Toyota Camry Hybrid ran smooth and quiet during our test drive and review.

The Toyota Camry Hybrid has been one of the top selling cars of all-time. The sedan is powered by a 2.4-liter four-cylinder gasoline engine producing 147 horsepower and 138 pound-feet of torque. The electric motor produces another 45 horsepower.

The Toyota Camry can operate on any combination of the two power sources. Its power is transferred to the front wheels through a continuously variable transmission (CVT). The CVT was chosen for its ability to keep the gas engine in its most efficient power band.

Our Camry Hybrid test drive found that the combination of the gas and electric motor felt surprisingly robust. The acceleration seems much better than most four-cylinder vehicles and within the same limits of a six-cylinder. The automobile can go from 0-60 mph in just 8.3 seconds.

Camry offers various packages and some options include sunroof, leather upholstery, heated front seats, a four-way power passenger seat, a navigation system, satellite radio and a JBL sound system with a six-CD changer and Bluetooth. We sat in one of the cars with the high-end package and fell in love with the leather seats. The seats felt very comfortable and were well fitted for any person.

Toyota built this vehicle to perfection as we could tell by the quality. The automobile can operate on electric power at speeds up to 30 mph. However, rapidly acceleration will automatically turn on the gasoline engine.

The Toyota Camry Hybrid has an advanced Technology Partial-Zero Emissions Vehicle rating. This is the cleanest possible rating for a gasoline-burning car in terms of air pollution. In some cases, a city’s air could actually be dirtier than what’s coming out of this vehicle’s tailpipe.

Toyota Camry features standard front-seat side airbags, full-length side curtain airbags, a driver knee airbag, anti-lock brakes, stability control and traction control. In the National Highway Traffic Safety Administration crash testing, the car received five out of five stars in all front and side collision categories. The Insurance Institute for Highway Safety also awarded the vehicle its highest rating of “Good” for frontal-offset and side collision protection.

The Camry Hybrid provides plenty of headroom and leg room. The sedan provides a serenely quiet environment when running on its electric power. It is so quiet, that it’s difficult to tell if the vehicle is still running.

Overall, Toyota continues to build a great car while maintaining the Camry tradition. The automaker didn’t cut any corners with this vehicle, but provided quality and great fuel economy.

SOURCE: NewsOxy

I have become what I most hate. As the traffic light turns green on Manhattan’s Park Avenue I feather the gas pedal, softly rolling forward. Horns blare and yellow cabs swirl round my blue Ford like a river divided by a rock.

I coast the Fusion Hybrid to the next light, ignoring the invective directed at me, the maddeningly slow driver clogging up traffic.

But damn I’m getting good gas mileage.

If sports-car lovers fixate over Nurburgring lap times and power-to-weight ratios, there’s an equally obsessive eco-green set who argue over consumption-over-distance ratios and the etiquette of hypermiling — the practice of driving to maximize fuel economy.

The latter group has another midsize hybrid to obsess about, and this time it’s from a U.S. automaker. Ford’s Fusion Hybrid gets Environmental Protection Agency estimates of 41 miles per gallon in the city and 36 on the highway.

But it can achieve better than that — way better — driven “correctly.” Ford advertises that the 17.5-gallon tank will last you for 700 miles in the city, yet a Ford team wrangled 1,445 miles in a test — more than 80 mpg. The problem is that the driving style needed to achieve those numbers will raise the blood pressure of your fellow road users.

The midsize sedan seats five and starts at $27,270, a sizable premium over the base $19,270 Fusion. A $1,700 Federal hybrid tax credit is good until Sept. 30.

Braking Energy

Ford’s other available hybrid is the $29,645 Escape Hybrid SUV, which also seats five and gets 34 city, 31 highway. There are also Mercury versions of the Fusion and Escape, the Milan Hybrid and Mariner Hybrid. In all, Ford has upped its hybrid production to 50,000 units for 2009.

The Fusion Hybrid has a 2.5-liter, four-cylinder gasoline engine and an electric motor for combined power of 191 horses. Ford says the car can operate up to 47 mph in electric mode. Like the Toyota Prius, it uses nickel-metal-hydride batteries and a regenerative brake system to recapture energy.

As for looks and design, except for the shiny three-tiered grill and the honeycombed taillights, it has about as much style as knit sweaters. From the lackluster rims, which look like they’re made of plastic, to the generic sedan shape, the Fusion has no flash whatsoever. Both the rear seats and the trunk are cramped as the battery pack is stored back there.

The economical aesthetic extends to the interior. You like your plastic garnished with cheap-looking cloth? You’re in luck. Fortunately, heated and leather-trimmed seats are available, as is Ford’s fine SYNC infotainment system.

Digital Display

Engineers spent lots of time on the instrument cluster, coined SmartGauge. The digital display flashes fancifully when you turn the car on, showing a speedometer flanked by data on the operation of the hybrid systems and real-time mileage.

How much information you get is up to you. There are four modes, from basic “inform,” giving only fuel and battery charge levels, to “empower,” which even tells you how much energy the air conditioning is sucking.

The goal is to use the readings to maximize your driving efficiency. It definitely works, though it can be as distracting as a video game.

As with other hybrid and electric cars, there’s no start-up noise when you switch the Fusion on, and the continuous variable transmission means there’s no shifting. The transitions between gas and electric power are mostly seamless.

Slow Start

The Fusion has a tight turning radius and though you won’t mistake the steering or suspension for a German-made car, they are acceptable. Power is adequate. It’s no less fun to drive than a Toyota Camry.

Which brings us to those driving techniques that make you public enemy number one. The best mileage is achieved when the electric motor is on, and the best way to do that is to avoid stopping or, when you must, to start off again very slowly.

This is, of course, the opposite of New York City driving etiquette — mashing on the gas to surge through gaps and slamming on brakes at stoplights. Mincing through traffic instead put me in real-time mpg of 60.

The art of hypermiling is controversial as it can include illegal maneuvers such as rolling through stop signs and drafting, or following another vehicle closely to reduce wind resistance. Ford says the team who got 80 mpg did not do that.

