We'll spare you the gory details, but after attempting to drive as aggressively as we possibly could over a 50-mile loop that included hilly canyon roads and a little bit of freeway, the 500e's onboard numbers stated we had 46 percent of the battery left and 48 miles of range left -- not bad at all. In its grimmest-looking moment, the car showed 30 miles to go, but credit the regenerative braking system and a few long descents for helping reappropriate energy. There's no Low mode or separate regen setting to use, so the electric motor must make do with the car's greater weight. At an estimated 3000 pounds, the 500e is about 500 pounds heavier than a regular 500. The liquid-cooled, lithium-ion battery makes up about 600 of those pounds.

The battery uses about 22.8 kW-hrs of the 24-kW-hr stated capacity for tractive purposes. It'll take less than fours to charge from "empty" to full on a Level 2 charger (208-240 volts) and around 23 hours on Level 1 power (110-120V). To break it down by miles added, a trickle charger will add 10 miles every three hours, whereas the hardwired L2 unit will insert the same distance every 30 minutes. The battery packaging infringes mostly on backseat legroom. The 500e loses 4.1 inches from a 500. Other specs related to passenger space are comparable between the gas and electric 500s.

Fiat says they were surprised by the EPA's final economy edict -- the 500e carries an official 87-mile rating. But given the small BEV underwent extensive wind tunnel evaluation, we feel it's fitting. Modifications including a sealed front end, smoothed underbody, aerodynamically pleasing 15-inch alloy wheels, redesigned side-mirror caps, and a drag coefficient of 0.311. That's 6.3 percent lower than a 500 Pop, the most aero-efficient gas model.

Because the 500e weighs more than the conventional 500 and rolls around on normal-sized 185/55-15 tires, the suspension was stiffened to accommodate the load. Body-motion control and ride quality is acceptable for daily driving, but the car could use more shock damping. Despite the battery's low placement along the floor, the car wallows at freeway speeds, especially when bumps are involved. There's quite a bit of gyrating hip action from the rear haunches. In the canyons, it's probably more enjoyable than it needs to be -- we credit the claimed, more balanced 57/43 percent front/rear weight distribution for this trait. The steering even leans toward the heavy side. And because of the e-motor torque and responsiveness, the car feels quicker than it really is.

If ENVI were still around, the 500e would sit next to the Lotus Europa-based Dodge Circuit concept in the family portrait, bookending a lineup that has (had) a Jeep Wrangler Unlimited at the opposing end. The small Italian may be on its own now, but at least its future is wide open.

2013 Fiat 500e
BASE PRICE	$32,500*
VEHICLE LAYOUT	Front-motor, FWD, 4-pass, 2-door hatchback
MOTOR	111-hp/147-lb-ft permanent-magnet AC electric
TRANSMISSION	1-speed automatic
CURB WEIGHT	3000 lb (mfr)
WHEELBASE	90.6 in
LENGTH X WIDTH X HEIGHT	142.4 x 64.1 x 60.1 in
0-60 MPH	9.1 sec (mfr est)
EPA CITY/HWY FUEL ECON	122/108 mpg-e (gas-equivalent)
ENERGY CONSUMPTION, CITY/HWY	28/31 kW-hrs/100 miles
CO2 EMISSIONS	0.00 lb/mile (at tailpipe)
RANGE	87 miles
ON SALE IN U.S.	Summer 2013 (California only)
*Before federal, state, and local tax incentives