Hybrid Updates

[Rich Parsons]

More:

By Philip Reed
Date posted: 09-21-2006


We had only driven two blocks in the test vehicle, a 2007 Saturn Vue
Green
Line, when my wife put a damper on the enthusiasm I was mustering for
this
budget hybrid.

"So this is one of those rattley cars," she innocently observed.

I wanted to plead the case of the Green Line since it offers 20 percent
better mileage than the Vue with an all-gasoline powertrain. I wanted
to
point out that it's roomy with an attractive interior. But, darn it,
she
was right. It is rattley. As another staff member observed, "It's like
all
the fasteners are backed out a quarter turn."

A few years back we had a 2002 Saturn Vue in our long-term fleet and
found
it to be a pretty reliable vehicle. So the rattley impression doesn't
indicate an imminent breakdown. However, it seriously detracts from
driving
pleasure and an overall feeling of quality. What's more
confidence-building
than hearing a car's door close with the finality of a bank vault?

Track testing vs. normal driving
At the track, our test driver found that this front-wheel drive hybrid
was
"painfully slow," taking 10.7 seconds to accelerate from zero to 60
mph.
Additionally, the braking performance was poor, requiring 144.2 feet to
stop from 60 mph. The feel of the brake pedal was described as
"squishy."
Lack of stability control made the Vue unpredictable in quick
transitions,
which could prove deadly in an emergency avoidance maneuver. Searching
for
a plus side, we noted that the Green Line does have traction control
and
antilock front disc and rear drum brakes.

With the impressions of our test driver in mind, I took the Vue to a
canyon
road and pushed it through some tight corners. While the handling
didn't
move the fun-factor needle, the SUV seemed stable and fairly
predictable in
unspirited driving. The gasoline-electric hybrid power plant's
acceleration
also proved adequate for most purposes and the four-speed automatic
transmission's downshifts were willing. The only reservation I had was
that
the modified Hydra-matic automatic didn't hold the gears long enough to
build speed. The quick shifts were probably designed to boost fuel
economy,
but it resulted in the transmission "hunting" between gears on steep
grades.

At highway speeds, the Green Line was surprisingly stable and quiet. It
cruised nicely and the higher driving position provided good visibility
in
heavy traffic situations. The interior was one of our favorite aspects
of
this vehicle, with attractive gauges, comfortable seats and a handsome
wood
grain center console. The three-spoke steering wheel is particularly
handsome and pleasing to the touch. Additionally, there is a feeling of
spaciousness throughout and the cargo area is downright cavernous with
30.8
cu. ft of storage capacity with the rear seats in place, swelling to 64
cu.
ft. with the 60/40 split rear seats folded. We did, however, miss the
convenience of a well-placed pull-down handle on the tailgate.

It seems that Saturn missed an opportunity to trumpet the workings of
this
innovative vehicle. The hybrid operation of the Green Line was so
understated that the only clue to its powertrain was a small charge
gauge
and the "Eco" light that illuminates when it is driven efficiently.
Most
buyers of this vehicle would like something a bit more descriptive,
like
the moving diagram provided to Toyota Prius drivers.

A stealth hybrid
Clearly, the Vue Green Line was designed to walk a fine line among
several
worlds: fuel economy, value and the environment. At a sticker price of
about $23,000, it puts hybrid technology within the reach of a new
class of
buyer, perhaps younger consumers with an interest in saving gas and
preserving the environment. However, it doesn't flaunt its green side,
and
only displays a small hybrid badge to hint at what is under the hood.

A 2.4-liter Ecotec inline-4 engine powers the Vue Green Line, putting
out
170 horsepower at 6600 rpm. A motor/generator puts out another 115
pound-feet of torque. The regenerative braking system activates the
generator and stores energy that is usually lost while stopping or
descending long grades in the nickel-metal hydride battery pack under
the
rear passenger seats. The stored electricity is used to boost fuel
economy
by providing additional power to the gas engine when it is under a
strong
load.

The Green Line's gasoline engine shuts down when the SUV comes to a
complete stop, but the battery pack allows the air-conditioning, radio
and
other electrical devices to continue operating. When the driver takes
his
or her foot off the brake, the engine quickly starts up and is
programmed
to spin the motor up to operating rpm for a smooth launch. Unlike other
hybrid vehicles, such as the Ford Escape (also the Mercury Mariner),
the
Green Line is a "mild hybrid," meaning that it never operates in
all-electric mode.

But do you save money?
Fuel economy and reduced emissions are two of many reasons to get a
hybrid.
But figuring out the actual money-saving aspect of a hybrid purchase is
more complicated. Some federal and state tax credits are available, but
the
actual amount depends on how fuel-efficient the vehicle is; the higher
the
miles per gallon, the higher the tax credit. The best fuel mileage we
got
while testing the vehicle was 28.4 mpg — not bad for an SUV this big.

With talk of global warming and the need for energy independence, we
feel
that many people would feel good about owning this vehicle from an
environmental standpoint. Still, it's good to check out the competing
vehicles which, in this price category, really only include the Ford
Escape
and Mercury Mariner hybrids (about $27,000) or, if you want to stretch
even
more, the Toyota Highlander Hybrid (about $33,000). While the Escape is
smaller, it does get better fuel mileage (combined 33 mpg).

The more you pay upfront for a hybrid vehicle, the longer it takes to
begin
saving money on gas. If that is your chief concern, the low-priced
Saturn
Vue Green Line will put you in the black that much faster. Besides,
it's an
agreeable SUV for around-town use as long as you can get past the
generally
loose feeling you get when you hit a bump.

The manufacturer provided Edmunds this vehicle for the purposes of
evaluation.

 

[Rich Parsons]

More: (* Politics *)

Democrats may put Big Three in driver's seat
As execs from GM, Ford and Chrysler meet Bush, Democrats' gains could
provide a lift to the automakers' legislative agenda.
By Chris Isidore, CNNMoney.com senior writer
November 14 2006: 10:44 AM EST



NEW YORK (CNNMoney.com) -- The Big Three automakers finally get their
day
with President Bush Tuesday - and their meeting couldn't be more well
timed.


The CEOs of General Motors (Charts) and Ford Motor Co. (Charts), and
the
head of DaimlerChrysler's (Charts) Chrysler Group head to Washington
with
more leverage now that Democrats won control of Congress in last
week's
mid-term elections, industry experts and officials said.


The executives have a long list of issues where they want government
help,
but they won't be asking for bailouts or loan guarantees, even as they
struggle with huge losses that have led GM and Ford to slash 55,000
hourly
workers in North America.


Instead, the meeting, which was postponed by the White House twice
over
the last 14 months, is to deal with issues ranging from health care
and
international trade, to alternative fuel cars and light trucks.


Will it be working families vs. big business?


Experts and some officials at the automakers said they believe the
auto
industry is better positioned to push its legislative agenda now that
Democrats control both houses of Congress and with the clock already
ticking towards the 2008 election campaign.


"A Democratic-controlled Congress will have a more sympathetic ear
than
the White House has had," said John Casesa, an industry consultant and
former stock analyst for Merrill Lynch.


The three executives will not be stopping by Capitol Hill to meet the
new
Democratic leadership, although they did meet with Democratic and
Republican leaders in Congress when one of their previous White House
meetings was cancelled in May.


Casesa said health care could be the one area where the auto industry
could see some financial relief with the new Congress. The three
companies
estimate they'll spend more than $12 billion on health care this year
for
more than 2 million employees, retirees and their family members in
the
United States.


One of the biggest lifts the automakers could get is an elimination of
the
so-called "doughnut hole" in the Medicare prescription drug benefit,
whereby seniors are required to pay for drugs after spending about
$2,250
under the new program until they reach another threshold of $5,100, at
which point coverage kicks in again.


For most Medicare recipients, they are responsible for buying the
nearly
$3,000 in drugs. But for retirees and family members of the Big Three,
auto companies pick up that cost.


Sean McAlinden, chief economist for the Center for Automotive
Research,
estimates that closing that gap would save the automakers at least
$500
million a year.


Dems vs. Big Oil, part 2


"This is probably No. 2 or No. 3 on the list of things that Nancy
Pelosi
wants to do, right behind the minimum wage and Iraq," said McAlinden,
referring to the Democratic congresswoman poised to be the new Speaker
of
the House. "All they need from Bush is a pledge not to veto Democrat's
attempt to fill in the doughnut hole."