Either way, you have to keep the speed down, often to far slower than the flow of traffic. Hitting a parkway, I drive a steady 55 miles per hour and get 50 mpg. Nice. Eyes on the SmartGauge, I slow down. At 49 mph an octogenarian in an Oldsmobile blows by, honking her horn. Embarrassing, but I’m in the 60-mpg range.

I kick the air conditioning up to full blast and the SmartGauge scolds me for sucking lots of extra energy. I quickly stab it off, feeling sheepish.

In fact, I feel a bit giddy. Green can be fun. I wonder how long it takes for this feeling to fade. I’m guessing the first time you’re late for work.

SOURCE: Bloomberg

The 2009 Toyota Camry Hybrid is still one of Toyota’s best selling cars. Camry Hybrid has a starting price of $26,150 and can deliver up to 34 miles per gallon. Camry is unique with its new green technology that can deliver better than average fuel economy, according to NADA’s Fast Facts.

Toyota Camry achieves over 10 mpg above its gas-powered automobiles and has a 0 percent emission rating. The Camry hybrid comes equipped with luxury features found in Toyota’s top-of-the-line XLE model. The vehicle has proven reliability and is still a best-seller.

Fuel economy should be the main reason to buy a hybrid vehicle. Some hybrids offer up to 40 mpg, but make sure you check the specs on what you’re buying. The Toyota Camry Hybrid is reliable and the price is worth the savings in gas.

If gas prices were to go up to $3.96, which most analysts predict, you will be saving $1,746 each year on fuel. If fuel prices rise again, as they did in 2008, Toyota Camry owners will be saving more each year. There are also government tax credits, although most have expired (check with your tax planner or the IRS for additional information).

New car owners are encouraged to adopt new driving habits, which will also increase mileage for the Camry hybrid. Some of these driving techniques include coasting to red lights or stop signs, instead of immediately braking, and slowly accelerating after completing a full stop. Camry drivers should also keep the windows rolled up while driving on highways in an effort to make use of the vehicle’s aerodynamic technology.

SOURCE: News Oxy

Ford Motor Company has developed some interesting new innovations for its Escape Hybrid SUV. One is called Easy Fuel, which now comes standard on every new Ford Escape Hybrid. This means there is no gas cap involved when fueling the SUV.

Everything about this SUV is nice. For example, the vehicle actually uses no fuel when you’re stopped in traffic or driving at lower speeds. The electric mode will activate, at speeds up to 40 mph, which will turn off the gasoline engine automatically.

The electric vehicle has an EPA estimate of 34 city and 31 highway. This is a far more MPG rating that most standard automobiles. The Escape is powered by a 2.5L Atkinson-cycle I-4 engine and it handles seamlessly when converting to electric mode operation.

Ford uses a nickel-metal-hydride (NiMH) battery which is stored under the flat rear cargo area. It is completely sealed and encased in the load floor. The Escape has a new Hybrid component which recharges the NiMH battery each time you apply the brakes.

While the Regenerative Braking System will recharge the battery, the energy gets stored for later use. When you hit the brakes in a conventional automobile, the energy is lost as heat. However, the electric motor on the Escape Hybrid captures this energy and sends it back to the battery pack to be stored for later use.

The AdvanceTrac with Roll Stability Control (RSC) is also introduced in the Ford Escape. This is a stability control system that measures the yaw and roll motion on the vehicle. If the driver turns a corner too quickly, or swerves to avoid an object, the RSC will automatically apply brake pressure while adjusting the power to the engine to maintain control.

Another great feature in the Ford Escape is called the in-car voice-activated communications system. This allows you to operate most popular MP3 players, Bluetooth-enabled phones and flash drives with simple voice commands. Ford now includes 911 Assist and a Vehicle Health Report feature.

Ford’s Navigation System is also available, which can provide detailed freeway exits, turn and ramp transition lane guidance, and street name announcements. The system includes a 10GB hard drive for storing photos, ripping CDs, and managing music with the Jukebox function.

Ford Motor Company is one of the first automakers to unveil eco-friendly seats in its Escape Hybrid SUV. The seats are made up of bio-based polyurethane foam derived from the oils of various plant seeds. Most of the material is made up of soybeans.

SOURCE: NewsOXY

Something remarkable is happening at the Ford Motor Company as it sets out to prove the fuel efficiency of their 2010 Ford Fusion Hybrid cars. Consequently, the journey has taken the team for a drive of more than 1,000 miles on a single tank of gas. The road trip is driven by NASCAR driver Carl Edwards.

“At 9:08 a.m. this morning, the 2010 Ford Fusion Hybrid team hit the 1,000-mile mark on a single tank of gas, and is continuing its ultimate fuel-efficiency challenge with nearly one-third of a tank of fuel remaining,” a Ford spokesman said.

While the American automakers are struggling with the downward economy, Ford is determined to prove that their eco-friendly automobiles can save car owners money at the pump. The electric automobile is a mid-sized sedan which is delivering more than 80 miles per gallon over the course of 47 hours. The vehicle is so eco-friendly that the seat cushions use a bio-based polyurethane foam derived from the oils of various plant seeds.

The hybrid crew used fuel efficiency technics to reach 80 MPG during the road challenge.

The crew achieved 80 miles per gallon by using a few technics. For example, the team maintained even throttle pressure when slowing down while braking smoothly. The team coasted up to red lights and avoided stop signs which waste fuel and brake wear. The vehicle also has the kinetic forward motion when climbing hills in an effort to minimize excessive workload to the engine.

The crew also hasn’t used the heater or the air conditioning which has reduced the load on the engine. Avoiding bumps and potholes can reduce momentum for the vehicle. Moreover, the team closed the windows at high speeds to reduce aerodynamic drag.
Ford Fusion Hybrid $1,700 Tax Credit

Customers can get a $1,700 tax credit when they buy a hybrid car before October 1, 2009. Buyers of a new 2010 Fusion or Mercury Milan Hybrid will qualify for the tax credit. The tax credit amounts are reduced by 50 percent beginning in the second quarter of 2009 and by an additional 25 percent beginning in the fourth quarter of 2009.

It is the highest credit amount ever offered for eco-friendly cars.

SOURCE: NewsOXY

Toyota Motor Sales, USA originally launched the 2009 Toyota Camry Hybrid with a base MSRP of $25,500. The car has been one of the top-selling hybrid vehicles for the automaker. The Camry can actually achieve 33-34 miles per gallon on average and is fully loaded with optional accessories.

