Toyota officials last week confirmed that the Lexus CT 200h, a premium hybrid hatchback, is coming to the United States, according to a report in Automotive News. The Lexus CT 200h would be Lexus’s first compact car, and the first compact hybrid sold by Toyota in the US.

The car was unveiled at the Geneva Motor Show last week, but until recently the company insisted that the compact hybrid would only be sold in Europe. According to Automotive News, Lexus executives pleaded with Japan to bring to the car to the US—partly in hopes that the smaller Lexus would appeal to a younger demographic. “When the all-new Lexus CT 200h enters the market it will be the only hybrid vehicle in the emerging premium compact segment,” said Mark Templin, Lexus Division group vice president and general manager.

The Lexus CT 200h will make its US debut at the 2010 New York Auto Show later this month. Production begins in late 2010. The car could go on sale in the US sometime in 2011.

Small Luxury Compact Hybrid Hatchback

The recipe for the CT 200h is to place a Prius-type hybrid system—featuring a 1.8-liter gas engine with variable valve timing, and energy storage with a nickel-metal hydride battery pack—into small relatively affordable premium compact car. Lexus said the CT 200h will ride on a new front-wheel-drive platform with a MacPherson strut front suspension and double wishbones at the rear.

While fuel economy numbers have not been announced, the CT 200h’s small size and aerodynamics should push its mileage ahead of the 50-mpg 2010 Toyota Prius [1], currently the highest rated car for mpg. It could also mean a more sporty drive compared to the larger Prius. Lexus claims that the CT 200h “does not compromise interior roominess,” despite the compact package.

The CT 200h will be Lexus’s second dedicated hybrid, behind the mid-sized Lexus HS 250h [2]. The smaller CT 200h is likely to be offered with the same luxury appointments and high-tech features [3] found in the HS 250h and other Lexus vehicles.

Commitment to Luxury Hybrids

There are also rumors that the Toyota Auris Hybrid, a small hybrid hatchback built on the Scion xB platform, will head to the US. The Auris Hybrid promised more than 60 miles to the gallon. However, the US launch of the Auris Hybrid could be delayed in Europe, according to the Sunday Telegraph in the UK. Tadashi Arashima, the chief executive of Toyota Motor Europe, said the global recall of Toyota vehicles due to accelerator problems could change the planned timeline. “We are discussing that, if necessary, we will postpone the launch timing. For us there is the hybrid in late May, which is really key,” said Arashima. “We want to make sure that this car is properly launched without any major issues.”

SOURCE: Hybrid Cars

Although many hybrid cars are bought to make an environmental statement, a lot of people consider the choice of a hybrid on more dispassionate grounds. They’re looking to get better gas mileage, but the question alway is: Does the fuel savings offset the hybrid model’s extra cost?

That’s because in most cases, where a vehicle is offered with a choice of hybrid or conventional powertrains, the hybrid version is usually more expensive, sometimes a lot more.

That’s certainly the case with the ultra-luxury hybrids out there: the BMW Activehybrid 7 will run you $19,250 more than a 750i, and a Lexus LS hybrid carries a $34,350 premium over an LS460L AWD. With the Mercedes-Benz S-class, however, the hybrid is actually the least expensive variant: an S400 Hybrid undercuts the S550 by $3650.

So even before your first refuel, you’re ahead of the game. And speaking of refueling, the S400 Hybrid gets a not-insignificant 5 mpg better gas mileage than the S550, in both city and highway ratings. Still, its 19/26 mpg figures don’t exactly make it an economy car.

And there is a price to pay in performance. The S400’s 0-to-60 mph time of 7.2 seconds isn’t exactly slow, but neither is it the 5.4-second rocket blast of the S550. Nor does the S400 Hybrid’s big V-6 equal the muscle of competitor hybrid’s V-8’s (their V-8s help explain their higher prices). Still, the S400 is very quick pulling away from a stop, and its powertrain exhibits the same liquid smoothness as the S550. It’s only once you’re moving along that foot-to-the-floor acceleration requests are met with a noticeably less urgent response than in the V-8-powered car. When the S400 is doing its hybrid thing, shutting down the engine as you brake to a stop, restarting when you remove your foot from the brake, the processes are so transparent that the only way to tell is by watching the tachometer.