But McAlinden said it will be expensive for Democrats to pay for the
new
benefit. Some estimates put the cost at $200 billion over the next
decade.


Officials with the auto companies are cautious about what they say
about
their chances for legislative success with Democrats now in control of
Congress.


"We are hopeful that the new Congress will focus on key issues related
to
energy security, health care and trade that affect not only the auto
industry, but all of America's economy," said Ziad Ojakli, a group
vice
president for Ford.


"The challenge with health care is the complexity," said Greg Martin,
spokesman for GM. "You can only take encouragement that everyone has
expressed a desire to work together. It's an issue important to the
American people and to businesses, and it's been expressed as a
priority
for the new Congress."


But broader changes that could save the auto industry billions a year
-
such as shifting catastrophic health care costs to government - are a
long
way from being passed. That's why automakers will need to win most of
their cost savings in negotiations with the United Auto Workers union,
not
the White House or Congress, according to experts.


"Detroit will have to do its own heavy lifting on health care long
before
Congress gets around to doing what it needs," said Casesa.


Energy and environment


The automakers could find a more sympathetic ear in the White House
when
they talk about making alternative fuels like ethanol more widely
available.


The Big Three have already sold about 7 million "flex fuel" vehicles
that
can run on a mixture of either 85 percent ethanol and 15 percent
gasoline,
or traditional gasoline. But less than 1,000 gas stations now offer
the
ethanol fuel known as E85.


"I think we'll see something on the energy issues and biofuels, that
type
of thing, come out of this meeting," said David Cole, chairman of the
Center for Automotive Research.


The automakers won't say if they expect any kind of statement of
support
from the White House Tuesday, but they say this is an issue they are
eager
to talk about.


"There's a tremendous opportunity to displace oil through flex-fuel
vehicles," said GM's Martin. "That will be part of the discussion."


But Democrats could pose a risk to the Big Three in this area if they
pass
tougher fuel economy standards, which the automakers are less well
positioned to meet due to their dependence on SUVs and pickups for the
bulk of their sales.


Experts say the auto industry is hoping that the expected elevation of
Rep. John Dingell, D-Mich., to chairman of the House Energy and
Commerce
Committee will keep an increase in fuel economy rules in check.


And even though Ford and Chrysler cut back production of some of their
pickups this year due to weak sales and high gas prices, a promise of
more
ethanol pumps is not likely to make an immediate change in automakers'
fortunes.


Also to emphasize their commitment to the environment and fuel
efficiency,
GM's Wagoner plans to drive to the White House in the Saturn Vue Green
Line, the automaker's first vehicle using a fuel-efficient hybrid
engine,
while Mulally is to drive a hybrid Ford Escape compact SUV, which has
been
on the market for several years.


But both of those automakers badly trail Japanese automakers in hybrid
sales, although they are ahead of Chrysler, which doesn't have a true
hybrid offering. LaSorda will be driving a Sebring, a fuel efficient
car
with a traditional gas engine.


Trade


Trade will be another area that winning substantial changes will be
difficult. The automakers will talk about what they see as unfair
interference in currency markets by the Japanese to keep the value of
the
yen low and make competition with Toyota (Charts), Honda (Charts) and
Nissan (Charts) more difficult.


But the administration has only a limited ability to force the
Japanese to
move towards a stronger yen, just as it has been unable to win changes
from the Chinese government on Beijing's currency.


"We've already had a weak dollar policy, in reality," said Casesa.


The automakers will also discuss steel tariffs that have boosted steel
prices in the United States. The U.S. automakers have already appeared
before the U.S. International Trade Commission to challenge the
tariffs.


"It might only raise the cost of steel by about $100 per vehicle, but
that's money that would otherwise be falling right to the bottom
line,"
said the Center for Automotive Research's McAlinden.


But those tariffs, which are unpopular with steel users, are very
popular
with steelmakers in Indiana and Ohio, which could again be
battleground
states in the upcoming election. So winning support for an end to the
tariffs, even with the new political landscape, could be difficult.

 

[Rich Parsons]

More:

Boston Globe

Hybrids in the real world not as exotic as some think
Many issues same as gas-engine cars


By Mike Hanley, Cars.Com  | November 5, 2006


If you think driving a hybrid will be an experience akin to piloting
Luke Skywalker's landspeeder
hovercraft, I have the regrettable task of informing you that it's in
no way so exotic.


Aside from a few interesting characteristics, hybrids drive like
conventional vehicles. And
unless you're driving one of the more distinctively styled hybrids,
like Honda's Insight or
Toyota's Prius, there's a very real possibility that other motorists
and pedestrians will mistake
your hybrid for its gas-only counterpart.


One of the first things you'll probably notice when operating a hybrid
is that its gas engine
automatically shuts off when you come to a stop and starts again once
you're under way (or, in
some hybrids, after you've gotten under way on electric power alone).
There's also a good chance
that if you listen closely, you might be able to hear hybrid-system
whirring sounds reminiscent
of George Jetson's spaceship.

Though not exclusive to hybrids, continuously variable transmissions
are common in them. With a
CVT, a vehicle can accelerate while maintaining steady engine rpm,
which might take some getting
used to for some drivers.


Some characteristics can annoy, like the nonlinear brakes on the
Toyota Highlander Hybrid and
Honda Civic Hybrid. For many drivers, it's a given that easing down on
the brake pedal results in
a smooth stop. With these hybrids, the driver has to be especially
conscious of how much pressure
he or she is applying to the brake pedal in order to avoid jerking
passengers around.


Temperature extremes can affect how hybrids operate, and thus their
gas mileage. Honda engines'
auto-stop feature is less likely to engage when the climate control
system is on, said Honda
spokesman Chris Martin, which hurts fuel economy.


Being subjected to extremely cold weather for an extended time can
reduce the energy-storage
capability of a hybrid's high-voltage battery pack, said Stephen
Hunter, Ford control systems
engineer for hybrid vehicles. This makes it less efficient at storing
energy during regenerative
braking.


It's important to note that the fuel economy of conventionally powered
vehicles is similarly
affected by high and low temperatures, according to General Motors'
Steve Tarnowksy, assistant
chief engineer for hybrid power trains. Tarnowksy said running the air
conditioner on hot days
hurts fuel economy for hybrids and non hybrids alike.

 

[Rich Parsons]

More:

Saturday, November 18, 2006
Toyota To Expand Hybrid Lineup In China: Vice President Inaba

BEIJING (Nikkei)--Toyota Motor Corp. (7203) plans to gain a bigger
share of
the Chinese market for environmentally friendly cars by releasing
hybrid
versions of mass-market passenger vehicles, Executive Vice President
Yoshimi Inaba said Friday.

Speaking at the 2006 Beijing International Automotive Industry
Exhibition,
Inaba said Toyota wants to "expand the hybrid car lineup beyond the
Prius."

"If we can procure parts locally, we can manufacture hybrid versions of
mass-market cars cheaply," Inaba said, hinting at the possibility of
releasing hybrid models of mainstay sedans, such as the Corolla and the
Camry, in China.

Toyota began Chinese assembly of the Prius late last year at a joint
venture factory with local automaker China FAW Group Corp. Because most
of
the parts are imported, its local price is set rather high at roughly
300,000 yuan.

Interest in hybrids is growing in China. To make the most of this, such
automakers as General Motors Corp., Honda Motor Co. (7267) and Hyundai
Motor Co. are planning Chinese launches of such vehicles.

(The Nihon Keizai Shimbun Saturday morning edition)

 

[Rich Parsons]

That is all I have for now.

 

[Rich Parsons]

Prius engineer dies in plane crash

Associated Press

LOS ANGELES — A pilot who died when his aerobatic plane plunged into the sea was an engineer who promoted fuel-efficient hybrid vehicles and was dubbed the “American father of the Prius.”

David Hermance, 59, didn't invent the gasoline-electric engine but the Toyota Motor Corp. executive made it palatable to a skeptical U.S. public, colleagues said Sunday.

“When that car came out, no one knew what it was,” said Bill Reinert, a Toyota national manager. “Dave dedicated his life to championing this technology.”

“He was the American father of the Prius,” he said.