For starters, the Camry Hybrid has a zero percent emissions rating. The price also includes Toyota’s green technology which delivers better fuel economy. The automaker equipped the hybrid with luxury features found in its top-line Camry XLE model.

The headlamps are multi-reflector halogen with auto on/off features. The Camry features an acoustic noise-reducing front windshield which is one of the newer technologies unveiled in this automobile. The glass is High Solar Energy-Absorbing (HSEA) which comes standard.
Engine and Fuel Economy

The Toyota Camry engine is a 2.4-liter DOHC 16-valve VVT-i-4-cylinder. It can deliver 147 horsepower and has 138 lb.-ft. torque. The hybrid vehicle meets the Advanced Technology Partial Zero Emission Vehicle (AT-PZEV) classification.

Camry 4-cylinder models are also certified as Partial Zero Emission Vehicles (PZEV). In short, this means that all emissions and related components are covered for 15 years or 150,000 miles, whichever occurs first. The battery is a Sealed Nickel-Metal Hydride (Ni-MH) which converts chemical energy into electrical energy.

Vehicle Stability Control (VSC) is introduced in the Camry Hybrid. This is an electronic system designed to help the driver maintain vehicle control under adverse conditions. These factors including speed, road conditions and driver steering input.

Toyota Camry Hybrid Fuel Efficient Practices

It is possible to achieve a higher MPG rating on the Camry Hybrid. This involves driving practices including slow acceleration and costing to stops instead of braking. It also depends on road conditions as these technics don’t always warrant.

Since the Camry includes several aerodynamic technologies, drivers should always close the windows when cruising on the highway.

SOURCE: NewsOXY

Back when Ford only cared about the big profits available in monster SUVs and pickup trucks, Toyota began rolling out gas-electric hybrids and built a reputation as the Earth-friendly car maker. Now with more than a million Toyota Prius models sold, Ford is getting serious about its hybrids with an advanced second-generation powertrain.

Knowing that Toyota basically owns the segment today, Ford has to come up with some technology demonstrations (i.e. publicity stunts) to show what their hybrids can do. Last week, a team of specially trained drivers went to see how far they could go on a single tank of gas in a 2010 v.

They drove all around Washington, D.C. until the tank ran dry — after a little more than 69 hours, they had covered 1,445.7 miles (about 2,300 km) averaging an amazing 81.5 mpg (about 2.88 litres/100 km). These were specially trained drivers, but the Fusion Hybrid was a stock model right off the showroom floor. The drivers, called hypermilers, were expert at gradual acceleration and smooth stops and averaged a little over 30 km/h for the whole trip, but this hybrid can do 75 km/h in pure electric mode.

The point was made and Ford now claims the Fusion Hybrid is the most fuel-efficient mid-size car in North America. Expect a similar stunt from Toyota soon. Jim Buvalic is a hybrid transmission systems engineer at Ford Motor Co. in Dearborn, Mich., who worked on the development of the Fusion Hybrid.

Vaughan: As an engineer how do you go after the problem of going farther on less fuel?

Buvalic: It’s a total systems approach that we take.

We look at the power losses throughout the vehicle and we determine how to eliminate those losses. We’re after any losses that don’t propel the vehicle.

We measure parasitic losses — it could be aerodynamics, it could be engine losses like pumping losses — the Atkinson engine helps eliminate pumping losses.

There’s rolling resistance, there’s braking, there’s heating and air conditioning.

You have to go after all of it.

Where do you get the biggest return?

Regenerative braking, of course.

The regenerative brakes are actually the element that gives us by far the biggest boost in fuel economy out of all the functions. Regenerative brakes, percentage-wise, gives us the most.

But there’s strategy in the transmission, there’s strategy in the engine. That’s the most fascinating part.

The vehicle systems controls and calibrators are at the end of the process and they make the final adjustments to optimize everything.

It’s all software, calibration and code.

Why didn’t you make this hybrid a plug-in?

That’s coming in 2012.

I know that in the aftermarket there are people doing it now in California. But that would give a very limited range.

You don’t seem to like the idea of someone messing with your hybrid.

I think the coolest thing in our hybrid is the calibration that happens at the highest level and being able to take all the inputs, all the levers that are available and try to maximize them for fuel economy.

That’s the coolest thing. The calibrators who do that work are phenomenal and do a great job.

The hypermilers can get amazing fuel economy out of this hybrid, but who wants to drive all day at 30 km/h. So you’ve put these amazingly complex LCD screens on the dash that measure all sorts of different things to coach the average driver to be more efficient. Is this information overload?

No, because it has four different settings to give you the level of information that you want to use.

Well, the simplest one seems to be that thing that grows leaves — a vibrant efficiency forest, whatever that is. If you’re putting up more green leaves, you’re driving more efficiently.

Yeah, my eight-year-old son criticizes my driving from the back seat if I’m not showing enough green leaves.

But he prefers to see the bar graphs and the actual numbers.

The curse of being an engineer’s son.

Well, his mother’s an engineer, too. She’s a calibrator.

SOURCE: Globe Auto

In TheCarConnection.com’s Bottom Line review of the 2009 Chevrolet Silverado Hybrid, Rex Roy points out that the Hybrid is nearly as capable as its gasoline-only counterparts, able to tow a powerboat (up to 6,100 pounds).

Though we didn’t have anything to tow, testing the Silverado Hybrid’s hauling ability seemed like the natural thing to do. In just the course of a few days, we’d hauled furniture. For one short stretch we had five adults aboard plus and a band’s worth of equipment, including a heavy bass cabinet and PA. The gasoline engine came on earlier and more frequently when loaded down, but the hybrid drive system didn’t flinch and the brakes remained just as confident.

The 2009 Chevrolet Silverado Hybrid comes with a folding tonneau cover that we’re assuming provides some aerodynamic advantage to the truck. The cover settles into a rail and fits snugly back by the tailgate to create an almost weatherproof seal, with just a small gap remaining when parked, though the whole arrangement still flaps noisily above 65 mph or so. However, there’s no bed liner included, and there are no tie-downs or tie-down places, which meant we had to wedge other items back there to keep things from sliding (and scratching).