At $88,825 (before options), the S400 Hybrid is hardly an economy car, nor is its 19 mpg city fuel economy especially green. But the fact that it’s both significantly greener and also a bit cheaper than other S-class models and competitors’ hybrids, make a very strong case for the S400 Hybrid as a smart buy amongst megabuck sedans. And I’d guess that even rich folks are happy when they can both go green and save some green at the same time.

SOURCE: Automobile

Honda Motor Co.’s new CR-Z sporty hybrid is the car that nearly wasn’t.

The wedge-shaped, two-seat hatchback was almost killed twice because engineers weren’t convinced it was a unique concept and because U.S. bosses originally didn’t want it.

When Norio Tomobe was appointed chief engineer of the project in the summer of 2004, the car was still a blank sheet. And in the early years, the working model had a traditional gasoline engine.

“We had serious doubts about whether this would bring new value,” Tomobe said during a recent interview at Honda’s headquarters here. “I really struggled for a new idea, and we decided to start over from scratch. The hybrid finally gave us the wow factor.”

Yet going hybrid brought its own problems. Today critics assail the CR-Z as neither especially fuel-efficient nor sporty. And Tomobe is quick to admit at least one thing he wishes the CR-Z had: “more horsepower.”

He said he would like a Type R sporty version of the CR-Z someday with a spunkier power-to-weight ratio that lives up to its sporty styling.

Compromise solution

But in the meantime, the CR-Z is an exercise in compromise. It was conceived as a 1.3-liter car for Europe but was given a 1.5-liter engine to appeal to U.S. drivers. It aims to be sporty with a six-speed stick-shift option but also comes in a version with continuously variable transmission to squeeze out extra fuel economy.

The result: a 122-hp package that delivers a 0-to-62-mph time that, at 9.7 seconds, barely edges the Toyota Prius. And fuel economy is only 36/38 mpg, well below the Prius’ 51/48.

The 0-62 time comes from a leaked early edition of the Japanese sales catalog. Honda has dropped all references to it. Indeed, Honda conspicuously omits a 0-60 speed for a car that it touts as sporty.

The CR-Z went on sale in Japan in February and reaches U.S. showrooms this summer.

Honda plans to sell 40,000 to 50,000 CR-Zs a year worldwide, 15,000 in North America. Japan sales are projected at 12,000 a year, and Europe will get the rest.

Tetsuo Iwamura, president of American Honda Motor Co., was skeptical right up until he drove the final prototype.

“He kept saying they don’t need a hybrid,” recalled Tomobe.

“In the American market, people equate hybrids with the Prius,” he said of Iwamura’s cool response. “If the hybrid is sporty, it’s going to confuse the customers and dealers.”

The CR-Z’s fate was put before Takanobu Ito, now president of Honda Motor but then head of r&d. “He said, ‘Don’t worry about the States, just keep developing it,’ ” Tomobe said.

While driving early prototypes, Iwamura relentlessly derided the car, Tomobe said. But when he got behind the wheel of the final version, his reaction changed.

Suddenly, the project was a go.

“It’s ironic that the United States was the most vocal in saying they didn’t want the car, but the CR-Z still made its world debut at the Detroit motor show,” Tomobe said.

Tomobe, who cut his teeth as chief engineer on Japanese market projects such as the Mobilio Spike and Elysion minivans, is unapologetic about the CR-Z’s compromises.

“I’m satisfied,” he said. “This is what the future of sports cars will be for Honda. We are not pursuing absolute maximum speed. What we aim for is a car that is exhilarating to drive.”

