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| Stellantis models such as the Jeep Avenger are available with electric, hybrid and petrol powertrains, in the Avenger's case all at the same price. |
First, there are dedicated electric vehicle (EV) models and cars designed to use various powertrains, including electric, hybrid, petrol, and even diesel,
writes Brian Byrne. This means that someone not familiar with cars may not always be able to tell by sight if their neighbour has gone electric. One giveaway is if the vehicle doesn’t have a traditional radiator grille. Even then, some brands, like Audi, have retained vestigial faux grilles because they still suggest power.
Mercedes-Benz went to great lengths to set their EV versions of their mainstream cars apart. They gave them an ‘EQ’ designation and also made significant visual differences from their C-Class, E-Class, and S-Class stablemates. However, this approach has been abandoned, and in the future, an ‘EQ Technology’ suffix will simply be added to mainstream segment nameplates for electric or electrified hybrid powertrains.
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| The new generation MB GLC electric testing in the Arctic: it will be badged 'with EQ Technology', not as an EQ GLC. |
Kia and Hyundai, serious and successful contenders in electric vehicles, have adopted nameplates EV and Ioniq respectively, and separate styling, to differentiate their electric cars from combustion models. It’s likely that electric versions of their multi-powertrain Niro and Kona will phase out. Stellantis brands, including Opel, Peugeot, Citroën, and others, offer their models in multi-powertrain guises, so you’ll have to look for small differences to tell them apart.
Regardless, with the growing adoption of EVs across the market, the share of sales exceeding 15 per cent this year, people will soon become accustomed to seeing electric cars on the road. Like any other car, electric vehicles have four road wheels, lights, and body styles that match those of conventional combustion engine vehicles.
Inside, an electric car has a dashboard, instruments, steering wheel, and pedals. However, only two of those last, as all electric and hybrid cars operate in an automatic mode. Pure electric cars don’t even have gears, except for a couple of sporty Audis and Porsches that do have a two-speed transmission, but are outliers.
The instruments are slightly different. EVs show battery energy percentage instead of fuel levels, and the remaining range is calibrated based on recent driving speed and style. Instead of the rev-counter used in combustion engines, which meant nothing to most car owners, there’s an indication of whether the car is consuming energy or creating it on over-run or braking regeneration.
When you turn on the ignition in an electric car, you’ll hear nothing. There’s no engine to start up and idle, and the electric motor doesn’t do anything until you push the accelerator after seeing a READY sign. In some brands, like VW and Volvo, you don’t even turn on anything; just getting into the car does that job. I do prefer to have a Start-Stop button, though.
Moving off in an electric vehicle is a very quiet ‘swish’, as the electric motor operates from the moment you press the accelerator without requiring a power boost like a combustion engine. Depending on whether you’re driving a mass-market or luxury EV, you may or may not hear the external pedestrian warning sound that’s required in all electric and hybrid vehicles while driving at low speeds. As the electric car accelerates, the most noticeable thing is the not-so-noticeable motor noise. However, there will still be sound — as there’s none coming from the engine compartment, tyres or wind noise will be more noticeable. Additionally, there’s no shifting up through gears, which has two effects: a lack of the three or four accelerative ‘highs’ that manual shifting can generate, and a very linear speeding-up sensation. Electric cars also have immediate and strong torque. There are apocryphal stories of fast wear on EV tyres, especially the common rear-wheel-drive ones, likely due to overuse of that acceleration potential by some owners.
We’ve also been seeing higher power figures for electric and electrified cars, in some cases substantially more than equivalent models in combustion vehicles. In larger cars, this is probably necessary because they are significantly heavier due to the weight of the large batteries needed to provide extended range. There’s a point where there’s no advantage to a larger battery, either in terms of sustainability or cost-effectiveness, because much of the spent energy is used for lugging a larger battery around.
Electric cars show a noticeable difference in handling. The extra weight is generally spread under the vehicle’s floor, providing a lower centre of gravity and stability. However, this weight can be felt during cornering and on uneven surfaces, especially traffic-calming speed bumps. This requires drivers to take these slowly. Fortunately, more suitably tuned suspension systems are addressing this issue. The effect is more pronounced in mid- and higher-level cars where longer ranges are required. For instance, the recent crop of smaller urban-focused EVs like the Renault 5 are likely to feel more nippy.
Another significant difference for new EV owners is the reduced frequency of service visits. Weekly trips to refuel and pick up items at a convenience store won’t be necessary, as the car is charged at home while parked most of the time, except for long country drives. The hours saved over a year can be substantial. Charging at home also leads to significant cost savings, especially when using a smart meter package to charge the car at the lowest night-time tariff.
In essence, driving an electric car is similar to driving conventional cars. If EVs meet your needs, they can offer quieter, smoother, more relaxed, and cheaper motoring experiences. What’s not to like?
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