Whether fully loaded or not, the Silverado Hybrid moves confidently, thanks to a hybrid system that includes GM’s 5.3-liter V-8 along with dual 81-hp electric motors. A 300-pound battery pack is mounted just below the back seats. In the 4WD form that we tested, the Silverado Hybrid is rated at 20 mpg city, 20 highway, though the 2WD model gets 21 mpg city, 22 highway—yes, that’s in the vicinity of 50 percent better than the gasoline-only versions!

Overall, the Silverado Hybrid has one of the smoothest full-hybrid systems we’ve tested. Taking off at a respectable pace, the Silverado Hybrid launches with electric power only, then the gasoline engine typically turns on at 10 mph or so and moves the truck with more authority. If you’re cruising at a low speed (under 25 mph) the gasoline engine cuts off and the system moves the truck with electric power only.

Roy reported that there are no drivability quirks, and to that I say, it depends on what kind of driving you’re doing. If you’re driving the Silverado Hybrid gently, you might have trouble coming to a smooth stop; the brake pedal feels quite normal at higher speeds, but if you’re slowing down to a gradual stop the pedal becomes very touchy below 15 mph or so, grabbing harder for the last bit; even after a week of driving we were still stopping a few feet earlier than we’d intended, then inching forward. On the bright side, the Silverado Hybrid coasts much better than most hybrids and maintains expressway speeds without twitchiness.

The electric mode is surprisingly robust. We were able to get the electric-only mode to work at up to 29 mph on mostly level ground, and setting the cruise control at around 25 mph—which it surprisingly would allow—we were able to maintain on electric only for more than a mile and a half before the gas engine restarted. With the right light throttle foot, you can creep around quiet subdivision streets without a sputter from the ol’ petrol one.

For those who don’t like long-wheelbase trucks, there’s a bit of disappointment here. The Silverado Hybrid is at this time only available in one body style, the Crew Cab and long bed. It wasn’t the best combination for this city-dweller, and we ended up making lots of three-point turns in the course of the week.

By the end of our time with the Silverado Hybrid, we’d averaged 19 mpg, in mostly city driving with lots of starting and stopping and several cold starts. Even with the Adaptive Fuel Management that most of GM’s full-size trucks now get, we probably would have seen 12 or 13 in a standard Silverado.

At three dollars a gallon for gas, that’s about $7,000 saved on gas alone over five years, assuming about 15,000 a year—and more than 460 gallons of fuel saved annually.

Unfortunately, the Silverado Hybrid is a pricey truck. Our 4WD test rig had only one option—an eight-way seat adjuster—and it stickered at $42,420. That’s about $10k more than the Work Truck (W/T) version of the Silverado Crew Cab but just a few thousand more than a standard Silverado optioned up with the same features. It’ll pay off, all said, in a few years. And that’s before counting the $2,200 federal tax credit that’s still in effect.

We hope GM soon makes a more simply equipped, affordable version of the Silverado Hybrid available to those who want to stock their fleets with these trucks, because altogether the difference they could make is staggering.

SOURCE: Car Connection

In the shadows of the nation’s capital, Ford set a new standard for future cars.

Monday night, Ford’s hybrid, the 2010 Fusion, managed to go more than 1,300 miles on a single tank of gas. That means you could drive a Fusion straight from New York to Miami without stopping to fill up.

A team including Ford hybrid engineers, a fuel efficiency expert, and NASCAR star Carl Edwards started the “1,000 Mile Challenge” on Saturday morning in Mount Vernon, Virginia. They were still going along the George Washington Parkway by late Monday night, getting an average of 81.6 miles per gallon.

The team of experts had some strategies (what they call “Eco-Driving” techniques) to maximize mileage on the hybrid’s journey, including:

- Gradually accelerating and smoothly braking

- Coasting up to red lights and stop signs to avoid fuel waste and brake wear

- Avoiding bumps and potholes that can reduce momentum

Besides giving us another reason to drive hybrid cars, the 1,000 Mile Challenge also raised funds for the Juvenile Diabetes Research Foundation.

SOURCE: NBC Washington

Denny Hamlin didn’t break 110 mph Tuesday at Lowe’s Motor Speedway, but he still was impressed with a car whose speed pales in comparison to that of his Sprint Cup ride.

“I thought it wouldn’t take off as well as a combustion engine,” Hamlin said after about an hour making laps in a 2009 Toyota Camry Hybrid that will pace the Coca-Cola 600 on May 24 at the 1.5-mile oval. “The pickup was surprising; I’m amazed it takes off as good as anything.”

Acceleration was an important feature in winning approval for the vehicle, which will become the first hybrid used as a pace car for the duration of a Cup event (a 2010 Ford Fusion Hybrid led the field to the green flag in the 2008 season finale at Homestead-Miami Speedway before yielding to a 2010 Ford Fusion Sport).

From a standing start at the pit exit in Turn 1, the 187-horsepower, four-cylinder Camry (which wasn’t modified from the street model that retails for about $33,000 and gets an EPA-estimated 33 miles a gallon) had to reach 100 mph by the exit of Turn 2 to satisfy NASCAR’s standards for pacing the 600-mile event, the longest on the 36-race Cup schedule.

Ed Laukes, manager for motor sports marketing at Toyota Motor Sales USA, said the approval process took about a year and included an on-track test Toyota passed with flying colors.

Hybrids have competed in the American Le Mans Series. Laukes said Toyota has interest in eventually racing them in NASCAR.

“I know it’s a ways away, but I wouldn’t be surprised down the road sometime if there’s hybrid technology in a race,” he said.

Hamlin, whose Lowe’s appearance was timed to coincide with today’s celebration of Earth Day, plans on his next personal car being a Lexus hybrid (“it’s smooth and quiet and everything I look for in a daily driver”) but would prefer to remain behind the wheel of an internal-combustion-powered car when driving for Joe Gibbs Racing.

“For an everyday street car, it’s not as important, but race fans still love the sounds and noise of a combustion engine,” Hamlin said. “I’d prefer a stock car in knowing how exciting it is to hear the engine roar, but I think NASCAR drivers are embracing the green outlook of hybrids.”