Mr. Hermance, a Huntington Beach resident and father of two grown children, also was a dedicated pilot. Authorities believe he was the only person aboard his single-engine Interavia E-3 when it crashed Saturday afternoon off Los Angeles' San Pedro area.

Witnesses said they saw the plane — a two-seat Russian aerobatic model that can be built from a kit — performing loops and dives before it plunged straight down.

A search team found the wreckage submerged in 60 feet of water Sunday morning, county Fire Capt. Mark Savage said. Mr. Hermance's body was found floating on the surface.

Mr. Hermance was executive engineer for Advanced Technology Vehicles at Toyota's technical centre in Gardena, company spokesman Mike Michels said.

He joined Toyota in 1991 as a senior manager, then became a general manager in the company's powertrain department. Before that, he was with General Motors for a quarter-century, working on vehicle emissions and durability test development.

Toyota developed the hybrid engine in Japan but it didn't do well when it was introduced into the United States in 2000. Mr. Hermance helped develop a newer model, released two years ago, that had greater acceleration and was more fuel-efficient.

He also promoted the hybrid concept to lawmakers and others.

“Dave repeatedly demonstrated his commitment not just to Toyota's profits but to the planet,” said Jason Mark, vehicles director at the Union of Concerned Scientists in Berkeley.

“He garnered the deepest respect from the engineering community and the policy community,” Mr. Mark told the Los Angeles Times.

“He made the Prius something that worked for the American market,” said Roland Hwang, vehicles policy director for the Natural Resources Defense Council.

“When people think of hybrid systems, they think of Toyota, and that is due in good part to Dave's work,” Mr. Hwang told the Times. “He was Mr. Hybrid, the American face of the hybrid.”

and

Toyota hybrid exec David Hermance dies in plane crash

Mark Rechtin

LOS ANGELES -- David Hermance, Toyota's executive engineer for advanced technology vehicles, died Saturday, Nov. 25, when the airplane he was piloting crashed into the Pacific Ocean.

Hermance, 59, was Toyota's top American executive for alternative-fuel vehicles and emissions technologies in North America.

He was also an avid pilot who enjoyed aerobatics competition.

According to eyewitness and police reports, Hermance's plane was performing a series of loops in airspace over the ocean near San Pedro, Calif., reserved for aerobatic stunts. Witnesses said the engine revved hard during a descent but the plane did not pull up and hit the water.

Toyota confirmed a Los Angeles County Fire Department report that it was Hermance's body that was recovered. The fire department spokesman said Hermance died on impact.

According to the Federal Aviation Administration, the airplane was an Interavia E-3 that took off from the Long Beach Airport with just the pilot on board.

This reporter, who heard the crash from his house at about 1:20 p.m., heard the plane's engine revving louder and harsher than typically associated with the descent arc of a loop. A witness told KNBC-TV that he thought he saw a parachute trailing behind the plane, but it was tangled and not deployed.

The plane crashed about 400 yards offshore in about 60 feet of water. A civilian boat arrived on the scene within two minutes, and a lifeguard stationed at Western Avenue beach paddled out to the crash site as well. At least four Coast Guard and Los Angeles Fire Department vessels arrived on scene within 15 minutes. Skies were clear, with the occasional light wind gust at sea level.

Hermance was a frequent competitor in International Aerobatics Club competitions. The Interavia E-3 is specially designed to perform elaborate stunts at high speeds. Hermance often flew off the San Pedro coast to practice aerobatics maneuvers, which included loops, spirals and stalls.

The National Transportation Safety Board was expected to investigate the crash.

Hermance joined Toyota in 1991 after a 26-year career at General Motors. At GM, he held jobs in the automaker's vehicle emissions and durability testing departments.

Based at the Toyota Technical Center in Gardena, Calif., Hermance's first job for Toyota was evaluating car engines for North America. In 1992, he was put in charge of engine and drivetrain calibrations for North America.

Later in his Toyota career, Hermance became the automaker's point man for ongoing alternative fuel discussions with Congress, the media and the California Air Resources Board.

According to his biography on Toyota's media Web site, Hermance is survived by his wife, Mary, and two grown children.

You may e-mail Mark Rechtin at [email protected]

 

[Rich Parsons]

More:

US: Motor Trend names Camry car of the year

23 November 2006| Source: just-auto.com editorial team

Toyota’s Camry has been named US consumer magazine Motor Trend's 2007 car of the year.

Launched in spring 2006, the redesigned, sixth generation, 2007 model year line includes a hybrid option equipped with the automaker’s industry-leading ‘hybrid synergy drive’ system.

The Camry has been America's best-selling passenger car eight of the last nine years. The hybrid version achieves EPA-estimated 40 mpg city/38 mpg highway ratings.

The Camry was selected ahead of 27 contenders in various vehicle segments from the entry-level GM Daewoo-built Chevrolet Aveo subcompact to the Mercedes Benz S-class limousine.

Eligibility for the award was based on several factors including design, value, innovation, performance, safety, technical advancement, quality and market significance. Each vehicle was subjected to a battery of tests, such as skid pad ratings, acceleration and quarter-mile track times, and evaluated on drivability and fuel economy under normal driving conditions.

This is the third time in the last four years that Toyota has claimed one of Motor Trends' top prizes. The magazine selected the Tacoma pickup as its truck of the year in 2005 and named the Prius Hybrid its car of the year in 2004.

 

[Rich Parsons]

Please pay attention to this and the safety issues.

ConsumerReports.org
Hybrid Safety Concerns



Experts say hybrids pose no more danger than gasoline-powered vehicles—as long as rescue procedures are followed.



The increasing popularity of gasoline-electric hybrid-powered vehicles has brought safety concerns from some emergency responders, firefighters, and prospective buyers new to the technology. But those vehicles pose no greater threat than any other crashed car, according to manufacturers and safety experts.

Hybrids first went on sale seven years ago in America—starting with the 2000 Honda Insight—but fears of potential dangers related to the high-voltage systems have inspired a recent wave of news stories and fueled online bulletin-board discussions. Concerned groups have focused on the possible dangers associated with the systems used to power the vehicles, questioning the risks the electric components might pose in the event of an accident.

The hybrid vehicles offered by Ford, Honda, Lexus, Toyota, and Mercury—whose Mariner twin to the Ford Escape is now available as a hybrid—run on a combination of electric power and a conventional gasoline engine. While their overall designs differ, they all use a large battery pack to energize an electric motor (or motors) sharing drive duties and space with a gasoline engine. It is that battery and the high-voltage cables routed under the passenger compartment connecting it to the motor(s) that cause the greatest concern.

Some emergency responders have raised questions about the likelihood of battery explosions or leaks, with the leading concern being electrocution hazards if high-voltage cables are exposed to bare metal, passengers, or rescuers. As more manufacturers plan to add hybrid models to their lineups, scrutiny on this latter issue has been increasing.

SAFETY MEASURES

In an effort to allay these fears, the manufacturers post manuals outlining rescue procedures online, and they have provided safety courses to emergency workers, including hands-on training. The bottom line, according to Honda training instructor Jesus Almeida, is that hybrid vehicles cause no greater concern for passengers or rescuers in the event of a collision than other vehicles. However, laden with similar loads of gasoline, antifreeze, and other potentially dangerous fluids, hybrids don't pose any less danger, either.

"If you do what you're supposed to do, it's no different from any other car," Almeida said.

Ford Spokesperson Nick Twork said, "There's a very, very low likelihood that anybody would be injured with the precautions that are built into the vehicle. It should be no different than dealing with any gasoline-powered car."

Ford, Honda, and Toyota use nickel-metal hydride (NiMH) batteries, which the Honda Emergency Response Guide for Hybrid Vehicles claims are "non-flammable" and "non-explosive." The batteries are sealed in a protective metal case and insulated from the vehicle body. Toyota and Honda locate the battery packs near the rear axle, a spot they say is well-protected in the event of a collision. Hybrid vehicles must conform to the same government crash standards as all other passenger vehicles.

Most automakers voluntarily shroud their battery cables in bright-orange cladding as a warning to emergency workers. The orange color is not a federal requirement, and there is no assurance manufacturers entering the hybrid market will use it.

"You need to know where those wires are, and the high-voltage equipment," Honda's Almeida said.

