As more diesel and hybrid vehicles enter the market, drivers increasingly want to know which is better. This is an especially big question for sport-utility fans who feel they could easily justify owning one of the large vehicles if only it could match the fuel economy of a car.

Of the diesel and hybrid SUVs I have driven – there are only a dozen or so available — the Toyota Highlander Hybrid Limited and Volkswagen Touareg TDI come closest to combining midsize-car-like fuel economy with the size and cargo capacity that make SUVs appealing. Most other models are either too small to give drivers the high-riding sense of command they seek, or don’t come close to having decent fuel economy.

The Highlander and Touareg are well matched in price, power and practicality, and are about the same size. But the $41,020 Highlander runs on hybrid technology and the $42,800 Toureg on a diesel engine. The Highlander also offers a third-row seat the Touareg lacks, but it is too small for convenient regular use.

Each has a relatively small six-cylinder engine that still manages to power a large vehicle competently. The Touareg’s engine is typical of most diesels — they are generally good at getting a vehicle moving from a stop, and have more power at low speeds than gasoline engines of similar size. Diesels don’t have as much high-speed horsepower, but their low-speed muscle, or torque, is a better fit for the way most people drive.

The Highlander’s hybrid drive system uses an electric motor to provide similar torque that assists the gasoline engine under hard acceleration. The result is that neither gives its driver that frustrating, underpowered feeling.

On paper the Highlander seems like the easy winner because its estimated fuel economy is 27 miles per gallon in city driving and 25 mpg on the highway, compared with the Touareg’s 17 mpg in city driving and 25 mpg on the highway. But in typical everyday driving I found the two to be much closer in performance and fuel consumption. During long highway trips, both clawed their way to 27 miles per gallon, which is remarkable for big, heavy SUVs.

But I found that the hybrid’s urban fuel economy usually fell short of its estimate unless I drove in a slow, plodding way that makes the most of the hybrid’s electric motor. The problem is this driving style annoys other motorists, especially those caught behind you.

The Touareg diesel usually performed a bit better in the city than its estimate suggested, though it never came close to matching the hybrid in pure stop-and-go city driving. The Highlander’s ability to run on its electric motor alone at lower speeds lets it excel in the slow, choppy driving conditions at which gasoline and diesel engines are least efficient.

In everyday driving, I avoided unnecessarily fast starts and tried to drive smoothly, but did not truly strive for top fuel economy. The result: About 24 miles per gallon overall in both the Highlander and Touareg. However, when I tried a little harder to squeeze extra miles out of each vehicle by obeying speed limits, planning suburban routes to avoid stop-and-go driving and coasting whenever possible, the Highlander began to edge ahead. Both SUVs have trip computers that keep track of average fuel economy, and the Highlander’s seemed to respond more readily to small changes in driving style. If you work hard to hone your driving technique to maximize fuel economy, the Highlander seems to work with you and is therefore more rewarding to drive.

The biggest difference between these vehicles lies in their mechanical feel on the road. Other than using diesel fuel, the Touareg feels conventional. Its engine rumbles steadily and its six-speed automatic transmission shifts with a rhythm that most drivers will find familiar.

The Highlander, however, has a continuously variable transmission that smoothly varies its drive ratios in a way that lets the vehicle’s speed build without the distinct steps of a transmission with conventional gears. The feel is seamless, but less engaging. The engine often sounds like it is laboring, but “CVTs” tend to be more efficient than typical transmissions.

Drivers who are especially fond of SUVs with traditional power plants and familiar mechanical layouts may still prefer the way the Touareg feels on the road and responds more sharply to the throttle, while finding the Highlander a bit off-putting. Still, I got used to the Highlander’s transmission quickly and liked the way it smoothed out its overall ride. I also appreciated that the Highlander weighed several hundred pounds less than the Touareg despite carrying two power systems (electric and gas). Drivers who frequently tow heavy loads will almost surely pick the Volkswagen for its 7,716-pound towing capacity, compared with a rather weak 3,500 for the Toyota.

I would happily drive either vehicle every day. Both run smoothly, handle well and are comfortable for long trips. But the Highlander always felt like Toyota took more time and care in putting the car together. And then there are the numbers — the Environmental Protection Agency’s average fuel cost estimate for the Highlander is $1,542, compared with $2,100 for the Touareg diesel. While such estimates aren’t perfect, they are especially helpful when comparing vehicles. In the end, the Highlander does a better job at mixing the often incompatible elements of SUV size and space with small-car fuel economy.

