CODA Automotive, Inc. is a Santa Monica-based start-up company that has the lofty goal of putting an “electric car in every garage in the world.” While the eventual electrification of the automobile is inevitable, it’s going to be a while before that happens – probably at least a few decades. To get there, we’ll need a global shift in personal transportation thinking as well as vast improvements to the electrical grids and charging infrastructure.
The CODA 1.0 Sedan at the Westfield Century City shopping mall
The future of the electric car depends on battery technology. Currently, batteries (1) are too expensive, (2) weigh too much (weight is the enemy to efficiency), (3) lack sufficient energy storage capacity for long-range driving and (4) don’t recharge as fast as our fast-paced lifestyles demand.
You probably haven’t heard of CODA unless you’re an automotive tech geek or you’ve been to the Westfield Century City shopping mall near the AMC Cinemas and stumbled upon the CODA Experience Center, the company’s first, very slick showroom stocked with a see-through chassis and well-groomed, uniformly-dressed, ever-helpful 20-somethings called “Gurus” on their business cards.
The CODA chassis and battery
CODA thinks its proprietary battery has solved most of the common complaints about an electric vehicle. The CODA 1.0 Sedan (yeah, that’s really its name) claims a 150 mile range — much better than the claimed 100 miles for the Nissan Leaf and double or triple the EV-only range of the Chevy Volt.
For CODA’s large capacity 36 kWh 728 cell 330V battery, engineers chose Lithium Iron Phosphate (LiFePO4) chemistry rather than the more conventional lithium ion (L-i) chemistry used for batteries in the Leaf (24 kWh), the Volt (16 kWh), the $120k Tesla Roadster (56 kWh) and the Plug-In Prius (4.4 kWh). CODA believes its battery pack is more robust, longer-lasting and safer. Manufactured in China without need for rare earth elements or cobalt, it provides greater range for less money.
The CODA’s battery also charges faster than its competitors primarily due to an on-board 6.6 kW/240 VAC charger. By comparison, the Leaf and Volt both have 3.3 kW chargers. The CODA can absorb enough juice in 2 hours to travel 40 miles – more than most people need for a day of driving. A complete charge takes only 6 hours.
The CODA's on-board charge consists of two 3.3 kW 240VAC chargers. Double the competition.
Of course, this assumes you plug the car into a 240 volt, level 2 charger at home or at a public charging station. You can plug it into a regular 110 volt, level 1 socket, however you will need 10 hours for a 50 mile charge and a whopping 30 hours for a full charge.
In real world driving, the Leaf is getting 70 – 80, not the claimed 100 miles per charge. I’d expect a similar decrement for the CODA; but my lovely, knowledgeable and engaging Guru, Sophie, assured me that CODA’s battery was different and better. She was absolutely positive I could cruise out to Palm Springs (125 miles), at 70 mph, with air conditioning and radio blasting, and still have extra range on arrival.
My "guru" Sophie Nenner from the Century City store. She was absolutely delightful and could answer any question I threw at her. If you're interested, you can contact Sophie for a test drive.
The battery pack and battery management hardware lie flat in the chassis, between the rear wheels and front axle, giving the CODA sedan a low CG (center of gravity). CODA’s proprietary “Active Thermal Management System” keeps the battery at an even temperature whether you’re in snow or sizzling in the desert.
Engineers claim the CODA 1.0 Sedan handles like a sports car because of the even weight distribution, low CG and 221 lb-ft of torque that is available from zero with the 100 kw/134 hp UQM Technologies motor attached to a single-speed Borg Warner transmission. A sports car it’s not, but it is a credible commuter car.
So far, all I’ve talked about is the battery. CODA’s own literature says “…Around the battery, we built a car, a company and a brand.” In fact, CODA’s first car is really just a great battery in search of better clothes and accessories.
I’ll start with the anonymous late 1990s exterior styling. Our friend Tom Pease was told it was an unproduced Mitsubishi design. Maybe; but it could have been any econo-box from that time period. It’s hard to get excited about the sparky stuff when the exterior is such a non-conductor.
The sober and utilitarian interior is a United Nations of leftover or dated parts from Tier 1 suppliers. It all looks familiar in a generic way. You’re surrounded by two-tone imitation Apple white and dark gray hard plastic panels (the car’s one attempt at “style”), a simulated cardboard headliner, minimal instrumentation and manual HVAC controls that look like they came from a 1995 Toyota Yaris. Don’t look up – there’s no sunroof and you can’t get one.
A side view of the CODA 1.0 Sedan
A rear view of the CODA 1.0 Sedan
The center dash houses an Alpine navigation-infotainment system with a distinctive aftermarket look. It boasts custom software to display the essential EV diagnostics, charging station locations and the all-important real-time range calculator. It was still in beta format on my test drive so I can’t tell you how well it works, but I do know it has Bluetooth and iPod/iPhone connectivity. There is no satellite radio option.
The "cockpit" of the CODA. Note the center rotary gear selector knob. This ain't no Jag.
The driver's door of the CODA. The two-tone theme was its the only attempt at "style."
The CODA’s center-mounted cylindrical gear selector looked and felt cheap. I thought it twisted too fast without easily discernible notches or stops. Is that Park or Reverse? Oops, I dinged the rear bumper on a concrete bollard in the subterranean garage.