Toyota, which has sold more than 1 million hybrids in the USA, is hoping NASCAR fans will embrace hybrids through its marketing of the pace car, which also will appear at Infineon Raceway, Chicagoland Speedway, Watkins Glen International and Martinsville Speedway and in the Oct. 17 race at Lowe’s. The car used in the 600 will be given to a fan who finds a “golden can” of Coca-Cola Classic.

“There’s stodginess about hybrid technology among the public that we’re trying to erase,” Laukes said. “This is a way for us to demonstrate the hybrid used on the track is the exact same car you can buy at a showroom.”

SOURCE: USA Today

Are you the kind of person who orders a hamburger with four beef patties, four slices of cheese, grilled onions and secret sauce — and then tops it all off with a diet cola? If that’s the case, then the 2009 Cadillac Escalade Hybrid 4WD might be the perfect full-size SUV for you.

The Escalade has really been a phenomenon for Cadillac, a breakthrough in introducing its values and models to new people. So probably it’s only natural that a Cadillac Escalade would be a choice for showing off GM’s latest technology.

Then again, as we approached the 2009 Cadillac Escalade Hybrid 4WD, we thought, “The lady doth protest too much, methinks.” Walking around it, we counted nine badges, decals and stickers that advertise the 3-ton SUV’s two-mode hybrid powertrain. There are more inside, too. It’s as if the Escalade Hybrid is apologizing for being an SUV instead of bragging that it’s meant to be a fuel-efficient utility vehicle.

Their Economy, Our Economy
OK, maybe we’re not being entirely open-minded about the 2009 Cadillac Escalade Hybrid. You can make a case that the vehicles that consume the most fuel, like a Cadillac Escalade, are precisely the ones that should be made more efficient with a hybrid powertrain. Like we said about the 2008 Chevy Tahoe Hybrid, “Since an SUV uses far more fuel annually than a small car, even a small improvement in a sport-ute’s fuel economy can make a big difference in gallons of fuel saved at the end of the year. After all, freight trains are diesel-electric hybrids, and they’re reported to transport 1 ton of cargo 436 miles on one gallon of fuel.”

The Escalade is certainly a candidate for efficiency. The 2009 Cadillac Escalade AWD is rated by the EPA at 12 mpg city/19 mpg highway, while the combined figure is 14 mpg. Ironically, the seemingly analogous 2009 Escalade Hybrid 4WD is exempt from EPA fuel-economy testing. That’s because the hybrid’s curb weight is 325 pounds heavier, and this puts this 4×4 in a higher, heavy-duty weight class where fuel economy testing isn’t required. As such, the Escalade Hybrid 4WD can’t even help improve GM’s CAFE score.

Sort of makes an EPA-based comparison of fuel economy between the 4WD Hybrid and AWD Escalades impossible, doesn’t it?

Fortunately we have our own fuel economy routine, and our 1,000 miles of driving in the Escalade Hybrid returned a real-world fuel economy average of 16.9 mpg. Our worst fill-up produced 14.1 mpg and our best was 22.2 mpg. Unscientifically speaking, these figures represent about a 15 percent improvement over the standard AWD Escalade, or about 180 gallons of gasoline per 15,000-mile year. But since the Escalade Hybrid costs $6,395 more than a comparably equipped conventional Escalade AWD, it will take you 18.3 years to recoup the price premium in fuel savings at current prices if you drive 15,000 miles per year. Even if the price of gasoline goes up to $4 per gallon, the payback term would be 8.9 years.

What You Get for $76,635
The 2009 Cadillac Escalade Hybrid 4WD comes with an extensive roster of standard features and it also includes at no charge other features that are effectively the same ones found in the standard, gas-powered Escalade’s $6,035 “PDW V8 Ultra Luxury Collection (with 22-inch wheels)” option. With no options added, this 2009 Cadillac Escalade Hybrid 4WD rang the register at $76,635.

There is a small selection of premium SUVs in this price range, but the Cadillac Escalade isn’t like the Lexus GX 470, Lexus LX 570, Mercedes-Benz GL550 or Range Rover. Basically, it’s a truck.

The driver seat, though heated and cooled, is no more comfortable than the similar seats found in the Chevy Tahoe/GMC Yukon hybrids (they’re lighter than the seats used in their gas-powered counterparts). The steering wheel isn’t centered on your driving position, and though it has power tilt, it doesn’t telescope. Instead, the pedals move fore and aft, but these are meant to accommodate shorter drivers rather than enhance driver comfort.

The Escalade Hybrid comes with a standard navigation system, but the map is based on a DVD system rather than the hard drive system we adore in our 2008 Cadillac CTS long-term test car and it’s noticeably less sophisticated and slower to react. Coincidentally, there’s a very sharp edge on the plastic finishing plate around the Escalade’s display, exactly where you’d place your hand while attempting to poke at the touchscreen (which itself is reluctant to respond to inputs).

The Escalade’s 60/40-split second-row seat is roomy and comfortable (more so than the front row), and it features its own set of audio controls plus its own zone of the tri-zone climate-control system. But negotiating those heavy seats to gain access to the third row is cumbersome. It’s also a completely manual operation, unlike our 2009 Ford Flex long-termer with its automated second-row tumble feature. And don’t get us started with the 120 pounds of uncomfortable third-row seats that live above the Escalade’s live axle, which don’t stow flat, either.

Truth in Advertising
Once we set out for a drive, we were immediately impressed with the two-mode hybrid’s ability to propel the Escalade on electricity alone at low speed, and the Cadillac made it all the way up the three levels of our parking structure. Once on the street, however, we found the hybrid system busy and obtrusive.

Even the owner’s manual of the Escalade Hybrid warns you, “Your hybrid vehicle has several electric motors, including the motors in the transmission that help power the vehicle as well as the air-conditioning compressor, brake pump, coolant pumps and, within the Hybrid Energy Storage System, a cooling fan and electrical contactor switches. At times, you may hear these motors start up or stop, and they might produce a slight whirring, humming or blowing sound typical of electric motors. These are normal sounds found on a hybrid vehicle and may be more noticeable when the vehicle is operating in the Auto Stop mode with the engine off.”

In a word, yes. You will notice these sounds — all of them. You cannot ignore them. So noticeable is the fan in the rear of the vehicle that cools the battery pack that we thought the rear-zone AC was running.