HIGH-VOLTAGE HAZARDS

Some hybrid models use as much as 650 volts of power. While the amount of voltage required to cause injury is a variable dependent on many factors, 650 volts is more than enough to cause damage. "It could kill you," said David Schimmel, lead instructor trainer for the New Jersey State First Aid Council, which provides training for about 22,000 volunteer emergency responders.

Almeida says hybrids pose no additional danger as long as the rescue procedures outlined in their manuals are followed, starting with ensuring the ignition is shut off and the key removed, which is standard procedure for responders to conventional cars. It is this safety protocol, and the built-in electronic fail-safe measures, that counter the potential threat from a high-voltage system. "As long as the key is out of the ignition, the car is dead," Almeida said. The Toyota system disables the high-voltage system if an air bag is deployed. Ford uses inertia switches to disconnect the high-voltage system in a crash; the HV system is also shut down whenever the ignition is shut off.

Rescuers are routinely advised to disable the 12-volt system, in both hybrid and conventional cars, that provides power to the high-voltage system. Cutting the battery cables located under the hood can do this. While hybrids do introduce a risk to rescuers, the solution to reducing the chance of injury falls in line with established procedures used to prevent air-bag and other electric-related injuries from conventional automobiles. Shutting down power became especially important following the advent of air bags, which can deploy during a rescue if the electrical system is still live and if the collision did not deploy them.

ROADSIDE RECORD

Toyota has sold more than 240,000 hybrid vehicles, and none have caused injury to rescuers, according to spokesman Wade Hoyt. "No reports of injuries related to the hybrid battery or electrical systems from any of our hybrid vehicles," he said, adding, "The last thing we want is for emergency responders to hesitate."

National Highway Traffic Safety Administration (NHTSA) spokesman Eric Bolton said he knew of no deaths, adding, "Clearly, NHTSA is concerned for the safety of EMT personnel." Bolton said the agency would not necessarily hear of an EMT fatality.

Miami Beach Fire Department spokesman Javier Otero says the city's 200 full-time firefighters respond to many vehicle incidents. "Everything we do has a hazard," he said. "This is just a new hazard that we need to get trained and educated on."

As hybrid vehicles become more defined by powertrains rather than an exclusive body style (i.e. Insight, Prius), rescue workers should be mindful of badging to indicate whether a Civic, Escape, Highlander, or other model features a hybrid gasoline-electric powertrain. But, according to experts, as long as proper rescue procedures are followed, this growing vehicle segment should not pose a greater roadside threat than traditional, combustion-engined cars.

 

[Rich Parsons]

more:

New York Times
Behind the Wheel
Saturn Vue and Mercury Mariner: Hybrids, Mild or Seasoned, From the Motor City

By BRADLEY BERMAN
Published: November 19, 2006

BERKELEY, Calif.

MUCH has changed since the advent of the automobile. Newton’s mechanistic view of the universe yielded to Einstein’s relativity. Commerce shifted from heavy machinery to packets of ones and zeroes zipping through the air.

But one thing remains the same. More than a century after the car kicked the horse to the curb, the most popular measure of a vehicle’s prowess is still horsepower. The postmodern digital age has not caught up to cars, with one notable exception: the hybrid gas-electric vehicle.

With hybrids, auto engineers have finally harnessed the internal combustion engine, placing it in a secondary position behind computer control systems, electronic transmissions, power-splitting devices and dashboard video monitors that provide X-ray vision into the inner workings of complex systems.

The best hybrids show their owners, every running moment, just how much energy they are using, and from what source, and why. Can a hybrid play a significant role in solving the problems of oil dependency, auto emissions and climate change? Hybrid drivers don’t need a definitive answer. They just need to see — right now on their dashboards — that their mileage represents a break from the past and a step toward a potential breakthrough.

This feedback is what made my test-drives of two hybrids from Detroit-based automakers — the Mercury Mariner Hybrid (which differs little from the Ford Escape Hybrid) and the Saturn Vue Green Line from General Motors — so much fun.

Give me the right tools, and I (or you) can wring truly impressive mileage from cars like these. But if you drive ’em as if you stole ’em, they’ll slurp hydrocarbons like any car.

The hybrid sport utility represents a double-whammy American automotive fantasy: the go-anywhere, do-everything image of an S.U.V. with the potential to preserve the outdoor environment you are rolling over. But do these hybrids really deliver?

Vue: Green for Less

The mild-hybrid Saturn Vue Green Line is G.M.’s first gas-electric vehicle, unless you count the company’s ultramild-hybrid pickup trucks.

The hybrid field is starting to get crowded — there are now a dozen to choose from — so the pitch for the Green Line is “the most affordable S.U.V. hybrid.” In other words, this Vue appeals to your inner accountant.

The numbers would impress any C.P.A. For $22,995, the Green Line delivers an E.P.A. fuel economy rating of 27 m.p.g. in town and 32 in the country, which is the highest highway rating for any sport utility. For comparison’s sake, a conventional gas-only Vue with 4-cylinder engine, front drive and automatic transmission is rated 22 in town, 27 on the highway.

I drove the Green Line on two successive 78-mile highway loops, one well below the speed limit and a second in complete disregard of the 65 m.p.h. signs. As a saint, I achieved an impressive 36 m.p.g. As a sinner, my fuel economy dropped to 24. I have little doubt that a careful foot applied to the Green Line could regularly produce 30 m.p.g. on the highway.

Instead of a discrete electric motor that can drive the wheels just like a gasoline engine, the Green Line uses a belt alternator-starter; it shuts the engine off when the car comes to a complete stop, eliminating gas consumption at idle. The Green Line’s 36-volt battery and motor-generator smartly wake up the engine as soon as the driver’s foot comes off the brake pedal.

Kudos to Saturn’s technical team for producing an auto-stop feature that works smoothly and consistently. In contrast, Honda’s system requires the car to return to at least 10 m.p.h. before it will shut down again. In the Vue, you can lift and return your foot to the brake as often as you like — as you would in stop-and-go traffic. Each time, the engine pauses for a few moments at low idle, then drops to a full engine-off stop.

What you can’t do is launch forward in all-electric mode. That feat — the thing that, in the view of many people, makes a hybrid a hybrid — belongs for the moment only to full hybrid systems from Toyota and Ford.

Were good mileage the only criterion for likability, this review would be over. The problem, though, is that every automotive credit requires a debit, and accountants’ fingerprints can be seen all over this Vue.

Handling is acceptable but not impressive. The 2.4-liter 4-cylinder engine is loud but delivers barely adequate performance.

Aerodynamics are a crucial factor in fuel economy, and the Vue’s was improved — to a drag coefficient of 0.36, from 0.38 — by lowering the chassis an inch and leaving off the roof rack. Unfortunately, ridges that remain on the roof call attention to the fact that something is missing. The lower profile also leaves the Green Line feeling more like a portly wagon than a high-riding S.U.V.

The doors are easy enough to open, but the upright backseat is excruciating; passengers will yearn for the relative comfort of flying cross-country in coach class.

A 36-volt battery pack, which lets the auto-stop function do its thing, is housed in the cargo area. The rest of that compartment is occupied by what Saturn calls a rear cargo organizer; it is a set of hinged plastic dividers so flimsy that my friends guffawed when I showed it to them.

The biggest flaw may stem from the cost-containment measures applied to the instruments. The typical hybrid driver needs real-time information to wring the most miles from the fuel, but Saturn provides only silly green lights and a little dial and pointer. A green “eco” light is supposed to come on when the Vue matches or beats the E.P.A. economy estimates, but I found the flickering light to be worthless. The dial is supposed to indicate when the battery is charging or providing an assist, but a meter to monitor mileage on a specific trip would be much more useful.

There is also the Green Line’s overall feel of righteous deprivation. While the Green Line is rather Spartan, the Red Line, a higher-performance Vue, has a distinctive front end, sport suspension, 18-inch alloy wheels, leather seats and much more. The not-so-subtle message: You can spend your money on high-quality fun and get a Red Line, or opt for a big green bummer.

Fortunately, a new Vue is on the way. The 2008 model, which will be previewed at the Los Angeles auto show later this month, will be similar to the new Opel Antara that will be sold in foreign markets. The new Vue will also trade its ding resistant but ill-fitting plastic body panels for sheet metal, which will perhaps make the crossover utility feel less like a disposable car.

For now, the Vue Green Line proves that G.M. is capable of improving the fuel efficiency of many of its vehicles at a modest cost. The well-engineered belt alternator-starter could be offered on tens of thousands of G.M. vehicles, virtually eliminating wasted fuel at idle.