On paper, the CR-Z’s power may seem lackluster. But sporty handling makes up for it, Tomobe said. The three-mode drive system helps by delivering extra throttle responsiveness.

Drivers can select normal, economy or sporty driving modes. In sporty mode, drivers of the CVT can simulate stepped shifting manually by flipping paddle shifters on the steering wheel.

The CR-Z borrows liberally from its hybrid forerunner, the Insight, which came out last year. It has the same engine room, front flooring, fuel tank and hybrid system. The motor, battery and inverter essentially are the same as the Insight’s, Tomobe said.

Room for improvement

Not only is its engine larger than the Insight’s 1.3-liter, but the CR-Z’s engine has 16 valves instead of the Insight’s eight. This is to help increase power at higher rpm and improve efficiency at lower speeds.

Up to 2,300 rpm, one intake valve per cylinder is closed to limit fuel consumption. Above that, all four valves are working to optimize power.

The CR-Z is also the first Honda hybrid to get a six-speed manual transmission.

Honda already is eyeing improvements. By boosting the storage capacity of the battery and making the motor and inverter smaller and lighter, future generations of the CR-Z should deliver better performance.

Said Tomobe: “There is room for further evolution.”

Critics say Honda could score by offering a gasoline-only CR-Z. But Tomobe said the company has ruled that out. The car’s identity is too closely linked to being a hybrid, he said.

But a Type R racing incarnation is another story. “If that appeals to people and contributes to Honda’s sporty image, we need to consider all options,” Tomobe said, adding that he would like to see an R.

That would require reworking the power-to-weight ratio and boosting the maximum speed. Tomobe said that is still a tall order for the current CR-Z and its eco-friendly mission.

Said Tomobe: “The CR-Z is supposed to be an intelligent sports car.”

SOURCE: Autoweek

In case there was any doubt about which American automaker has a real shot at longevity, Ford recently announced that 60% of those who bought the Fusion this year were buyers new to Ford.

The Fusion’s new Ford buyers, of  ”conquest sales,” have been increasing steadily, up 6 percentage points from January of this year, according to a release, and 11 points from the 2009 calendar year. The latest numbers for the Fusion Hybrid, featuring a hybrid gas/electric engine, are even better, with 82% of those who purchased them in February new to the brand. The Ford Fusion comes in seven different models ranging in fuel efficiency from 18/27 MPG City/Hwy (on the V6) to 41/36 MPG City/Hwy (on the Hybrid).

“It’s extraordinary that a car could set sales records and continue to excel in an environment where overall industry sales in the midsize segment are down 19 percent from a year ago,” said Ken Czubay, Ford vice president of Marketing and Sales and Service, in a statement. What’s perhaps more extraordinary is that no American automaker, until now, has tried to capitalize on the growing market for fuel-efficient mid-sized cars.

SOURCE: Earth Techling

We, like just about everyone else in the automotive world, were blown away when Porsche took the wraps off the 918 Spyder hybrid supercar. The wizards in Stuttgart built the plug-in hybrid on the QT and kept it super-secret until rolling it out in Geneva, where it almost literally stopped the show.

Now it seems Porsche is actually going to build it.

According to England’s Autocar magazine, the Porsche are intent on building a production version of the 918 Spyder, and offering it for sale to anyone with deep enough pockets. The way Porsche sees it, going green(er) doesn’t have to mean sacrificing performance, which is why it stuffed the sexy all-wheel-drive roadster with a 500-horsepower V8 and two electric motors putting down a combined 281 horsepower.

“The 918 Spyder provides the answer to whether there can be high-performance cars in the future. Many have said they are finished. This car shows they are not,” Porsche boss Michael Macht told Autocar. “There is no one inside Porsche who doesn’t want to build the 918. The response has been marvelous; we will ask buyers to sign letters of intent.”