SOURCE: Wall Street Journal

The first full-hybrid Mercedes-Benz, an ML450 sport-utility vehicle, will be available to customers Monday in the United States.

Using two-mode technology developed with General Motors and BMW, the ML450 Hybrid combines a 3.5-liter, 275-horsepower V-6 gasoline engine with two electric motors for a total power output of 335 horsepower and 192 pound-feet of torque.

The all-wheel-drive SUV will not be available for purchase. Customers will be allowed to lease the vehicle for $659 a month for 36 months, or for $549 a month for 60 months. Mercedes officials did not say what would be done with the vehicles once the lease period is over.
Related Articles

The German manufacturer says the hybrid system will provide fuel economy of 21 mpg in the city and 24 mpg on the highway. That’s an improvement of 46 percent over a comparable V-8 powered ML 550 SUV.

The ML 450 hybrid can operate on electric power alone up to 34 miles per hour. During parking and low-speed maneuvers it also operates exclusively on electric power.

The gasoline engine and electric motors team up seamlessly when maximum acceleration is required.

The two electric motors are housed within the modified automatic transmission.

One motor, on the transmission output shaft, is used when pulling away from a stop. It generates 80 horsepower and 192 pound-feet of torque.

The second motor, located closer to the gasoline engine, assists primarily with acceleration. It produces 83 horsepower and 173 pound-feet of torque.

The electric motors get their power from a liquid-cooled, 288-volt nickel-metal hydride battery that is housed under the cargo floor. It does not diminish passenger or cargo space.

As is the case with other hybrids, the electric motors act as generators during coasting and braking to replenish the battery. The ML 450 Hybrid also has an automatic stop-start function that turns the gasoline engine off during stops at traffic signals and then automatically restarts it when the driver’s foot moves from the brake to the accelerator.

The ML 450 Hybrid follows the S400 mild hybrid sedan into Mercedes-Benz showrooms.

SOURCE: Examiner.com

Billed by Ford Motor Co. as the world’s most fuel-efficient sport-utility vehicles, the Ford Escape Hybrid and Mercury Mariner Hybrid offer a way to “drive green” and save gas without giving up interior space and versatility, says a representative of a local dealership.

“The Mariner and Escape hybrids have all the advantages people expect of SUVs — a high driving position, excellent outward visibility, plenty of cargo room — but their fuel economy is better than you get with many smaller vehicles,” said Barry Almonrode, sales consultant at Bill McCoy Ford Lincoln Mercury of Muncie.

While most cars achieve their best gas mileage on the highway, the Escape and Mariner hybrids get their best economy in the city, so they are most beneficial to those who run many errands in town or commute in traffic, he said.

“Even if you drive a small car, your fuel economy can drop to the low 20s if most of your trips are in stop-and-go conditions,” Almonrode explained. “In comparison, the Mariner and Escape hybrids are rated at 34 miles per gallon in the city.”

While Ford’s hybrid SUVs include several technologies not used on conventional vehicles, such as two-mode, gas/electric powertrains and regenerative brakes, these hybrid functions are controlled automatically, so there’s nothing special the driver needs to do, the company says.

“Orchestrating many of the functions is the job of the Vehicle System Controller,” Ford says on its Web site. “Among other things, it shuts the engine down during coasting and at stoplights to save fuel, converts the electric motor to a generator during braking to help recharge the battery pack, and helps manage powertrain-related functions.”

To test the ability of its hybrid SUVs to save gas and perform reliably under severe conditions, Ford has supplied Escape Hybrids to several New York City taxicab operators.

“With hundreds of thousands of miles accumulated over the past two years in New York City, there has been an estimated fuel savings of $250,000 for the initial fleet of 18 Escape Hybrid taxis,” the company said in a news release. “Now there are 288 Escape Hybrids in taxi service throughout the city, and drivers are reporting that the hybrids are delivering on the durability requirements and fuel-saving advantages that make them a great choice for taxi use.”

The Mariner and Escape hybrids both have 153-horsepower, 2.5-liter four-cylinder engines, 94-horsepower electric motors, 330-volt batteries and electronically controlled, continuously variable transmissions.

Other standard features include dual-zone automatic climate control, Sirius satellite radio and Ford’s “SYNC” system, which provides for hands-free control of the audio system and a Bluetooth-enabled cell phone.