Yet as an overall package, the Green Line is sadly wanting. G.M. started with a laudable goal, to show that it can deliver gas-saving technology at a discount, but it has fallen far short of other hybrid makers on the execution.

Mariner: Eco Yet Macho

If the Saturn seems more driven by green-marketing imperatives than by driver satisfaction, G.M.’s crosstown rival has come up with a hybrid S.U.V. that really works, albeit one that costs some $7,000 more.

The Mercury Mariner Hybrid combines the most robust gas-electric system available today — it will stay in electric mode longer than any competitor — with the body of a stylish yet rugged-looking sport utility.

With its mix of digital-era sophistication and creature comforts, the Mariner Hybrid works so well that one wonders whether, if it had been more aggressively marketed since its debut in late 2004, it could have been the hit that the ailing Ford Motor Company so desperately needs.

Does the Mariner Hybrid have the rugged sex appeal of other S.U.V.’s? Is that even possible? Until now, hybrids could hardly be considered babe magnets or or hunk attractors.

The comedic actor Will Ferrell, a Prius owner, has said, “In addition to being obviously economical and environmentally friendly, they drive great and are just plain sexy.” He tells jokes for a living.

Consider my brother. Fed up with the cost of feeding a gallon of imported fuel into his Range Rover for every 11 miles driven, he picked up a hybrid crossover utility, a Lexus RX 400h, instead. A year later, the drumbeat of teasing from friends and loved ones — they accused him of driving a girlie car — compelled him to ditch the Lexus and get another Range Rover.

He should have held out for the Mariner Hybrid. Its shape is pugilistic, like the Escape’s. It is square and muscular but has flourishes like accent grilles on the taillights and gauges rimmed in chrome.

The Mariner is technically a crossover, but it seems solid and upright like a real S.U.V. Although the ’07 model comes only with all-wheel drive, a front-drive version will be offered for 2008.

Instrumentation is crucial to the hybrid experience, because the fun of a hybrid is using all available tools to get the maximum mileage. Ford’s system beats Toyota’s hands-down in its ability to stay in all-electric mode for extended periods.

The Mariner Hybrid, like the Escape Hybrid, offers an expanded opportunity to use the gas pedal, brake and gears to juggle energy into and out of the rechargeable batteries.
Want to get a full charge to the batteries? Accelerate to about 30 m.p.h. and slip the shifter into low (not actually a gear, but a tighter engagement of the motor-generator). How long do you want to stay in E.V. (electric) mode? If you use some Astaire footwork to accelerate slowly and evenly, you can nudge the Mariner to 30 m.p.h. without using a drop of gas.
If you slip out of E.V. mode at speeds as high as 40 m.p.h., and your battery is adequately charged, you can give the brake two quick taps and slip right back into E.V. mode.
Certainly, few hybrid owners will take the time to learn all the tricks, but even the most absent-minded motorists are constantly reminded that they are piloting some seriously geeky-cool technology.

When I employed all the advanced techniques of an experienced hybrid driver, I achieved highway and city mileage in the mid-30’s — not bad for an S.U.V. But when I drove like a fool, overall mileage fell to the mid-20s.

The ultimate benefits of hybrid technology — savings at the pump, a poke at OPEC, reduced emissions, whatever — are personal. That gives much more meaning to the Mariner’s ability to stay in all-electric mode longer than any other hybrid. Ford’s engineers outdid Toyota’s in pushing the technology to the limit.

Unfortunately, Ford’s marketing department overlooked the potential of the Mariner Hybrid as a lean, mean, digital-era machismo machine. It made its debut under the same tired green banners and slipped into obscurity almost immediately. True, the Mariner Hybrid hit its sales target without breaking a sweat, but that is an exceedingly modest 2,000 a year.

In September, former President Bill Clinton took delivery of a “Presidential Edition” Mariner Hybrid, inspiring this flight of fancy: What if Mr. Clinton was Ford’s hybrid pitchman rather than Kermit the Frog?

A suave but serious spokesman might have let the American public see the Mariner Hybrid for what it is: a well-appointed, well-priced S.U.V. with best-in-class fuel economy and groundbreaking technology. It might even have gained recognition as the first great American vehicle of the 21st century.

 

[Rich Parsons]

more:

Not All Hybrids are Hot
High fuel prices don't guarantee a model's success

By RICHARD TRUETT | AUTOMOTIVE NEWS

AutoWeek | Published 11/20/06, 8:44 am et

Even in these days of topsy-turvy fuel prices, automakers have learned that slapping a hybrid badge on a vehicle doesn't automatically guarantee strong sales.

U.S. sales of hybrid vehicles through October show the segment evolving into a respectable niche. Not counting the Saturn Vue Green Line, which just went on sale, 211,134 hybrids were sold through October, up from 171,523 in the comparable 2005 period. Hybrids still account for just 1.5 percent of new vehicle sales.

But some hybrids, such as the Honda Accord, aren't flying off dealer lots.

Gasoline prices peaked in August, when the national average for a gallon of regular was $3.12, but hybrid sales remained strong even as prices hovered around $2 a gallon last month.

A recent survey by J.D. Power and Associates asked buyers why they chose a hybrid. Eighty-nine percent said fuel economy was the main reason. But there were others.

"I don't think people are buying hybrids for fuel costs. It's for environmental reasons," says Ian Riding, sales manager at Sun State Ford in Orlando, Fla. Performance came in way down on the list, with just 29 percent of buyers choosing a hybrid for its ability to zip to 60 mph.

"Is the (sales) performance of hybrids related to gasoline prices? That's a big leap. Even with the recent decline in gasoline prices, two models (the Toyota Prius and Honda Civic) seem to be doing very well," says Tom Libby, senior director of industry analysis for J.D. Power.

Sales and surveys

Accord Hybrid sales are off 67.8 percent this year. Honda sold just 4,924 Accord Hybrids through October, down from 15,269 a year ago. The 253-hp, V-6 Accord Hybrid sits on dealer lots an average of 58 days, according to the Power Information Network.

But sales of the fuel-sipping Civic Hybrid, on the other hand, are up 25.3 percent this year to 26,635, from 21,253 sold through October 2005. The Civic Hybrid, which has a 110-hp, four-cylinder engine, sits on dealer lots an average of nine days. And the Civic Hybrid's transaction prices are up from $20,483 last year to $23,733 this year, according to Power.

Price and EPA fuel economy ratings also may be a factor. The Accord Hybrid starts at $31,685, including shipping, while the Civic Hybrid starts at $23,195, including shipping. The Accord Hybrid is EPA rated at 28 mpg in city driving and 35 mpg on the highway, not much better than a base model four-cylinder Accord's 24/34 ratings. The Civic Hybrid, at 49 mpg city and 51 mpg highway, shows a big gain over the gasoline-powered Civic's 30/40 rating.

Because the Accord Hybrid is designed more for performance than for fuel economy, high gasoline prices hurt its sales this year. Honda spokesman David Iida says Honda has no plans to change the Accord Hybrid or drop it from the lineup.

The rest of the market

Toyota has plenty of reasons to remain upbeat about hybrids. Not only is the Prius still a hot property, but it accounts for nearly half of the entire market for hybrids.

Prius sales are off slightly through October -- 89,672 sold this year, compared with 90,891 last year. But the Prius makes up a whopping 42.5 percent of the total number of hybrids sold so far, 211,134. Toyota dealers need just six days to sell a Prius, and the transaction price is up from $25,033 last year to $26,098 this year, according to Power.

Toyota's new Camry Hybrid, which has a 2.4-liter engine and an EPA rating of 40 mpg city, 38 highway, is off to a flying start. Through October, 24,416 Camry Hybrids have been sold since the vehicle went on sale in May 1.

So how is everyone else doing? Not so great for many, too early to tell for a few.

Nearly dead in the water is the Mercury Mariner Hybrid, which sits on dealer lots an average of 74 days -- longest of all hybrids, according to Power Information Network.

The Mariner's sibling, the Ford Escape Hybrid, is having a better year, with sales up 23.5 percent through October to 16,304 and a respectable 27 days on dealer lots.

Ford has cranked up an advertising campaign for the small SUV, and sales have been slow but steady at some dealerships.