Stop and Go
Driving the 2009 Cadillac Escalade Hybrid in stop-and-go traffic revealed a brake pedal that’s more akin to a digital device than a hydraulic one. As with almost all hybrids, the transition between the actuation of the regenerative brakes and operation of the mechanical brakes isn’t progressive or intuitive, and the Escalade always comes to a stop clumsily no matter how smooth you try to be.

The sensation produced as the powertrain transitions between operation by the electric motor, gasoline engine or combined electric-gasoline propulsion is far from imperceptible. More of a feeling than a sound, you get the impression that there are ripples or seams in the pavement when there aren’t. It’s kind of like pulling a heavy trailer, and there are momentary ebbs and flows of power and momentum, especially between partial- and off-throttle situations.

One of the only transitions that is seamless is the one that occurs at freeway speeds between V8 mode and the fuel-sipping V4 mode when half the engine temporarily sleeps. You can see when this happens on the instrument panel’s little display. The transmission itself is almost as seamless, but it should be, as it operates most of the time as a continuously variable transmission (CVT). In fact, the tachometer rarely exceeds 2,000 rpm up to about 60 mph.

Rated for Towing
The four fixed gear ratios within the stupendously complex multiplanetary gearset (hence “two-mode”) only come into play when load conditions require, or when the driver selects manual mode for holding a ratio while towing or negotiating a hill. In fact, the Escalade Hybrid with on-demand 4WD and a locking rear differential is rated to tow up to 5,600 pounds. This is a uniquely trucklike quality you won’t find in any other non-GM hybrid at this time. It even has a load-leveling rear suspension and magnetorheological dampers to better adapt to towing.

Even with those self-adjusting dampers, however, the Escalade’s ride quality suffers thanks to the high-fashion 22-inch wheels wrapped in tires with short 45-series sidewalls. You cringe each time a freeway expansion joint approaches, much less when a pothole appears unexpectedly. There’s a none-too-pleasant shudder through the entire vehicle for a period of time after the jarring event has passed. All that unsprung weight (the enemy of both ride and handling) that comes with this Escalade’s wheel-and-tire package is obvious even to the uninitiated.

The Bottom Line
The 2009 Cadillac Escalade Hybrid is not like other luxury SUVs because it’s meant to deliver actual utility, like towing a trailer or a boat. And it’s not like other hybrids, because it can tow a trailer or a boat. But is it worth it?

If you’re thinking of trading in your Escalade AWD for an Escalade Hybrid to save money on gas, not a bit. The fuel savings might be significant in the abstract, but they’re negligible in terms of lengthening the interval between your visits to the gas station. If you’re looking for a luxury SUV package, the Escalade Hybrid isn’t worth it either, because it actually diminishes the qualities you look for in the Cadillac brand.

If you must have a large, truck-based SUV and want the added fuel economy of a hybrid powertrain (not to mention a reduction in the social resentment that big SUVs inspire these days), then instead consider a Chevy Tahoe Hybrid 2WD for $52,000. It’ll ride better, tow up to 600 pounds more and save you $24,000.

SOURCE: Edmunds

The most surprising thing about driving a plug-in hybrid was how ordinary it felt.

Experts say plug-in hybrids are likely to be the Next Big Thing in automobile technology. I wanted to see how they work in the real world.

This would be a test: I’m a driver who never looks under the hood, hates spending money on cars and/or gasoline and can’t handle any automotive problem more complicated than adding Drygas to the tank.

First came a neon-green 2006 Toyota Prius emblazoned with the Green Mountain Power emblem. It’s one of two the electric utility added to its fleet, spending $10,000-a-car to have a stock Prius hybrid modified by adding a big second battery. (Solar panels on the utility’s roof generate enough electricity to recharge the batteries.)

My first reaction when I turned on the car was like that of many new Prius owners: This thing isn’t working.

No hum of a gasoline engine. Dead silence at every stop sign. I kept reaching for the starter button, assuming the car had stalled. Lesson One: An electric motor is silent.

Unlike stock Priuses, the GMP car supposedly can travel up to 40 miles on electric power alone. For someone who lives in the center city, as I do, that could mean a lot of nearly all-electric driving.

But in the four days I drove the car, it never came close to 40 miles of all-electric driving.

I could watch the car’s computer monitor as the charge in the added battery dropped quickly. On day one, the battery ran out at about 17 miles. The car smoothly switched to running on its gasoline engine, assisted by the stock Prius battery. I was back to 50 miles a gallon instead of 100.

Learning the tricks

As I learned the tricks of driving a hybrid, the battery took me somewhat longer distances. To keep the gasoline engine off, my right foot began to push more slowly on the gas pedal. Any sudden acceleration switched on the gasoline engine. As I drove Shelburne Road, I would push down gently on the accelerator, then let up so the car would glide.

The Prius’ dashboard computer screen registered every little change, telling me my miles-per-gallon had plummeted from 99 mpg to just 12 when I tried to accelerate really fast.

Jim Harding, a Green Mountain College professor who drove an identical plug-in Prius last year as part of a research project, found his driving style also changed.

“You become hyper-aware of how you are using the vehicle because the feedback is so immediate and detailed. I found myself not pressing the accelerator as quickly as I would have, and coasting through turns,” he told me.

Recharging the add-on battery was a snap. At bedtime each night, I plugged one end of an extension cord into an outlet on the back wall of our house. The other end fit a plug on the back end of the Prius. Red tail lights went on, alerting me that the battery was charging.

When I came out in the morning, I unplugged and drove off.

One morning I drove around Burlington, looking for places I could recharge during the day. The charging stations at City Market and the intersection of Church and Main worked fine. The three outdoor plugs on the waterfront were dead. Later, I learned that a number of Burlington parking garages have at least one plug-in station.

Vermont-made plug-in

After I returned the GMP hybrid, I borrowed a second one from EVermont, a nonprofit consortium that studies electric vehicles.

This was definitely a homemade version. It had little quirks. The gasoline engine cycled off and on at stop signs, for no reason I could discern. The dashboard warning light was permanently on.

“The car is still a work in progress,” research director Harold Garabedian said.

Instead of adding a battery to the off-the-lot Prius, EVermont pulled out the car’s original battery and replaced it with one capable of being recharged from the electric grid.