Many people who buy an Escape Hybrid or Mariner Hybrid on or before September 30, 2009, will qualify for a $1,500 federal tax credit, according to the Environmental Protection Agency’s Web site (fueleconomy.gov.)

Because the tax credit is scheduled to phase out as manufacturers sell more of each hybrid model, the credit on the Escape and Mariner hybrids will drop to $750 on October 1, 2009, the agency reports.

SOURCE: Star Press

The color green used to be solely reserved for St. Patricks Day, jealousy and grass stains.

Now, however, it is the color of a movement. Green means energy-saving, environmentally friendly and getting back to nature. It seems that everybody and everything is “going green.”

Perhaps that is why the Ford company put a little green leaf on the hybrid label of its 2009 Escape.

The Escape definitely saves energy — specifically gas. The self-proclaimed “most fuel-efficient SUV on the planet” pairs a traditional gas engine with a Nickel-metal-hydride battery-powered electric engine. This merger means that the vehicle doesn’t use any fuel when stopped in traffic or up to 40 miles per gallon when in full electric mode. This allows the Ford SUV to get an amazing 34 mpg in stop-and-go traffic, while still offering V6-like acceleration.

Environmentally friendly? This technology, obviously, means that the Escape has much lower emissions. In fact, the hybrid SUV meets strict Super Ultra Low Emissions Vehicle (SULEV II) and Advanced Technology Partial Zero Emissions Vehicle (AT-PZEV) standards. Want more environmentally pleasing features? The cloth seat fabric is made from postindustrial materials — polyester fibers that would have ended up in landfills otherwise. And the cushions use a bio-based polyurethane foam derived from the oils of soybeans. More than simply “green,” the durable, comfortable and stylish nature of the material also makes it a perfect fit for the Escape Hybrid.

What really makes the 2009 Ford Escape a hybrid to remember, however, is its 4WD capabilities. Need to get back to nature? No problem in the Escape. The vehicle handles steep dirt inclines, muddy stream beds and other rugged driving with relative ease. As with many conventional SUVs, the Escape comfortably seats five adults and offers plenty of cargo space to boot.

The technology doesn’t stop with the engine. Ford offers a SYNC communications and entertainment system, powered by Microsoft, that comes standard on the 2009 Escape Hybrid. This state-of-the-art, voice-activated system fully integrates many Bluetooth-enabled mobile phones and digital media players. Additionally, the Escape offers an optional voice-activated navigation system that includes a detailed freeway exit, turn and ramp transition lane guidance; street name announcement, etc. The system comes with a 10MB drive for photo storage, burning CDs and managing music. Also, when the vehicle is stopped, DVD movies can be watched in the viewfinder.

Those who need additional incentive to check out the Ford Escape hybrid should take a look at the federal tax credit. For the FWD model, buyers may be eligible for up to $3,000 in tax credit (not deductions). For the 4WD model, typical tax credits come to $1,950.

One major drawback, for many, when discussing the practicality of a hybrid vehicle such as the Ford Escape, is finding local garages that can service that type of engine at a reasonable price. Doing some undercover work, I called a dozen random local garages fro the phonebook and asked those who answered the phone if they did any work on a Ford Escape hybrid engine. Out of the 12 I called, all 12 said they did not work on the hybrid electrical part of the engine. One mechanic admitted that he hadn’t “monkeyed around” with that sort of engine yet.

Which, of course can mean after the vehicle’s 10-year, 100,000-mile warranty is up, you will have to pay a little more cash out of your wallet.

Sort of fitting that the ultimate “green” vehicle can also cost you a little extra green at times. Of course, the question is — will the Ford Escape Hybrid save you more in the long haul?

SOURCE: The Daily Item

The era of the gasoline engine appears to be coming to an end, as automakers including Toyota Motor Sales, USA, Inc, are delivering some new ideas and future car concepts. Some of the electric vehicles are good enough to appear in science-fiction movies, but are here today as future concepts. We review the Hybrid X and the Toyota A-BAT.

The Hybrid X changes the model rule book for hybrid models with alternative creative solutions that could become the standard for future hybrid designs. A key element is Vibrant Clarity, which includes primary design principles. This offers sustainable mobility for modern families, the environmentally advanced technology is another step closer to Toyota’s vision of a zero smog-forming emission future.