So you could say step right up and get in line now. If you think Porsche really will build the 918. We’re not suggesting it shouldn’t; we most definitely think it should and we’d be first in line for test drives (Feel free to call us, Mr. Macht). But we’ve been led down this path before. Every gearhead has. How often has an automaker dazzled us with a wonderful show car we’ve fallen madly in love with only to have our hopes dashed. The Lamborghini Estoque hybrid comes to mind.

Yet there’s the big man at Porsche himself saying the 918 will come to pass. So why are we reluctant to jump up and down in glee? Because of this quote from Autocar:

Insiders say the production 918 is likely to go on sale within five years. However, like all Porsches, it will need to make money, despite its ‘halo’ status within the firm’s range.

“It will need to make money.” That is the greatest get-out-of-jail-free card in the auto biz. Of course the 918 “will need to make money.” Have you seen Porsche’s books lately? Germany’s government has, and let’s just say that Porsche doesn’t have bushels of Euros to throw around at the moment.

Porsche is going to build the 918? We hope it’s true, but we’ll believe it when we see one in a dealership.

SOURCE: Wired

California-based Home builder KB Home will begin offering an option to have homes pre-wired to handle charging stations for electric vehicles, the San Jose Business Journal reported.

KB said the option is designed to ease the future installation of a station to charge an electric or plug-in hybrid vehicle conveniently at home.

According to the San Jose Business Journal, California has the highest percentage of plug-in hybrid cars registered in the country.

Fisker Automotive CEO Henrik Fisker gave a presentation at the New Castle County Chamber of Commerce’s annual dinner Monday night about his compnay’s plans to build plug-in vehicles (PHEVs) in Delaware. Over 450 people from the community where Fisker’s new plant (and General Motors’ old plant) is located heard Fisker speak about the Karma and the upcoming Project Nina vehicle. Nina, of course, is the lower-cost ($50,000?) plug-in hybrid that Fisker wants to build in and export from Delaware.

Based on local news reports, work on the plant is progressing smoothly, with “no major problems” discovered during an environmental assessment. Prototypes could be made there as early as next year, with full production – an estimated 100,000 cars a year – scheduled for 2014. As for vehicle sales, Fisker said that Europe and China could be big markets for the PHEVs, and he reminded the crowd that Fisker has announced 45 dealerships in the U.S., including Union Park in Wilmington, DE.

One bonus bit of information Fisker said during his speech: the prototype Karma that ran around the track at Laguna Seca cost $1.5 million.

SOURCE: Green AutoBlog

Despite recent excitement about a type of electric car called a plug-in hybrid, such vehicles are unlikely to arrive in meaningful numbers for a few more decades, according to new analysis by the National Research Council.

The study, released on Monday, also found that the next generation of plug-in hybrids could require hundreds of billions of dollars in government subsidies to take off.

Even then, plug-in hybrids would not have a significant impact on the nation’s oil consumption or carbon emissions before 2030, the report estimated. Savings in oil imports would also be modest, according to the report, which was financed by the Energy Department.

Several carmakers, including Toyota and General Motors, are developing plug-in hybrid models, which will appear in showrooms next year. Toyota just announced on Monday that it planned to begin selling “tens of thousands” of plug-in hybrid Priuses in two years.

Plug-in hybrids are cars that would be built to run primarily on an electric battery, but if extra power were needed for a long drive, a gasoline engine would kick in. Users would recharge the cars by hooking them to electric power outlets at home or work, meaning they could cover most or all of a daily commute on battery power, not gasoline.

The report found that plug-in electric vehicles could number 40 million by 2030 — provided that rapid progress was made in battery technology, and that the government provided large subsidies and incentives. However, the study suggested that a “more realistic” number would be closer to 13 million vehicles. That would represent 4 percent of the 300 million vehicles projected to be on the road by then.

The main reason for the slow rollout is the potential cost of batteries. Manufacturers are betting on lithium-ion battery technology similar to that in laptops and cellphones. While the technology has evolved rapidly, the report noted that declines in cost would not be steep enough over the next few decades to crowd out other types of cars.