Riding, the Sun State Ford salesman, says his store is on track to sell about 20 Escape Hybrids this year, with no local advertising or promotion. He said most buyers have researched the Escape Hybrid on the Internet. He says the vehicle sells itself.

"Every Escape Hybrid we've got in we have sold," says Riding. The average days to turn, he added is about 16. He said demand for the vehicle has not changed as gasoline prices have fluctuated.

October was the first month of sales for the new Saturn Vue Green Line, the first so-called "budget hybrid." The Vue Green Line starts at $22,995, including shipping. About 700 units were sold last month.

Rob Cochran, a Saturn dealer in Monroeville, Pa., sold his first Vue Green Line in late October to a customer who traded in a BMW for the small SUV. "It's exciting for us. Green Line taps into the environmentally friendly segment, which is a natural for Saturn," he said.

Cochran believes the price of fuel will have a big influence on the Vue Green Line's sales performance.

Says Cochran: "As gas gets more expensive, people get more sensitive to it and more diligent with their choices."

 

[Rich Parsons]

more:

Meet the only Saturn Vue Green Line Taxi in New York

Posted Dec 10th 2006 10:29AM by Alex Nunez

Last Wednesday, the Altman building on west 18th Street in Manhattan was home to a General Motors reception for the New York area media. Autoblog was there, and in addition to the array of 2007 products displayed inside the reception hall, there was a vehicle of particular interest parked outside: a brand new Saturn Vue Green Line taxi. In the sea of Crown Vics, Escape Hybrids, and assorted minivans patrolling the streets of the Big Apple, it stands alone as the only Vue Green Line out there picking up fares.

We caught up with the Vue cab's owner, Placida Robinson, who was one of the guests at the reception. She told us that she obtained the medallion at an auction held earlier this year, in which 254 hybrid and 54 handicap accessible vehicle medallions were made available. The medallions fetched record prices -- the average price for each one was in excess of $400,000 -- which probably makes Ms. Robinson's Vue the most expensive one on the road after you add the cost of the medallion to car's purchase price (around $23,000).

There's more. Follow the jump to read the rest.

Of course, the Vue had to undergo some modifications of its own before it could hit the streets looking for riders. Like any other medallion taxi, it had to get a fresh coat of yellow paint, and the interior saw familiar modifications, such as new seats covered in a heavy-duty vinyl that's easy to clean and able to handle the wear and tear of steady everyday use. Naturally, it also had a meter and roof light installed.

Ms. Robinson's cab was otherwise trimmed out to the relatively high level of interior specification that's standard on the Vue Green Line. It's a comfortable and capable city driver, thanks to the added boost the electric motor provides at launch, and the Vue's stop/start system should prove beneficial in this application. In New York, traffic comes to a halt with great frequency, so the car's automatic engine stop feature will surely get a heavy workout, helping with the cab's fuel economy and reducing emissions along the way (remember, an engine that's shut off emits nothing).

Unlike other taxis, which are serviced at fleet garages that are set up all over the city, when the Vue needs service, it "goes home to mother" as Ms. Robinson puts it, and visits a New York Saturn dealer. The Vue Green Line was an attractive fit for Ms. Robinson because it met the hybrid requirement, was competitively priced, and offered excellent cargo capacity. She told us that customer reaction has been very positive so far. Riders apparently like the hybrid and have commented that as taxis go, it's one of the nicer ones they've been in.

New York is obviously moving towards a more hybrid-centric taxi fleet over time, In five years when it's time for this Vue to go into mandatory retirement, it'll likely be sharing the streets with other, new hybrid Saturns -- Vues sporting the just-announced two-mode hybrid system, and possibly even the plug-in option that was also announced at the LA Auto Show. For now, though, if you find yourself riding in a Vue Green Line taxi, know that you've found the proverbial needle in a stack of needles, because in a city whose streets are home to thousands of yellow cabs, there's only one of the Saturns in service.

Note: Autoblog recently had the Vue Green Line pass through the Autoblog Garage. Look for our full review later this week over at Autoblog Green.

 

[Rich Parsons]

more:

================================================
From UK magazine Auto Express:


"The exclusive picture in this week's mag confirms that work on the new hybrid is at an advanced stage, and the car is expected to use hi-tech lithium-ion batteries for the first time. These will replace the nickel-hydride cells currently used, and boost performance.

As a result, engineers are targeting fuel economy figures that will make trips to the petrol station a rare occurrence - the firm is aiming to achieve 113mpg! The lighter, more powerful and longer-lasting batteries will ensure that the hatchback is quicker than the model now on sale, with a 0-62mph sprint time of less than 10 seconds.

To match the sportier driving experience, the firm's designers will give the third version of the Prius a sharp new look with long A-pillars, which promise to create a distinctive profile.

While the redesigned Toyota is set to retain the high-backed stance of the existing variant, there are fresh arrow-shaped headlamps, and a new front bumper with sporty air vents will give it plenty of road presence.

The more compact batteries will have the added bonus of increasing cabin space, and will even allow the forthcoming Prius to do without its petrol engine while making its way through slow-moving traffic. The model currently on sale can only travel on electric power for short periods before its conventional engine automatically cuts in and takes over.

An all-new lean-burn 1.8-litre turbo petrol engine will share space under the bonnet with the Japanese firm's upgraded hybrid drive technology.

Owners are also likely to benefit from a plug-in system which allows the car's batteries to be charged from a mains socket. The newcomer is expected to hit showrooms in 2009, priced at less than £20,000.

=================================================

 

[Rich Parsons]

I know more than one company is working on this:

Toyota Exec Says Diesel Prius Hybrids Possible


Following Toyota's announcement that it will buy a 5.9 percent stake in Isuzu, the companies announced that they will pursue a joint diesel development strategy.

"Our belief is that the demand for diesel engines will increase globally," said Steven Curtis, media and investor relations national manager for Toyota. That marks a change for the company that has pioneered development of gasoline-electric hybrid powertrains in search of maximum efficiency.

In the Toyota/Isuzu partnership, Isuzu will take the lead in the areas of research and development for diesel engine production and for emissions-control technologies. Toyota, meanwhile, will concentrate on "environmental technologies, including basic engine and other technologies and other technologies related to alternative fuels," Curtis explained.

If that sounds like Toyota will integrate a diesel engine into its Synergy hybrid drivetrain, you are right, according to Jim Press, president of Toyota Motor North America.

"It is too early to tell where the Isuzu relationship will go," he said, "but eventually we will have hybrids on diesel, biodiesel, ethanol — the whole gamut."

The modularity of the hybrid system makes it applicable to a range of power plants and fuel sources, he added. "It is the same hybrid system that works with all of those."

The previously opposed hybrid-versus-diesel camps seem to realize that combining the technologies is the fastest route to fuel-efficient vehicles with existing technologies and fuels. Detroit's Big Three demonstrated this with their concept cars developed under the Partnership for the Next Generation of Vehicles program under the Clinton administration. All three companies produced diesel-electric hybrids in pursuit of an 80 mpg family sedan. A Prius with a diesel engine would closely resemble those concept vehicles, both in appearance and fuel economy.

What this means to you: Before your neighbors finish paying off their Hummer H2 (or its gas bill), you might be able to buy a super-efficient family sedan that was a futuristic concept car not long ago.

SOURCE: Edmunds

 

[Rich Parsons]

More:

US: Falling gasoline prices slow hybrid vehicle sales
By Automotive World staff writer (ANK)
8 December, 2006
Source: Automotive World

Sales of hybrid vehicles in the US have fallen sharply since August due to lower gasoline prices and reduced federal tax credits for some brands.

According to Edmunds.com, vehicle manufacturers sold 26,249 hybrids in August with the average price of gasoline across the country hitting US$3 per gallon. Since then, gasoline prices have fallen by 24% to US$2.28 per gallon and as a result, sales of hybrids have dropped by 31% to 18,117 in November.

Hybrids accounted for only 1.52% of all vehicles sold in November, a fall from 1.77% in August, but an increase from 1.38% in November 2005. According to the report, the sharpest fall was between September and October, when the tax credits on Toyota and Lexus models, which account for over three-quarters of all hybrid sales, fell by half.

Toyota says US sales of its hybrids fell to 14,598 in October, the lowest level since March. It blamed the termination of full federal tax credits.

