2012 Fisker Karma
As we make our way to an electric-powered driving future, there are many different methods for getting us there - from hybrids, to plug-ins, to even a few full-electrics. And, while most of us are familiar with the concept of karma, most people are not familiar with the Fisker Karma. The Fisker Karma is the world’s first EV luxury sports sedan with extended range. And, as they say, what goes around comes around; so let’s find out what comes from our first go-round.
So what exactly does it mean to be the world’s first EV luxury sport sedan with extended range? Well, for the 2012 Fisker Karma it means driving up to 50 miles on electric power alone, before shifting to gas power, which comes from a turbocharged inline-4, increasing your range to up to 300-miles; but as always, your results may vary. More on that later.
The drive system is similar to Chevrolet’s Volt, but one-ups it by sending power to the rear wheels, and allowing drivers to manually select all-electric or hybrid-electric drive. And the Karma “ups” just about every other car when in comes to style, as the look is far more “sport-luxury” than “eco” with smooth lines wrapping around standard 22-inch wheels and an aluminum space frame.
Sheet “metal” is actually a mix of aluminum and composite body panels, and the sleek roof is comprised of a solar panel that not only looks cool, but sends power directly to the batteries to aid in charging. Those batteries are located in the central “spine” of the car, and are mounted as low as possible.
Exhaust tips sit just behind the front wheels, expelling spent gas from the GM Ecotec 2.0-liter turbocharged I4 engine. It sends its 260-horsepower through a Rear Differential Module and two rear-mounted electric traction motors, so there’s no direct engine connection to the wheels. There’s also no traditional transmission, but drivers can choose whether to run in EV “Stealth” mode or full-power “Sport” mode with steering wheel mounted paddles.
All combined, the system puts out 403-horsepower and almost 1,000 pound feet of torque, and that’s where the “sport” part of the equation comes in. There’s instant throttle response when the battery is full, and the Karma zips to 60 in 6.3-seconds. But even when the battery is drained and you’re running on just engine, it’s still very impressive; top speed is 125 miles-per-hour. Batteries are lithium-ion and have been a problem, causing a Karma to stop dead while being tested by Consumer Reports. All 2500 Karmas on the road will get new battery packs under warranty. That battery pack pushes curb weight to a hefty 5,300 pounds, and that calls for serious brakes. Fortunately, the standard Brembo’s are up to the task and include regenerative braking.
The power-train might be all about the environment, but the interior environment is all about high-tech, yet it remains clean and simple. Unique items include the funky push button drive selector and a 10-inch Fisker Command Center touch-screen that manages just about every interior function. Gauges are designed with both an eye towards high-end time pieces and classic sports car dials. Real wood trim is used throughout - all certified reclaimed as sunken, fallen, or rescued. Rear seat passengers get big bucket seats with a substantial center console between them. And there’s a real, but small trunk with 6.9 cubic-feet of space.
The driving experience of the Karma is unique, but not foreign. There is a distinct hum from the power-train when in Stealth mode. The gas-engine kicks in fairly smoothly, but still noticeably. The suspension is a Short-Long Arm design with load-leveling monotube coil-overs and stabilizer bars, giving a surprisingly supple ride, even with the giant wheels. A 3.3 kWh battery charger is onboard and can charge the Karma on household 120 or 240-volt circuit, taking as little as 6-hours.
As for the Government Fuel Economy Ratings, they didn’t come out quite as good as Fisker had wished. The MPG equivalent is 52 miles-per-gallon combined in electric mode and 20 miles-per-gallon from the gasoline engine. The EPA also estimates only 32-miles of electric only range. The Chevrolet Volt is rated higher.
As for more shocking numbers, Karma pricing begins at a lofty $96,850 for the EcoStandard, the mid-level EcoSport comes in at $104,580, while the top level EcoChic tips the scales at $109,850. But then, early adopters always pay a price penalty.
The 2012 Fisker Karma is certainly one beautiful ride, and we’d probably buy it based on looks alone; but we think it is also a very significant vehicle. It has taken a premium-step up in the auto industry’s slow climb towards an electrified future, and done it without looking or acting like an “eco-mobile.” So, come for the styling, stay for the progress, and enjoy the ride.