Under the report’s most optimistic assumptions, 6.5 million plug-in hybrids could be sold annually in the United States by 2030, out of total sales of 19.4 million vehicles. Under the more realistic assumptions, 1.8 million plug-in hybrids would be sold that year.

Michael P. Ramage, who headed the study, said that its assumptions — and results — were more conservative than other studies. “Over the next 20 years, we felt that a 50 percent reduction in battery costs would take place,” he said in a telephone interview. “Other people have assumed a lot greater battery cost reductions.”

Building a plug-in hybrid electric vehicle that could run for 40 miles on electricity would cost $18,000 more than for a similar conventional car, including a $14,000 battery pack, according to the report. While each mile driven on electricity costs less than a mile powered by gasoline, “it is likely to be several decades before lifetime fuel savings start to balance the higher first cost of the vehicles,” the report stated.

More recharging outlets, as well as other infrastructure improvements, must also be in place for plug-in hybrids to reach large numbers of American households, the report said.

The National Research Council, in Washington, provides scientific and technical advice to the federal government under a Congressional charter.

SOURCE: New York Times

Mercedes entered the entry level luxury vehicle category years ago with it C230 Kompressor coupe.  The vehicle was a capable model with strong performance, solid handling and a refined driving experience.  Mercedes buyers showed little interest and sales were unexpectedly low.  Then BMW entered the same segment with its recent 1 Series.  A capable performer on all fronts with a price that undercut the 3 Series by thousands and according to sales numbers, the model is a hit.

Why is the BMW a success and the Mercedes a failure?  It could easily be a result of the economic times right now and Mercedes seems to think so too as they are now considering a second go around at the entry level luxury segment.  The company is expected to offer a 2 door C-Class to compete with BMW’s 1 Series, but this time around Mercedes will offer a hybrid option as a a fuel efficient alternative to competitors.

The hybrid is rumored to be powered by a V6 engine from the Mercedes lineup.  It will be naturally aspirated and is expected to be the most efficient vehicle in its class.   Along with the hybrid option, Mercedes is considering a twin turbo V6, a 5.5 liter twin turbo V8 AMG model, and a DOHC V6 as the base engine.  Interestingly, no diesel option has been reported.

The C-Class coupe is expected to go on sale in 2011.  There is no word if the hybrid option will be available immediately at launch and pricing has yet to be announced.  Stay with us for more details as they emerge.

SOURCE: All Cars Electric

Hello hybrid, this is your driver calling.

In a move that makes remote car starters seem so – well, last decade – Chevrolet will be giving owners of its new Volt hybrid a direct line to their new cars via their smartphones.

Chevrolet and OnStar announced the new smartphone application in Las Vegas, where the Consumer Electronics Show is getting underway.

The application lets drivers carry out of a range of tasks, using Motorola’s Droid, Apple’s iPhone or the Blackberry Storm. Besides the usual open doors remotely, it displays the charge status of the car, lets drivers start charging or schedule charge timing, shows the miles per gallon usage and other monitoring info.

OnStar features like unlocking doors and remote operation of the horn and lights, which have only been available by calling the OnStar call centre, will be available through the smartphone application.

While production of the Volt isn’t due to begin until late this year, demonstration applications for the Motorola Droid and Blackberry Storm and the iPhone are available now. A car that you plug in overnight to recharge, the Volt is an electric hybrid designed to drive up to 64 kilometres (40 miles) on electricity, after which an engine/generator kicks in to extend the driving range to about 480 kilometres or 300 miles.

SOURCE: Vancouver Sun

Biodiesel technology is low on the list of priorities for auto industry research, according to a global survey of 200 senior auto executives conducted by KPMG that was released Thursday.

When asked to rate which were the most important alternative fuel technologies to the auto industry over the next five years, hybrid systems were ranked first followed by battery electric power, fuel cell electric power, and biodiesel, respectively.

Fuel efficiency was ranked as the feature auto executives believed makes the biggest impact on customers’ purchasing decisions, while “environmental friendliness” was second followed by safety innovation in third.