The futuristic exterior shape of the Hybrid X offers an original and clear visionary insight to the interior. Inside the car, the driver sets the mood using an internal interface that controls lighting, music and even smell via a perfume diffuser. Technological innovations in interactive navigation, driving information and comfort control allow perfect driver control at the touch of a screen.

Complementary with the ecological technology at the core of the automaker’s vision of the future, Hybrid X offers not only an environmentally advanced driving experience, but a completely innovative way of providing comfort.

The A-BAT is similar to the Hybrid X but offers customers more versatility including the ability to haul a standard 4×8 sheet of plywood, then taking a family on a camping trip. It features a four-foot bed with more versatility than the standard pickup truck. The translucent roof panel slides open to allow for tall cargo in the cab; and the bed extends two feet when the pass-through mid gate is folded down into the cab.

The rugged exterior of the A-BAT is contrasted by the four-passenger modern interior. The door trim, shoulder, armrest and instrument panel pads and seat cushions are made of a tough, lightweight and comfortable material that can be selected for personalization. In addition, the colors are harmonized to enhance the sleek interior environment.

Inside, the A-BAT includes a retractable portable navigation unit with a seven-inch diagonal screen and Wi-Fi Internet. Other advanced features include a port for portable device assistant synchronization and a hard drive for digital music. The solar panels on the dash recapture energy from the sun to assist in the charging of the navigation unit, portable power pack and backlit information displays.

SOURCE: NewsOXY

Premium Japanese auto maker, Lexus has officially unveiled the hybrid version of its latest RX model. Designated as the RX 450h, this new fuel efficient SUV comes with an updated version of the auto maker’s Hybrid Drive system that is paired with a new 3.5 liter V6, mated to a CVT transmission.

The new “green” RX is able to pump out 295HP in total, while being able to deliver 15.9 kilometers with a liter of fuel, better than the predecessors’ 12.4 kilometers per liter. The new model also releases 148 grams of emissions per kilometer. To help the 450h offer the above mentioned fuel consumption and emissions output figures, it comes fitted with, among others, the Atkinson combustion cycle, Cooled Exhaust Gas Recirculation (EGR), Exhaust Heat Recovery (EHR) and AI-SHIFT control (Artificial Intelligence – SHIFT).

Compared to the new RX 350 which carries a starting price of S$ 165,000, the 450h can be yours for S$188,000, for the Luxury trim model, with no moonroof. For the moonroof, be prepared to fork out S$192,000 and if you up for the wide-moonroof option, expect to part with S$195,000 (all prices are inclusive of COE).

SOURCE: Cars Singapore

The 2009 Mercury Mariner Hybrid is still one of the most fuel-efficient SUVs on the market. The vehicle uses a combination of a gas engine with a hybrid electric motor. The powerplant controls power between the engine and electric motor, which will decide when to turn off the gas engine when driving at speeds under 40 mph.

For example, when the vehicle comes to a complete stop, the gas engine automatically shuts down. This is when the powerplant decides when to use the electric motor. When the gas engine is running, it recharges the battery pack, which becomes automatic.

The gas and electric combination will provide the Mariner with an EPA-estimated MPG of 34 city and 31 highway when front-wheel drive is activated. Four-wheel drive will provide 29 city and 27 highway MPG. In addition, the SUV will emit virtually no harmful pollutants.
Mercury Mariner Hybrid Battery

The Mariner Hybrid has a 330-volt sealed nickel-metal-hydride battery (NiMH) pack which is quite advanced. The battery pack is located underneath the cargo area of the vehicle. The energy from the pack is used to start the engine and will boost acceleration at low speeds.

There is also an advanced feature known as the “Vehicle System Controller” which also shuts down the gas engine during coasting and at stoplights. This will provide additional savings on fuel while converting the electric motor to a generator during braking. This process will also recharge the battery pack and helps to manage the powertrain-related functions.

In traditional vehicles, braking is quite inefficient because you lose energy. This energy is known as heat. In Mariner Hybrid, when you apply the drum brakes, the electric motor functions as a generator and will capture some of the kinetic energy, sending it to the battery pack and providing recharging.

The Hybrid SUV engine is a 2.5L Atkinson-cycle 4-cylinder. The engine includes an electric traction motor to deliver EPA-estimated mpg of 34 city and 31 hwy. If you purchase your Mariner Hybrid by September 30, 2009, you’re eligible for a tax credit of as much as $1,500. If you purchase a Mariner Hybrid between October 1, 2009, and March 31, 2010, the tax credits are reduced to $750.