The US$3,150 credit for the Prius fell to US$1,575 on 1 October, while credits for other Toyota hybrids, including Camry, Highlander and Lexus vehicles, were reduced to between US$775 and US$1,300.

As per a 2005 federal energy bill, consumers purchasing hybrids receive up to US$3,600 in tax credits. The credits are halved once sales reach 60,000 vehicles per manufacturer, a ceiling which Toyota has crossed.

In November, Jim Press, president of Toyota North America, urged the US Congress to extend the federal tax credit to encourage consumers to buy more fuel-efficient cars.

Although falling sales have not significantly affected the price of the Toyota Prius and Honda Civic hybrids, climbing inventories could force a price reduction. According to Power Information Network, although sales have fallen, Civic hybrids cost an average US$23,525 in November as against US$23,701 in August while the average price of a Prius was US$26,281 in November as against US$26,076 in August.

 

[Rich Parsons]

More:

Published: December 08. 2006 3:00AM
Auto news
First Nissan hybrid car to have limited release

December 8, 2006

BY JUSTIN HYDE

FREE PRESS WASHINGTON STAFF

Nissan Motor Co.'s first gasoline-electric hybrid vehicle will go on sale in January, but a top executive with the automaker says hybrids are still an iffy business proposition, with questionable demand and no chance of profits for now.

Dominique Thormann, senior vice president of administration and finance for Nissan North America, said Nissan's main motivation for its Altima hybrid sedan was to meet California's emission requirements. As a result, Nissan will only sell the Altima in California and seven other states that follow its air-quality laws.

"Hybrids are certainly not a very viable economic proposition," Thormann said. "It's still a loss-making proposition."

Nissan hasn't announced pricing for the Altima hybrid sedan, which it has estimated will get 41 miles per gallon on the highway and have a driving range of 700 miles. While sales of hybrid vehicles in the United States are up this year, the market has been dominated by Toyota Motor Co., with other automakers struggling with their models.

The head of Toyota's North American business said last week that a reduction in the federal tax credit for Toyota's hybrid customers had led to a drop in demand for the Prius hybrid. The federal tax credit of up to $3,600 per vehicle begins to phase out once an automaker sells 80,000 hybrids -- a provision backed by Detroit automakers, which wanted to minimize the benefits of Toyota's head start in the hybrid market.

Thormann said U.S. customers still prefer power over fuel economy, and that it was unclear how the market for hybrids might develop.

and

Nissan expects to lose money on new hybrid Altima

David Shepardson / Detroit News Washington Bureau

WASHINGTON -- Nissan Motor Co.'s first gasoline-electric hybrid model goes into production next week, but the vehicle will not be profitable and the automaker is only bringing it to market to comply with California's strict emissions regulations, a top Nissan official said Thursday.

Dominique Thormann, senior vice president of administration and finance for Nissan in North America, said the Japanese automaker will begin selling a hybrid version of its Altima sedan next year so it can comply with California's partial zero emissions vehicle mandate, which has been adopted by seven other states as well.

"Hybrids are not a very viable economic proposition," Thormann said. "There's got to be a reason why people are going to buy hybrids."

Thormann would not disclose how much Nissan will lose per vehicle or how many the company expects to sell next year. His comments came during a lunch with Washington-based automotive reporters.

Thormann noted the high incentives some automakers are offering to move hybrids, because the market for them is lukewarm. "People have to vote with their feet," he said.

Production of the Altima Hybrid begins in Smyrna, Tenn., on Monday. That same day, Nissan will reveal more details about the vehicle.

The Altima Hybrid is rated as an advanced technology-partial aero emissions vehicle, or AT-PZEV. It's estimated to have a fuel economy of 41 miles per gallon in the city and 36 mpg on the highway. With Altima's standard 20-gallon fuel tank, the Altima Hybrid has a projected driving range of up to 700 miles between fill-ups.

Nissan has several environmentally friendly vehicles in the works, including five 2007 vehicles that offer a continuously variable transmission. It also makes flexible fuel versions of the 2007 Titan pickup and Armada SUV.

You can reach David Shepardson at (202) 662 - 8735 or [email protected].

 

[Rich Parsons]

more:

According to GM, the hybrid vehicle will be available in the US and Canada in spring 2007. Cobasys manufactures the same battery system for the existing Saturn Vue Green Line SUV. The Aura Green Line, equipped with an electric motor/generator combined with a 2.4 litre Ecotec four-cylinder engine and the Cobasys battery system, is claimed to offer 25% better fuel economy compared to the base Aura XE version.

Greiwe said that Vue Green Line build will slow as production of the Aura begins.

Cobasys says its 'plug-and-play' NiMHax 36-volt system, including the high power NiMH battery modules, was specifically designed for Saturn's Green Line models.

Cobasys, which designs and manufactures NiMH battery systems for transportation markets, will manufacture the NiMHax 36-volt systems at its facility in Springboro, Ohio. Cobasys is a joint venture between Chevron Technology, a subsidiary of Chevron Corporation, and Energy Conversion Devices.

Battery technology is one place were improvements are coming and will make a big difference. How they store, how fast they can discharge and re-charge will limit the usage of the power they have.

 

[Rich Parsons]

Well I guess it is public now. This is my latest program the 2009 Two Mode Hybrid for the Saturn Vue.

US: Saturn debuts Aura Green Line at LA motor show; GM outlines plans for other future hybrid models
By Automotive World staff writer (ANK)
1 December, 2006
Source: Automotive World

Rick Wagoner, chief executive officer of General Motors, has announced that his company will produce a Saturn Vue Green Line plug-in hybrid electric vehicle (PHEV), but did not offer a production date.

A plug-in hybrid-electric vehicle differs from non-plug-in hybrid-electric vehicles by offering extended electric-only propulsion, additional battery capacity and the ability to be recharged from an external electrical outlet.

The hybrid SUV will use a modified version of GM's two-mode hybrid system and plug-in technology, a lithium-ion battery pack, electric motors and a direct injection version of GM's existing 3.6 litre V6 gasoline engine. According to GM, the Saturn Vue Green Line PHEV is expected to offer electric-only propulsion for more than ten miles.

The future front-wheel drive two-mode Vue Green Line hybrid is expected to deliver up to a 45% improvement in combined city and highway fuel economy compared with the conventional Vue.

Tom Stephens, group vice president of GM Powertrain stated that the company plans to introduce a new hybrid system annually for the next several years.

GM explained that in 2007, the GM hybrid system will be expanded to the Saturn Aura Green Line and Chevrolet Malibu front-wheel-drive midsize sedans, while the two-mode hybrid system will debut in the Chevrolet Tahoe and GMC Yukon full-size SUVs.

In 2008, the two-mode hybrid system will be extended to the Cadillac Escalade full-size SUV and the Chevrolet Silverado and GMC Sierra crew cab full-size pickups. While the Escalade will offer all-wheel-drive, the Silverado and Sierra will offer rear- and all-wheel-drive.

The first front-wheel-drive application of the two-mode hybrid system is scheduled to debut in 2008, without plug-in technology, in a second generation Saturn Vue Green Line. This replacement for the identically named compact SUV which went on sale earlier this year, will offer a choice of the GM hybrid system or the two-mode hybrid system. In 2009, an electric all-wheel-drive two-mode hybrid system will be introduced for the Vue Green Line.

According to Wagoner, GM's Hummer division will also offer flexible-fuel engines across its entire lineup within three years. However, he said that availability of E85 is a challenge with only 1,000 gasoline stations in the US, out of 170,000, offering the fuel.

 

[Rich Parsons]

more:

US: Tax credit amounts outlined for Honda's 2007 hybrid vehicles
By Automotive World staff writer (ANK)
29 November, 2006
Source: Automotive World

American Honda says that customers purchasing a new 2007 Honda hybrid or natural gas vehicle will receive federal tax credits of
between US$1,300 and US$4,000 in the year of purchase tax year.
Honda's 2007 Civic hybrid, compressed natural gas (CNG)-powered Civic GX and Accord hybrid are eligible for IRS tax credits. The credit amounts for the Civic hybrid,
Civic GX and Accord hybrids are US$2,100, US$4,000 and US$1,300 respectively.
Customers purchasing the so-called 'Phill' natural gas vehicle home refuelling appliance, purchased in conjunction with the CNG-powered Civic GX at
certain California and New York Honda dealers, may also be eligible for additional tax credits of up to US$1,000.
Honda plans to introduce a further hybrid model in 2009. It will be priced below the current Civic hybrid.

