Let's face it, the Environmental Protection Agency's (EPA) miles-per-gallon-equivalent rating (MPGe) is a good estimate, but an estimate nonetheless. Battery-powered electric cars don't burn gasoline, so a gasoline-based rating is always going to be a theoretical exercise in energy conversion.
Still, the EPA needs some way to compare electric, hybrid, and gasoline-burning vehicles. Such ratings benefit government agencies and auto companies, as well as consumers who would otherwise struggle to compare kilowatt-hours to gallons consumed. The EPA reaches its hybrid and electric vehicle figures by running test cycles, determining how many kilowatt-hours are burned, converting it to BTU/mile, and then dividing that number by the BTUs in a gallon of gasoline. The result is the MPGe figure, which will undoubtedly be a source of technical arguments for years to come.
Click on the image below to see 12 of the top fuel-efficient vehicles, as determined by the MPGe rating system.
Ford Transit Connect EV -- 62 MPGe (combined city + highway): Ford's Transit Connect is a utility van with a top speed of 75 mph and an all-electric driving range of 80 miles. (Source: Ford Motor Co.)
I also agree, I want to know how much it will add to my electricity bill each month to plug-in a car. The manufacturers only seem to talk about the gasoline fuel economy...not the higher electric bill.
With the much higher cost of hybrid and electric cars, and my low miles driven per year (just 6K), I just purchased a new conventional gasoline-powered economy car. Now it seems like I hardly use any gas, and I'm glad I didn't add to my already super-low monthly electricity bill ($60/month).
My home does not have any more room on the electrical panel for more circuits, so upgrading the panel would be an additional cost. And there is the cost of adding a dedicated 240 volt outlet for charging a plug-in car. No thanks for now.
@rjnerd: If you'r needing a vehicle to carry stuff, have you looked at the Prius V? It seems like they're billing at as a Prius for the light-duty hauler set. I have a scenic painter in the family and we are always transporting stepladders, little folding scaffolds and painting supplies and our aging Volvo V70 wagon is slowly falling apart. I plan on test driving a Prius V as soon as I get a free weekend. It won't carry a 4x8 sheet of plywood but then I have friends with pickups for that.
In addition to a cost per mile formula (which would vary dramatically geographically), I'd like to see the cost of the vehicle rolled into the equation. Since the EVs are 3 to 4 times the cost of their comparable internal combustion engine counterpart, total cost of ownership is an important metric. I may save $100/month on fuel/energy, but if my loan payments are $300/month more, does the EV make sense when I'm already scraping by financially? Then there is the inevitable battery replacement at year 5 to 7. How does that enter into the equation?
Agreed. I would like to get the data for expected electric and fuel consumption based on average miles driven daily with the assumption that the vehicle can be recharged nightly. I can easily find the current fuel and electricity costs and do the math.
For those like myself with a longer (50 mi each way) commute, it is reasonale to assume that the entire round trip might not be completed running 100% electric. So having a single MPGe rating seems a bit simplistic.
@Nadine: It is pretty impressive how Ford has turned around its fortunes and really shifted so much emphasis to EV development. Giving consumers choice is definitely a smart strategy, but obviously requires some pretty deep R&D pockets.
It's nice to see that there is such a broad range of vehicles and technologies available. There may not be a perfect solution available yet, but with all those different manufacturers and product selections there is clearly a great deal of engineering effort.
Also would like to know the projected retail price. I am actually curious about the transit connect, as I would love a small PHEV cargo hauler. On the last buying cycle, I liked the space in the transit, but the drivetrain put it behind the Mazda5. (smaller engine, but less efficient transmission, so it made more noise, felt like a they inserted a rubber band, and it got worse gas mileage than the Mazda)
Unfortunately Toyota doesn't see fit to import their hybrid minivan, the Estima. We have had great luck with our first gen Prius, which turns 12 in 3 months. I also remember well the "Moon cruser" toyota I bought in 84. Besides being impossible to kill, you could fit 4x8 sheet goods in the back, and close all the doors afterwards, yet it was no longer than the same vintage Civic.
Of course perhaps I should have considered the Fit - 2 weeks ago, I saw someone move a single manual late German harpsichord (with stand) in one. Admittedly they had to fold the front passenger seat forward, and lean the nose on it, and their passenger had to ride behind the driver, but it was 7 feet long, and wide enough to fit a 5 1/2 octave keyboard.
Only semi related: I was talking with a friend the other evening, who does Ford fleet sales. Apparently the transit's are shipped from Turkey with rear seats installed to get passenger car tarifs, but once in port, the seats are removed, shipped back to Turkey, and installed in the next batch off the line. Some sets of seats have made a half dozen trips...
I agree with Lou, it's in the larger cars where fuel consumption needs cutting most. Of course, the manufacturers have to start somewhere and it makes sense to begin with the simpler problems and smaller weight/efficiency issues and quantities of smaller vehicles, and then scale up.