SOURCE: NewsOXY

Hummer, the gas-guzzling king of SUVs, has a new model coming out that could turn its image on its head – and leave the Prius in the dust.

The GM-owned Hummer brand has teamed with Raser Technologies to produce a hybrid H3, which the company boasts gets 100 miles to the gallon. That’s nearly double what Toyota’s blockbuster hybrid gets, and Hummer says its model is better because it’s bigger. It holds a whopping 600 pounds of lithium-ion battery packs.

“Most people attack big cars,” said Raser Chairman Kraig Higginson. “They say the solution is to buy small vehicles which get better gas mileage. But no, we need a better technology.”

The vehicle drew admiring stares Friday on display outside the New York Stock Exchange.

With the macho bravado that typifies the brand, Raser called the H3 a “Chevy Volt on steroids.”

It can go the first 40 miles or so on pure electricity. Then gasoline powers its 260-horsepower, four-cylinder engine as well as a generator that recharges the batteries.

Technically, the 100-mile-per-gallon figure applies only to the first 60 miles. Fuel economy diminishes when the engine shifts from electric power to gas, so an 11-gallon fillup will get you about 400 miles, or roughly 36 miles to the gallon.

The H3 hybrid takes about eight hours to fully charge in a standard outlet, and half that in a 220-volt outlet.

The vehicle will not hit the streets until 2011, but 17,000 people have already gotten in line to place orders. The hybrid Hummer is expected to cost approximately $50,000.

SOURCE: NY Daily News

The Cayenne becomes the first Porsche to get a petrol/electric hybrid drivetrain. The SUV also has the world’s first hybrid using a supercharged internal combustion engine, currently used in the Audi S4 and A6 3.0 TFSI. The Cayenne Hybrid prototype previewed two years ago highlighted a normally-aspirated 3.6-litre V6.

The Cayenne S Hybrid’s 3.0-litre V6 develops 333hp – like in the Audis – and 440Nm. Together with the electric motors, the combined outputs come to 374hp and 550Nm giving the SUV a 0-100kph time of 6.8sec, fuel economy of some 11kpl and CO2 emissions of 210g/km. Porsche is promoting ‘output of an eight-cylinder with fuel consumption of a four-cylinder’.

The Lexus RX450h and Mercedes-Benz ML450 Hybrid first used this principle. The RX450h has a 299hp 3.5-litre V6 good for 7.9sec and 15kpl, while the ML450 Hybrid features a 340hp 3.5-litre V6 with 7.8sec and 9.4kpl credentials. The Cayenne S Hybrid’s optimum performance/economy balance is due to the ability of cruising with the combustion engine switched off at speeds up to 138kph.

The Cayenne S Hybrid will hit showrooms next year, although Thai sales have yet to be confirmed or will be limited if available. The ML450 Hybrid isn’t available in right-hand-drive yet, making the RX450h the only hybrid-powered luxury vehicle available in the Thai market so far at B6.33m. Expect the Cayenne S Hybrid to cost over B10m.

Economy of scale will improve when the all-new Panamera saloon goes hybrid within three year. Also due within this time frame are sister-models Volkswagen Touareg and Audi Q7. Not to be outdone by its competitors, BMW is preparing to join the hybrid race with the X5 and X6, whose prototypes have already been shown to the public at motor shows.

The Cayenne S Hybrid is not the first Porsche with an environmental conscience. Earlier this year, Porsche unveiled its first diesel-powered model: Cayenne Diesel whose 3.0-litre V6 engine was sourced from Audi. The 240hp unit is nearly as economical as Cayenne S Hybrid at 10.8kpl.

FYI: There’s a special 10% excise tax for hybrid-powered cars in Thailand. But those with engines over 3,000cc or 220hp are not eligible for the rate, so all the SUVs here must face the maximum levy of 50%.

SOURCE: Bangkok Post

Surprising news for the RX hybrid is that the all-new 2010 model will actually start at a lower price than the 2008 model (Toyota skipped the 2009 model year for the RX hybrid).  A front-wheel drive 2010 Lexus RX 450h costs $42,535 (all prices include destination fees), a decrease of $420 compared with the last-gen model.  The all-wheel drive version of the 2010 RX 450h adds a $1590 premium.  Both versions are significantly more expensive than their non-hybrid brethren, which check in at $37,675 (front-wheel drive) and $39,075 (all-wheel drive), respectively.