Specifications
- Engine: 2.0-liter turbocharged I4
- Horsepower: 260
- 0-60 mph: 6.3 seconds
- EPA: 32 mpg electric/ 20 mpg gasoline
2025 Land Rover Range Rover Evoque
Baby Rover Continues To Evolve
When most people hear “Range Rover” they tend to think of high class, high performance and high dollars. But, Range Rover does the entry-level thing quite well too with this Evoque. It has plenty of posh attitude, along with some recent updates. So, let’s see how the Evoque continues to evolved.
Our involvement with the Land Rover Range Rover Evoque’s evolution began when this small utility first arrived for 2012. It looked more Spice Girl than Tough Mudder, but it packed a surprising amount of capability into its subcompact dimensions. This second gen arrived for 2020, and has gained recent updates at the most likely midway point in its lifecycle.
Intrigued but not necessarily enthused could probably best describe our history with the Evoque, but Land Rover always has a way of drawing us in with very tasteful designs. They pretty much got this one right back in 2020, so styling revisions are largely limited to new Pixel LED headlights and a reshaped front fascia. There’s also new super-red signature lighting in back, all of it done to bring the Evoque more in line with the rest of the Range Rover family.
And like all of its siblings, all-wheel drive is standard and it does have Terrain Response 2 with specific off-road modes, but no one’s expecting to see a lot of Evoques out on the trail, unless there’s a new Lululemon Outlet at the other end of it having a killer sale.
Land Rover has once again taken the P300 296-horsepower version of the Evoque’s 2.0-liter turbo-four out of the lineup, leaving just the standard 249-horsepower version under the clamshell hood. No complaints from us, its 269 lb-ft of torque is more than adequate to move this 3,900 lb. ute around.
And at Mason Dixon Dragway, it moved us to 60 mph in 7.7 seconds. There was plenty of traction off the line, and while not overwhelming, power feels plentiful, staying very consistent down the track. Gearchanges in the Evoque’s nine-speed automatic transmission were quick and smooth, barely a blip in the process as we finished the quarter-mile in 16 seconds flat at 85 mph. Plenty quick for a compact utility with luxury intentions.
[It maneuvered] with a substantial presence that not too many small utilities have.
It felt quite good through our handling course too, with a substantial presence that not too many small utilities have. The Evoque uses selective braking to torque vector power between all four wheels, and it enabled us to cruise through the cones quickly without any excessive understeer or oversteer. There was some nosedive during our panic braking test, but the brakes were very responsive and strong enough to bring us to a halt in a short 115 feet from 60.
But, it’s the inside experience that really matters with any luxury vehicle, particularly in a Range Rover. And here things look more high-end Swedish than Tudor or Victorian, with a minimalist cabin design that’s way more visually appealing than practical. There’s real leather covering just about everything, and what appears to be just a tablet stuck in front of the dash is a new 11.4-inch touchscreen. Not only are the inner workings much faster than the previous infotainment setup, but the entire interface of this Pivi Pro system is vastly better than the split screen approach of before.
The center console that leads up to it appears much less cluttered and frees up some additional space for storage. The shifter is still here, but it has gotten much smaller. Front seat space and comfort remain high, though rear seat room is still very tight for adults. Cargo space is not bad for a small utility, with room for 21.6 cu-ft. of gear in the hold, which expands with 40/20/40 split-folding seatback flexibility to 50.5 cu-ft.
Government Fuel Economy Ratings are 20 City, 27 Highway, and 22 Combined. That’s an average Energy Impact Score, using 13.5 barrels of oil annually, with CO2 emissions of 6.6 tons.
Land Rover has been paring things down in the Evoque lineup for years, no longer offering a two-door version or the convertible, and now have simplified things even further to just the P250 available in only two trims: S, which stickers for $51,175, and Dynamic SE, which starts at $56,375; but you can add just about every package available and still come in right around $60,000.
Luxury-minded utility vehicles are coming at us from all angles these days, but the 2025 Land Rover Range Rover Evoque is a bit unique in that it remains as sort of a cheat code for sneaking you into the Range Rover VIP experience. You’ll feel like you’re getting away with something every time you drive it.
Specifications
As Tested
- Engine: 2.0-liter turbo-four
- Transmission: 9-speed automatic
- Horsepower: 249
- Torque: 269 lb-ft
- 0-60 mph: 7.7 seconds
- 1/4 Mile: 16 seconds at 85 mph
- Braking, 60-0 (avg): 115 feet
- EPA: 20 City | 27 Highway | 22 Combined