle well and accommodate five passengers and some luggage. It had to appeal to younger early adopters who wanted a zero-emission car, as well as aging baby boomers and empty-nesters, who didn't want something that screamed EV. "It couldn't look like a spaceship," Klopotowski said. "The older buyers don't want something too futuristic." After a week in the e-Golf, I'd say Klopotowski and company have succeeded. The car is zippy and fun to drive. Like all electric cars, it's extremely quiet and vibration free. It's just as comfortable as its fellow Golfs, with a pleasantly firm ride and all the key dashboard components visible and all the important functions in easy reach. It has excellent visibility. Importantly, it drives much more like a sports car with 115 horsepower and 199 pound-feet of torque than something designed to save the planet. In "B" regenerative braking mode, particularly, the accelerator response is instantaneous, making the car quick to dash forward and aggressive to brake. Unlike some of its smaller competitors — ciao, Fiat! — the e-Golf has full-size back seats for full-size adults. The fit and finish, front and back, is up to German standards. It is reasonable to assume the electric Golf will stand the wear and tear of American roads as durably as its gasoline and diesel versions have done. The e-Golf comes in two trim levels — the SE and the SEL Premium, the model I drove. The higher-cost version includes higher-grade navigation and infotainment — a $395 Driver Assistance Package includes some extra safety features — plus on-board hardware that will allow the SEL to take advantage of the DC fast-charging system, which cuts the recharge time from about 10 hours on a 120-volt plug, or four hours with 240 volts, to around 30 minutes on a fast charger ... The e-Golf promises 83 miles of "real world" driving range, meaning the car doesn't have to be babied along to get the most out of a charge. After a week in the vehicle, I'd say that's about right. I live in a hilly area and drove the car to maximize its sporty feel, and I was on target to run out of juice somewhere above 80 miles ... The e-Golf has three range estimators — a gas gauge-style dial showing charge level, a range number next to the gas pump icon on the dash, and a second range number inside the infotainment screen. These last two numbers were always different. I started with 83 miles in the tank. After a few days' commuting back and forth to work, I found I had 63 miles' range left, on one gauge — but only 41 on the other. Studies have shown that almost all Americans could commute quite comfortably with 83 miles of range. But not all of us have plug-in parking spaces at work, and apartment dwellers may not have easy access to plug-in spots at home ... But VW says most e-Golf buyers already own something different for their weekend excursions. Klopotowski also said an increasing number of e-Golf buyers arrived at the dealerships looking at gasoline-powered Golfs, and left with the electric versions. Is 83 a big enough number to persuade other drivers to convert? In the first year on offer, VW sales numbers shot past all but three other brands — behind only Tesla, Nissan and Fiat. For those who do choose to plug in, the e-Golf should make an attractive daily driver. And VW, given its diesel scandal, could use more sales of cars without tailpipes. 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