Both RX hybrid models come standard with an updated version of Lexus’ Hybrid Drive system, which features a 3.5-liter Atkinson-cycle V-6 and lighter electric motors than last year’s models.  Lexus claims the RX 450h’s powertrain offers performance “similar to V-8″ engines, with “better combined fuel economy than the average four-cylinder midsize sedan.”  The EPA estimates 32 mpg in the city and 28 mpg on the highway for fwd models, with two fewer miles-per-gallon in the city for all-wheel drive models.

Available options for the RX include hard disc drive navigation with voice recognition and a remote touch controller, auxiliary USB inputs, Bluetooth capability, a rear seat entertainment system with two high-definition seven-inch displays mounted in the front seatbacks and a heads-up display.

The 2010 Lexus IS convertible will come in two flavors, the IS 250C and the IS 350C.  Both models feature a three-panel roof made of lightweight aluminum that opens in 20 seconds.  The powertrains from the IS sedans are carried over here: for the IS 250C, a 2.5-liter 204-hp V-6 with either a six-speed manual or six-speed automatic, and a 3.5-liter 306-hp V-6 with a six-speed automatic for the IS 350C.

The IS 250C will cost $39,365 with a manual transmission or $40,535 with an automatic transmission, and the IS 350C will cost $44,815.  For comparison, a rear-wheel drive 2009 IS 250 with a manual transmission is priced at $32,180.

Toyota says all the body panels of the IS were “designed to blend seamlessly with the new three-panel folding roof” except the hood, which is carried over from the sedan.  Lexus puts the drag coefficient of the convertible at 0.29, versus 0.27 for the sedan.  The convertible also gets new taillights, and a convenient one-touch automatic ingress-egress to access the rear seats.

The best news yet: we won’t have to wait long for either Lexus.  The IS convertible will go on sale at the end of May, and the RX hybrid will follow not long after.

SOURCE: Automobile

Working on the theory that saving fuel is most important in the vehicles that consume the most, General Motors has introduced the GMC Sierra and Chevrolet Silverado hybrid pickup trucks.

Already out in Yukon and Tahoe SUVs, the two-mode hybrid was developed in a joint venture with Chrysler and BMW. The idea came about as a scaled-down version of GM’s hybrid bus drive train and is especially well-suited to vehicles that need some towing and hauling capability. The system is distinct from most other hybrid systems because it can automatically run on straight mechanical power as well as pure electric or a combination of the two.

Based on the reengineered Sierra and Silverado pickups that debuted in 2007, the hybrids look the same as the crew cab versions of the base trucks with the exception of some hybrid badges, optional hybrid graphics and a standard tonneau cover that helps out aerodynamics. The battery pack is underneath the rear seat, and the hybrid drive unit is about the same size as the transmission it replaces. It contains two compact electric motors (one reverses field to generate power) and four mechanical gears.

The two-mode hybrid system sees the most advantage in city driving, so GM planned an all-city driving route as the first demonstration for the press. Starting off in a four-wheel-drive Sierra rated at 20 mpg n in both city and highway driving, I clocked an indicated average of 22.3 mpg over approximately 75 minutes of driving.

The small print in the EPA ratings do say 16 to 24 mpg is the “expected range for most drivers.” I was driving conservatively, but not to the extent of holding up traffic. My driving partner for the day nearly duplicated my efforts on the return trip with a 22 average mpg reading.

Like other hybrids, the engine shuts off when the vehicle is stopped so as not to idle unnecessarily. When you start moving again, the hybrid pickups are capable of driving up to a stated 30 mph on electric power alone. The gasoline engine starts up automatically and seamlessly when it is needed.

As I had experienced previously in a GMC Yukon hybrid, it was difficult to start moving at a normal rate without the engine kicking in. However, once it was rolling with a steady throttle input, the engine would turn off and we were able to run up to around 28 mph on electric power for a quarter mile or so at a time. Above that, engine power would do the driving duties.

Ideally, at the 35 mph cruising speeds we were getting, the truck would run on hybrid power, a combination of gas engine and electric drive, but this seemed hard to maintain unless we were on a longer stretch at steady speed. When you back off the accelerator and coast, the batteries start recharging. The 6.0-liter V-8 engine will also automatically cruise in four-cylinder mode for extra fuel savings.