This battery was bigger than the one in the GMP Prius and it showed. I drove the car 30 miles one afternoon and still had juice in the battery. Garabedian said he’s gone as far as 50 miles relying mostly on the electric motor.

Paradoxically, this car got better mileage on the highway than in the city, the opposite of most hybrids. That’s apparently because EVermont is still working out the bugs that turn on the gasoline engine at slow speeds, when it isn’t needed.

Once on the open road, the electric motor carried me most of the way to Charlotte. My average miles per gallon soared to 74.3.

Paying the price

I loved driving both cars. They were quiet, I wasn’t burning much fossil fuel, my carbon footprint shrank, and I was using a cheaper fuel than gasoline.

Charging the GMP Prius took 4½ hours one night. A special meter told me the car had drawn 5.23 kilowatt-hours of electricity.

A call to Burlington Electric Department informed me that I pay 12.5 cents per kilowatt hour for my electricity (not including the customer service charge, which I pay however much juice I draw).

Cost to power the Prius for a day: 65 cents, plus a few tablespoons of gasoline.

Of course, that doesn’t include what it would cost me — north of $30,000 — to acquire a plug-in Prius.

That’s the only reason I’m back today, driving my ordinary Honda Civic.

SOURCE: Burlington Free Press

When it comes to plug-in hybrids, your mileage will vary. All over the place.

Look at Google’s highly touted, seven-week test of converted plug-in hybrid electric Priuses. The results showed that the cars were able to achieve an average of 93.5 miles per gallon. “The plug-ins did great, getting as much as 93 MPG average across all trips, and 115 MPG for city trips!” boasts Google.org on its Website.

That’s good and fits in with the 100-mile-per-gallon standard often associated with the cars. But a close look at how Google did the tests, and it became apparent the tests don’t reflect real-life.

Google hired five professional fleet drivers from a local shuttle service and had them drive on designated city and highway routes mostly located in flat Silicon Valley and under mild weather. Each trip was designed to allow the tester to complete it with power from a fully charged battery pack  (Google said some trips used up the entire battery before they ended).

Google also instructed drivers to accelerate moderately, tough it claimed it didn’t otherwise teach the drivers tricks for getting the best mileage.

The Department of Energy conducted its own tests in a more hoi polloi fashion and got about half that.

As major carmakers get ready to launch mass-produced plug-in hybrids over the next few years, everyone from government agencies, private car fleet owners, utilities and researchers are carrying out more road tests to gauge just how good of a fuel economy could you expect from a plug-in hybrid. The plug-in hybrid passenger cars that can be seen on the road today are regular hybrids – mostly the Prius or Ford Escape – that have been outfitted with an extra battery pack and a cord for charging via a standard electrical outlet.

There are no national testing rules for determining a plug-in hybrid’s fuel economy. The U.S. Environmental Protection Agency is still working on that. In the mean time, the U.S. Department of Energy’s Advanced Vehicle Testing Activities program has been conducting a series of field tests in controlled and real-life settings with 12 models – mostly Prius and Escape – in 20 states and Canada.

The DOE started testing of plug-in hybrid cars in partnership with private and public fleet owners in 2006, and some of the recent results showed that drivers in real-world conditions were achieving an average of 51 miles per gallon when the same cars could yield more than 100 miles per gallon in controlled or lab settings (see baseline testing results and accelerated testing results of a Prius converted by Hymotion).

What happened? For one thing, those drivers were just going about their own business instead of traveling only on designated routes in more ideal weather conditions. The tests were done in different types of terrains, and the results included mileage data from when the cars’ battery packs were in use and after they were depleted. And those battery packs were not necessary fully charged before each trip.

The tests involved not only fleet drivers but also consumers. The program partnered with UC Davis a year ago to launch a test involving about 70 members of the American Automobile Association in California, said James Francfort, a staff engineer for the DOE program at the Idaho National Laboratory. Most of the drivers didn’t start taking their Hymotion Priuses on the road until last fall.

The DOE also has carried out controlled tests that use selected drivers who travel on designated roads. The Hymotion Prius has shown to achieve an average of 79.5 miles per gallon.

Interestingly, Google – before it hired chauffeurs – was getting similar results in its plug-ins. Some got 66 miles per gallon.

Driving behavior, climate and road conditions all influenced the outcome, Francfort said. Electric cars are far more efficient at using its fuel than gasoline-powered cars. That means poor driving habits could have a greater impact on the fuel economy of an electric car, Francfort said (see page 18 of Francfort’s presentation).

An electric motor can make use about 75 percent of the energy while an internal combustion engine can achieve about 20 percent efficiency, according to a DOE Website, Fueleconomy.gov.

Accelerating quickly is a major no-no for getting better fuel economy. When you speed up quickly, it requires a burst of energy that takes more battery juice. Cranking up the air conditioning also will lower the fuel economy. So will conquering steep hills. (Dave Hermance, the deceased Toyota exec who helped develop the second generation Prius, came up with some of the feathering techniques for increasing mileage.)

“But probably the single issue is: Have batteries been charged?” Francfort said. It isn’t just about charging the battery in full before each day’s use. “It may also be a lack of access to a place to charge, or of time due to job requirements.”

Battery technologies matter, of course. The cars used in the program are converted plug-in hybrids, and the lithium-ion batteries are more experimental, said Tim Murphy, manager of the DOE program.

“You can educate people about how to get the best performance out of the car,” Murphy said. “As batteries become better over time, they are going to handle more harsh driving, and we are going to start seeing better average performances.”

A regular Prius can achieve a combined city/highway mileage of 46 miles per gallon, Toyota said. Companies that offer covert kits, such as Hymotion (owned by battery maker A123 Systems) and Hybrid Plus, often tout their plug-in hybrids as being able to achieve more than 100 miles per gallon.

Those companies, as with automakers, also are quick to note that the actual mileage could vary based on the driving style, the weather and other factors.

That said, it doesn’t hurt to create a tip sheet to train consumers to get the most of fuel savings from their plug-in hybrids, especially when companies such as General Motors plan to start selling them within two years.