 

[Rich Parsons]

I am not sure what survey, but thought I would share what I have now.

Friday, December 1, 2006
Toyota Ranked Top Manufacturer For Eco-Friendly Efforts: Survey

 

[Rich Parsons]

Nominations for Ward's 10 Best Engines

10 Best Engines Nominees
By Bill Visnic
WardsAuto.com, Dec 20, 2006 8:51 AM


Thirty-three nominated engines for the 2007 Ward’s 10 Best Engines awards, laid bare in our infamous 3-line summaries.

Audi AG

2L turbocharged DOHC I-4 (A3)
200 hp/207 lb.-ft.
For: The way throttles should work.
Against: All right, a few more ponies wouldn’t hurt.
Our take: German engine development at its best.

4.2L DOHC V-8 (S4)
340 hp/302 lb.-ft.
For: Sinful sounds, intoxicating torque.
Against: Hard on gas. Real hard.
Our take: Like marrying a stripper.

BMW AG

3L DOHC I-6 (Z4 3.0si)
255 hp/220 lb.-ft.
For: Smoothness is legendary for a reason.
Against: Heartily out-torqued by larger V-6s.
Our take: The total package.

3L turbocharged DOHC I-6 (335i)
300 hp/300 lb.-ft.
For: Eradication of lag, epic torque.
Against: Nothing in this life.
Our take: Oh. My. God.

DaimlerChrysler AG

1.8L DOHC I-4 (Caliber)
148 hp/125 lb.-ft.
For: Really is a light sipper, cool manufacturing model.
Against: A disaster with CVT.
Our take: How’d they get the dead pedal on the right?

2.4L DOHC I-4 (Jeep Compass)
172 hp/165 lb.-ft.
For: Some extravagant components, free revver.
Against: Only makes 24 hp more than the 1.8?
Our take: Too many cooks.

3L DOHC V-6 turbodiesel (Mercedes E320 Bluetec)
208 hp/400 lb.-ft.
For: Torque-hammer of the gods.
Against: Don’t get the fuel on your shoes.
Our take: It’s time.

3L DOHC V-6 turbodiesel (Jeep Grand Cherokee CRD)
215 hp/376 lb.-ft.
For: Perfect application for diesel.
Against: Cost-cutting on the NVH for Jeep?
Our take: Engine-sharing we can live with.

4L SOHC V-6 (Dodge Nitro R/T)
260 hp/265 lb.-ft.
For: Brawny in the midrange.
Against: Feels, sounds old.
Our take: The wait for a dynamic Chrysler V-6 continues.

5.7L OHV V-8 (Chrysler 300C)
340 hp/390 lb.-ft.
For: Gets down whenever you want.
Against: We’d like to see a smaller one.
Our take: Still pretty special.

Ford Motor Co.

3.5L DOHC V-6 (Lincoln MKX)
265 hp/250 lb.-ft.
For: Cracking midrange, super-crisp throttle.
Against: Fuel economy sets no standards.
Our take: Runs with the best right out of the box.

4.6L SOHC V-8 (Mustang Shelby GT)
325 hp/330 lb.-ft.
For: Luscious exhaust; 71 hp/L is getting serious.
Against: Tuner-inspired intake a bit too raucous.
Our take: Sweet tweak for iconic performance V-8.

4.6L SOHC V-8 (Mustang GT)
300 hp/320 lb.-ft.
For: OHC design, exuberant power delivery.
Against: Takes a sec to get on the cam.
Our take: More than just a muscle-car V-8.

5.4L supercharged DOHC V-8 (Mustang Shelby GT 500)
500 hp/480 lb.-ft.
For: Big numbers for this kind of money.
Against: We kept looking for the loose plug wire.
Our take: Just go get a Viagra prescription already.

General Motors Corp.

2L turbocharged DOHC I-4 (Saturn Sky Red Line)
260 hp/260 lb.-ft.
For: Punchy enough.
Against: Inexplicably gruff.
Our take: Whiff of Quad 4.

2L supercharged DOHC I-4 (Chevrolet Cobalt SS Supercharged)
205 hp/200 lb.-ft.
For: Perfect supercharger application.
Against: But superchargers seem so passé.
Our take: Fun for the money.

2.4L DOHC I-4 Hybrid (Saturn Vue Green Line)
170 hp/162 lb.-ft.
For: Works without you knowing it.
Against: Works without you knowing it.
Our take: Hybrid for the grocery co-op crowd.

2.8L turbocharged DOHC V-6 (Saab 9-3)
250 hp/258 lb.-ft.
For: Turbo V-6 is a rarity.
Against: Feels dialed-back.
Our take: Delightfully Saaby.

2.9L DOHC I-4 (GMC Canyon)
185 hp/190 lb.-ft.
For: Finally making some decent power.
Against: Relentlessly uninvolving.
Our take: Tough to love 4-cyls. in pickups.

3.6L DOHC V-6 (Saturn Outlook)
275 hp/251 lb.-ft.
For: Revs with the best of ’em.
Against: Still not quite there.
Our take: When “competitive” is the goal.

3.7L DOHC I-5 (Chevrolet Colorado)
242 hp/242 lb.-ft.
For: Knocked off from a great I-6.
Against: Lose a cylinder, lose the magic?
Our take: Modular odd duck.

6.2L OHV V-8 (GMC Yukon Denali)
380 hp/417 lb.-ft.
For: Big-time grunt.
Against: More displacement for the sake of more displacement.
Our take: Rummy probably drives one.

6.6L OHV V-8 turbodiesel (Chevrolet Silverado HD)
365 hp/660 lb.-ft.
For: When the torque number starts with a 6…
Against: Narrow relevance.
Our take: The class of this class.

Honda Motor Co. Ltd.

1.5L SOHC I-4 (Fit)
109 hp/105 lb.-ft.
For: Wiry responses.
Against: Kind of like getting your fiber.
Our take: If you’re going to be here, be here with Honda.

2.3L turbocharged DOHC I-4 (Acura RDX)
240 hp/260 lb.-ft.
For: First Honda mill that makes real torque.
Against: Lag-mitigation efforts not entirely successful.
Our take: A tweak or two from glory.

3L SOHC V-6 (Accord)
244 hp/211 lb.-ft.
For: Honda’s making 81 hp/L pretty cheap.
Against: All the 3.5L V-6s out there.
Our take: Totally impressive volume engine.

3.7L SOHC V-6 (Acura MDX)
300 hp/275 lb.-ft.
For: Can’t argue with the numbers.
Against: Clinical demeanor.
Our take: C’mon, Honda: Give in and make a V-8.

Hyundai Motor Co. Ltd.

3.8L DOHC V-6 (Azera)
263 hp/257 lb.-ft.
For: Mannerly in all respects.
Against: 69 hp/L isn’t heading in the right direction.
Our take: Sizzle still elusive for Hyundai.

Mazda Motor Corp.

2.3L turbocharged DOHC I-4 (Mazdaspeed3)
263 hp/280 lb.-ft.
For: Whack whenever you want it.
Against: A little too frantic in a subcompact.
Our take: Tuning taken seriously.

Nissan Motor Co. Ltd.

2L DOHC I-4 (Sentra)
140 hp/147 lb.-ft.
For: Smooth, willing.
Against: So is a lot of stuff these days.
Our take: Just plain conventional.

3.5L DOHC V-6 (Infiniti G35)
306 hp/268 lb.-ft.
For: Refinement updates, sinister throttle response.
Against: Don’t watch the fuel gauge too closely.
Our take: Alpha Dog of V-6s regains its manners.

Toyota Motor Corp.

2.4L DOHC I-4 HSD (Camry Hybrid)
147 hp/138 lb.-ft.
For: All considered, probably the best hybrid yet.
Against: Hip in that Fred MacMurray kinda way.
Our take: Eco Bland.

3.5L DOHC V-6 (Lexus IS 350)
306 hp/277 lb.-ft.
For: Technically intriguing, titanically refined.
Against: What, no manual gearbox?
Our take: The Sharper Image, Import Tuner and J.D. Power collide.


© 2006 Prism Business Media Inc. All rights reserved.

I posted this as some Hybrid systems are in the nominations.