You start the little sedan with an old-school key – no new-flanged push button start here. Except for the infotainment system, this car felt like a stripped, 15 year old Korean subcompact. The only option package available was the $1,495 leather seating surfaces and “premium” (better speakers) audio system.
My pre-production tester had the aforementioned “premium” package. I wondered if the hard, flat French-stitched leather seats were worse than the cheap cloth “standard” seats. In either trim, only the driver’s seat gets a rake adjustment and my 6’1” frame wished for more thigh and lateral support. I wasn’t in the car long enough to judge the seat’s long-term virtues; but I’m a bit skeptical. If you have back seat passengers, they need to be short, thin and distracted. The center fifth seat should only be used to coerce confessions. At least the 60/40 split folding seats offer extra cargo flexibility.
The back seat of the CODA
The folding rear seats do allow for some extra cargo capacity. Maybe it would work for skiis or a long narrow package from IKEA.
Emerging from the underground parking structure, I was immediately struck by the road noise – something much more pronounced on silent EVs. Your next sensation will be a moment of panic when you hit the hyper-sensitive, spongy regenerative brakes. There’s no assured linear feel here. It makes you long for the grabby brakes on a Prius.
On the plus side, acceleration was brisk and fun and the car felt solid and rattle free. The electric power steering isn’t going to win awards, but I felt in control even if there was little road feedback. While the car is a tad heavy at 3,670 lbs, the well-distributed weight didn’t seem to get in the way.
Overall, while it was a fun drive, the CODA lacked the creature comforts, advanced features, modern styling and unified design of its rivals from well-established manufacturers with vast dealer networks. The CODA’s trump card is its extended-range, fast-charging battery.
The CODA’s base MSRP of $45,795 is expensive. After the $7,500 federal tax credit and the $2,500 California BEV incentive, the price comes down to $35,795. But that’s thousands more (after credits and incentives) than a fully-loaded Volt ($33,135) or Leaf ($27,250) and about the same as the new Plug-in Prius Advanced ($35,525).
So what’s a battery with four wheels worth? CODA gives zero emissions customers the tantalizing promise of extended range, fast charging and an entertaining powertrain. For the target customer – early adopters, tech-geek and eco-freaks – the uninspired, low-rent packaging may short-circuit enthusiasm for this ambitious little car.
CODA Experience Center
Westfield Century City
10250 Santa Monica Blvd, #133 (near Breadbar & the AMC Cinemas)
Los Angeles, CA 90069
(424) 249-1616
Todd Bianco's ACarIsNotARefrigerator.com Blog 
Thanks for the shout-out. I wanted to like the Coda, and really would have if the MSRP would be even 10K less. I know you were assured that you could drive to PS from LA with room to spare, but I have to ask would you really want to? The car I drove was a big “not really”..
I do have to add that the people at the Century City store are really wonderful, dedicated to the product and excited about where it might go. That and they are bringing jobs to California in everything from sales to manufacturing. I hope that the cars that are sold to the public are more dialed-in than the prototype I drove.
Tom, I really, desperately wanted to like the CODA more than I did. The energy in the Century City store was great and my “guru” was really fantastic. There wasn’t a question she couldn’t answer. In fact, when we got back from the test drive, a Tesla Roadster parked next to us and the owner was just plugging it in. Sophie was so sweet that she talked the Tesla owner into letting her drive his car.
I felt bad that I wouldn’t even consider the car because it was so compromised by everything but its battery. If I wanted a BEV right now, the Leaf, for $8,000 less, was a much nicer proposition and far better equipped. I wouldn’t try to drive either the Leaf or the CODA to Palm Springs. If I had the Tesla Roadster with a range greater than 200 miles, I’d do it.
The new Plug-in Prius, which I’ve driven, was the same price (after credits) as the CODA. I’d go for that in a heartbeat over the CODA. Yeah, I’d be using gas, but not that much and the “Advanced” version has practically every bell and whistle in a very well-crafted and proven reliable package. Plus you can get it serviced anywhere. I don’t love the regenerative brakes on the Prius, but they seem like well-calibrated Mercedes brakes by comparison to the ones on the CODA.
I drove the Prius at the AltCar Expo and agree with you. The Volt would be the one for me if I had a place to charge it (I’ve seen a few in 90210 driveways; the first non-SUV Chevy I’ve seen in years). The new Cadillac will be interesting as well.
I prefer the Volt over the Prius; but with my frequent trips to Palm Springs, it becomes problematic. I have a house here, but a condo there and it’s pretty hard for me to throw an extension cord into my parking space from my condo. No way it could be 220V. There is only one public EV charging station in Palm Springs, so it’s not like it’s convenient. That said, I’ve seen quite a few Volts in PS – not as many as I see here in LA. I’m 5 blocks from BH and I see the Volt quite frequently these days. Same for the Leaf. The Plug-in Prius would be my best bet right now because it wouldn’t be a problem on the PS runs and it’s limited EV range would work well for me in LA as most of my trips are short and local.
Ford is taking orders for the Focus Electric. Fully-loaded with the leather seat package – and it’s a MUCH NICER package than the CODA – it’s $41,485 before credits. The range hasn’t been set in stone yet, but some estimate 100 miles, which means more like 80 miles in real-world driving. Still better than the Leaf, but thousands more than the Leaf. It’s still thousands cheaper than the CODA. The CODA’s only trump card remains the extended range battery.