That’s what the folks at the DOE program are doing as part of its public outreach effort, Francfort said. He expects to complete the tip sheet in about two months

SOURCE: GreentechMedia

The new RX 450h luxury crossover introduces the second generation Lexus Hybrid Drive, a full hybrid system with advanced powertrain technology that delivers an unprecedented combination of fuel economy, low emissions and performance, well beyond the scope of any of its segment rivals.

All the full hybrid system’s components have been revised to achieve dramatically improved efficiency: fuel consumption is reduced by 28 per cent, while at the same time engine power is 10 per cent greater than in the RX 400h. The improvements Lexus has made also contribute to substantially lower emissions, quieter operation and greater driver satisfaction.

Total power output is 295bhp (299 DIN hp), enabling a top speed of 124mph and nought to 62mph acceleration in 7.9 seconds. This performance comes with 44.8mpg combined cycle fuel consumption and 148g/km CO2 emissions, a combination that cannot be matched in the RX 450h’s class, not even by smaller and less powerful 2.0-litre diesel models. This has a direct impact on running costs, for example in a 14 per cent benefit-in-kind company car tax rating – a level typically associated with more modest C-segment models, “eco” specials and other hybrid vehicles, such as the Toyota Prius.

Full Hybrid Drive System Configuration
Lexus Hybrid Drive is a combined series/parallel full hybrid system that comprises a highly efficient petrol engine and two powerful electric motors. As a full hybrid the vehicle can operate on its electric motors or petrol engine alone, or with a combination of both. Like its predecessor, the RX 400h, the new model’s second, rear-mounted electric motor provides an intelligent four-wheel drive capability.

The system combines distinct front and rear driving units, with a power control unit managing their seamless, high-speed interaction.

The front drive unit features a 3.5-litre V6 petrol engine, a powerful electric motor, generator, high performance battery, power control unit (PCU) and a power split device with a planetary gear set to combine and re-allocate power from the engine, electric motors and generator as driving conditions require.

The rear unit is mechanically independent from the front. It provides four-wheel drive by means of a second electric motor, which is activated and continuously adjusted by the Vehicle Dynamics Integrated Management (VDIM) system, working in conjunction with the PCU.

V6 Petrol Engine
The 3.5-litre DOHC petrol engine is based on that used in the RX 350, but has been adapted specifically for use in the hybrid powertrain. It produces a maximum 246bhp (249 DIN hp) at 6,000rpm and 317Nm of torque at 4,800rpm, and features three Lexus hybrid ‘firsts’ to optimise fuel efficiency: Atkinson cycle combustion, cooled exhaust gas recirculation (EGR) and exhaust heat recovery (EHR).

In an Atkinson cycle engine the valves close late, delaying compression. This creates a high expansion ratio for less compression, reducing intake and exhaust energy losses and converting combustion energy into engine power more effectively. As a result the exhaust temperature is lower than in conventional engines.

EGR reintroduces cooled exhaust gas into the combustion chamber, further reducing the engine’s operating temperatures. Together these technologies minimise the need for any fuel enrichment to provide a cooling effect and protect the catalytic converter from overheating damage, thereby improving fuel economy and reducing emissions.

The EHR system uses exhaust gas heat to warm the engine coolant at start-up. This reduces the time the engine needs to warm up, allowing it to be shut off earlier for longer electric motor-only operation, particularly in winter.

Power Control Unit
The new power control unit (PCU) is smaller and weighs less than before and is equipped with a new inverter. The inverter’s construction allows for cooling on both sides and this better cooling efficiency has helped increase the power density by 40 per cent. PCU power losses have also been reduced by more than 10 per cent to contribute to better fuel economy.

Electric Motors
Although power from the front and rear electric motors remains the same as it was on the RX 400h, at 165bhp ( 167 DIN hp) and 67bhp (68 DIN hp) respectively, the improved cooling of the PCU has increased their continuous maximum torque band width. This gives better performance, in particular from a standing start. The front and rear motors now deliver maximum torque of 335Nm and 139Nm from zero rpm respectively, while the range of the front motor’s maximum toque is extended by 9mph and that of the rear by 22mph.

Hybrid Transaxle
Several improvements have been made to the compact transaxle. An oil slinger has been adopted to reduce drive losses in the oil pump; an oil cooler has been fitted; low friction bearings have been installed at key points; and numerous components have been tuned and re-profiled. These modifications combine to increase torque capacity and overall transaxle efficiency.

An improved flywheel damper, with a two-stage, torque absorbing damper, absorbs torque fluctuations and also the shock of engine stop and start. This significantly reduces vibration and noise, notably in urban driving when the engine stops and starts most often.

Artificial Intelligence AI-SHIFT control has been adopted for the first time on a hybrid vehicle. The system determines whether the vehicle is travelling up or downhill by comparing vehicle speed with accelerator pedal angle. The transmission then selects the appropriate shift range – from third to sixth – to maintain engine rpm at an optimum speed for either uphill acceleration or downhill engine braking.

Sequential shift-matic control is also available, by selecting ‘S’ in the transmission shift gate. In this mode the driver can select any of six speeds to gain more responsive performance, or to add engine braking assistance.

Three New Driving Modes
The fuel efficiency and performance are both further improved by the provision of three new driving modes: ECO, EV and SNOW.

Linked to an indicator in the speedometer, the new ECO mode provides a modified, non-linear throttle action and air conditioning control to support fuel-efficient driving. The relationship between accelerator pedal movement and system output is automatically controlled to reduce throttle response to aggressive driver inputs, improving fuel economy and promoting smoother driving. The air conditioning load on the engine is also reduced sharply under acceleration, further adding to fuel efficiency.

The vehicle automatically runs in EV, electric motor-only mode on start-up, but it can also be selected by the driver using the multi-information switch on the steering wheel. In EV mode the vehicle can be driven around town with minimal noise and zero emissions, with driving range determined by the level of battery charge. As the petrol engine is switched off, the EV drive mode contributes to a significant reduction in overall fuel consumption.

SNOW mode, also selected using the multi-information switch, helps modulate use of the accelerator pedal and improve vehicle stability when pulling away on snow or other slippery road surfaces. Pedal inputs are automatically adjusted to reduce driving torque and minimise wheelspin; should there be any wheelspin, the rear electric motor engages to improve traction.

SOURCE: Easier.com