Next, two Sierra and Silverado hybrids were hooked to trailers and others were loaded with 800 pounds in their beds. We took a drive towing a 5,400-pound Sea Ray boat with inertia brakes on the trailer. The hybrid was able to pull the boat in electric mode up to 15 mph. When briskly accelerating from a stop, the hybrid felt especially potent.

I asked lead development engineer John Turzewski what was the hybrid drive’s equivalent to first gear.

“You have infinite gear ratios,” he said “The 6.0-liter will do zero-to-60 in 8.4 seconds, plus you get the additional assist of the electric motors, which is instantaneous.”

In that regard, the hybrid might even be better for towing than a conventional truck, not to mention more fuel efficient. The short towing test loop resulted in a quite respectable indicated 15 mpg.

The Silverado and Sierra hybrids do deliver as promised, and the hybrid drive functions in a silent, seamless manner. However, their advantage can only be used to its full potential in a fairly narrow set of circumstances. Extensive city driving, perhaps as a delivery truck or a longer stop-and-go commute are some areas where the hybrids would excel in efficiency. On short trips, especially in cold weather, you won’t see any savings over a similar gas-only pickup with cylinder deactivation, as the engine must be fully warmed up before the hybrid drive starts functioning.

Yukon and Tahoe hybrid SUVs hit the market last year only fully loaded at upper-end sticker prices; GM has made the price of admission for the pickups more affordable with a decently equipped package starting at $38,995, including destination. Probably not low enough to save money in the long run at today’s gas prices, but it’s still a compelling product and an impressive engineering achievement.

SOURCE: Search Chicago

The Mercedes ML450 Hybrid, a crossover sport utility vehicle unveiled at the New York Auto Show, will be released in the U.S. and Canada prior to the release throughout the rest of the world.

The ML450 Hybrid will go on sale here later this year.  The hybrid power-train comes from the joint venture between Chrysler, BMW, GM, and Mercedes.  A similar 2 mode hybrid power-train will be available in the Dodge Ram HEMI Hybrid when it comes to market.

The ML450 is capable of operating solely on electric power at low speeds.  Beyond that speed, the V6 engines provides additional go power.  Combined, the v6 engine and the hybrid power-train system can output 335 hp and 381 lb. ft. of torque.

According to Mercedes, the ML450 consumers 50% less fuel that a V8 powered M-Class and 30% less fuel than a V6 powered M-Class.

The ML450 Hybrid is rated at 24 mpg city and 21 mpg highway.

The ML450 Hybrid will go on sale elsewhere after its release later this year in the U.S. and Canada.  For once, we get a first from a European manufacturer and don’t have to sit around and wait fro the great vehicles to make their way over here.

SOURCE: All Cars Electric

Amidst all the criticism of General Motors and the perception that it trails in the development and production of technologies and vehicles that meet current needs one fact has gone unnoticed.

GM produces the only volume-production, full-size hybrid light truck available anywhere in the world — state-of-the-art technology where it matters. It makes for good press to brag about 5-litre/100 km fuel economy in a class and size of vehicle where 6-litres/100 is the average.

While that 20 per cent improvement is worthy, the argument could be made that in a market where half of the vehicles purchased and driven are fuel-thirsty trucks, a similar reduction would save a great deal more fuel.

Put more directly, if you drive a compact hybrid 20,000 km a year you might save 200 litres of fuel. If on the other hand you drive a full-size SUV that savings would be in the order of 800 litres, conservatively. And there are more of these large vehicles on the road — making the impact even more significant.

I speak from personal experience with a 2009 Chevrolet Tahoe equipped with GM’s new Two-Mode Hybrid system. Conventional big SUVs powered by V8 engines, including both a Tahoe and a Yukon, driven over a particular 350-km test route involving both city and highway driving have averaged 16.3 litres/100 km. No attempt was made to save fuel. The vehicles were driven at legal speeds and the route included dozens of hills and long inclines.

I think of it as ‘real world’ mileage as compared to numbers generated in the laboratory of Saskatchewan-flat roads. The 2009 Yukon Hybrid averaged 12.1 litres/100 km over this same route despite string winds and cold temperatures. That is a real world saving of more than 25 per cent.

GM claims the two-mode Hybrid system can improve urban fuel consumption by as much as 50 per cent. While this may be possible under certain circumstances where the electric motors are used more often, the constant elevation changes in our area make that all but impossible.

But the 25 per cent improvement I witnessed is likely a worst-case scenario and if driven primarily and conservatively in the city, this big truck — and its GMC Yukon and Cadillac Escalade siblings would do much better than that. Like any hybrid, the big gains come in urban driving, with much of that from shutting the engine off when sitting at a light or stopped in traffic.

The Tahoe is the first vehicle to offer this new system, developed by GM in conjunction with BMW and Daimler-Benz. This cutting-edge two-mode hybrid system lets the Tahoe run on a big 6.0-litre V8 engine, electric motors or both. The V8 boasts variable valve timing and the ability to shut down four cylinders under low-load conditions. It also shuts down completely when the Tahoe comes to rest for more than a few seconds, restarted instantly and seamlessly by the 300-volt battery pack beneath the rear seats. Two electric motors inside the casing house the four-speed automatic transmission allowing the big truck to operate in two different modes — thus the Two-Mode Hybrid moniker.

In low-speed, gentle driving around town the Tahoe acts like other hybrids, shutting down at lights and drawing power from the battery pack and initial motivation from the electric motors, when crawling along in traffic or in the initial stages of accelerating away from a stop. The engine then kicks into life and, at higher speed or when more oomph is required, one or both electric motors go to work as well.

The Tahoe Hybrid gets a power-conserving air conditioning system and a deep front valance which may restrict off-road activity but it also cleans up airflow around the vehicle for improved aerodynamics. The 332-horse- power V8 and rugged chassis allow it to tow up to 6,000 pounds — well beyond the capability of any other hybrid on the planet.

While the Tahoe Two-Mode Hybrid offers welcome and measurable improvements in fuel consumption and exhaust emissions, it is restricted to a high-trim level putting it out of reach of the average buyer at a base price of $70,000.

The standard equipment list is extensive: heated seats, power adjustable pedals, power windows, seats and locks, OnStar, rear-view back-up system, navigation system, Bose audio, tri-zone climate control, on-demand four-wheel-drive and three rows of seats. The third row is best left for little or athletic people and there isn’t much room for cargo with all seats in position.

The Tahoe Hybrid breaks new ground. It is a big truck capable of towing heavy loads or carrying up to eight people. And it does this with technology that offers a considerable reduction in fuel consumption and exhaust emissions.

SOURCE: Chronicle Herald

Mercedes-Benz took to the stage earlier today at the New York International Auto Show to introduce its first-ever full hybrid, the ML450 Hybrid. Tailored specifically for the hybrid-friendly North American market, the ML450 Hybrid achieves most of the standard ML550’s power – but it is capable of diesel-like fuel economy.

Mercedes’ preliminary figures put the ML450 Hybrid at 21 mpg in the city and 24 on the highway. Under its hood, an Atkinson-cycle 3.5-liter V6 engine with 275 horsepower that combines with a pair of electric motors to produce a total of 335 horsepower and 381 lb-ft. of torque.

The liquid-cooled, high-voltage nickel metal hydride battery is located under the rear cargo area. It weighs 183 pounds and features 240 cells for a total electrical output of 45 kW.

The ML450 Hybrid is capable of running on just electric power at low speeds and at a complete stop. The air conditioning system runs off of an electrical compressor, meaning that it doesn’t turn off when the gas engine turns off.

Mercedes hasn’t announced pricing or an on-sale date for the ML450 Hybrid.

SOURCE: LeftLane

In what just seems to be a move to bolster its hybrid portfolio, GM is unveiling the 2009 GMC Yukon Denali Hybrid at the 2009 New York auto show.

Like the recently announced Cadillac Escalade Platinum Hybrid, the Yukon Denali Hybrid takes the 2-Mode hybrid system offered in the base Yukon model, but applies it to the brand’s top-tier SUV offering. As is the case with “normal” Yukon and Yukon Denali models, the Denali Hybrid adds features (e.g. a custom grille, 22-inch wheels, ) that aren’t offered on the Yukon Hybrid.

The 332-hp, 6.0-liter V-8 underhood, however, is identical to those used in GM’s other full-size hybrid trucks. So too is the 2-mode hybrid transmission, which switches between an infinitely variable mixture of gasoline and electric power to fixed gearing when needed. GM says the system allows the Yukon Denali Hybrid to achieve 21/22 mpg city/highway with rear-wheel-drive.

GM expects Yukon Denali Hybrids to arrive at GMC dealers in May. Two-wheel-drive models will start at $59,185, while four-wheel-drive carry a base price of $62,030.

SOURCE: Automobile