A car’s style and looks came in last on the list of factors auto executives thought customers looked at these days when deciding which car to buy. They’re likely right. The information follows news that Ford Motor announced in December it saw record sales for its hybrid cars in 2009 compared to hybrid car sales in other years.

“Automotive manufacturers are in the challenging position of being asked to compete on both technology and cost. With global consumers still feeling the pinch of the recession, those OEMs who can deliver on this equation will be in the driver’s seat,” Gary Silberg, national automotive industry leader for KPMG, said in a statement.

The survey was conducted September through November 2009.

SOURCE: Cnet

Hyundai plans to show off its Blue-Will hybrid concept to North America during the 2010 Detroit auto show next week. The Blue-Will debuted in Seoul last March, but the visit to Detroit will be the first time we’ve seen the concept in person.

“Blue-Will’s bold character lines and innovative design language give the perfect expression to the advanced eco-friendly technologies found beneath the skin,” said Oh Suk-Geun, executive vice president of design for Hyundai. “At a time of rising concern about the environment and our energy future, Blue-Will demonstrates to eco-conscious car buyers everywhere that Hyundai has practical hybrid solutions that will appear on the next generation of vehicles.”

The Blue-Will, also known as the HND-4, features a host of alternative energy and eco-friendly technologies including recycled materials and solar panels integrated into the all-glass roof. Other tricks include a thermal generator to turn exhaust gas heat into electricity and a new Lithium Polymer battery, the first to be used in a car. It powers a 100 kW electric motor that’s mated to Hyundai’s new 152-hp 1.6L direct-injected four-cylinder engine, both of which send power to the ground via a continuously variable transmission. As a parallel hybrid, the Blue-Will can be powered be either motor alone or any combination of the two as driving conditions dictate. This new hybrid architecture is more than just a science experiment – it will be the basis of the new Sonata Hybrid that will debut in the U.S. later this year.

Not all of the Blue-Will sleek technology is under the skin. All the lighting up front is LED to save power, and it only gets better inside. Transparent Organic LEDs create a high-resolution, ultra-thin color screen in place of the traditional gauge cluster, while a touchscreen replaces the traditional center stack and takes over all of its duties, including climate control, stereo control, navigation, and even the transmission gear selection. Topping off the green creds is the Eco-Coach, a graphic-based program designed to teach you to be a more economical driver.

SOURCE: Automobile Magazine

The automotive show circuit is in full swing and many new concepts and production models are being unveiled around the world. Several of the new concepts and unveilings are hybrid or electric vehicles designed for better fuel economy.

Toyota recently unveiled the concept for a new subcompact hybrid vehicle selling for less than the Prius and promising better fuel economy. The new subcompact is expected to hit showroom floors in 2012 with production set to start in late 2011. Audi has also confirmed its first hybrid vehicle is coming to market in the first part of 2011.

The hybrid is the Q5 and the vehicle is a 4-door “crossover” SUV. The hybrid is expected to debut officially at the 2010 L.A. Auto Show and then hit dealers in early 2011. Audi isn’t offering much detail on the Q5 other than to say the vehicle is coming.

Autoblog figures that the Q5 will use components from the hybrid versions of the VW Touareg and Porsche Cayenne. The vehicle is expected to use a lithium-ion battery pack.

Along with the official Q5 announcement, Audi also announced that it plans to expand its line from 34 vehicles to 42 by 2015. Among the notable new models coming in 2010 are the A1, A7, an all-new A8, and a convertible version of the R8 called the R8 Spyder.

SOURCE: Daily Tech

The Lexus 2010 HS 250h hybrid–i.e., “the world’s first dedicated luxury hybrid”–has a new claim to fame: it’s been awarded five out of five stars by the National Highway Traffic Safety Administration (NHTSA) for safety.

The New Car Assessment Program (NCAP), a consumer information program created by NHTSA, rates vehicles to determine crash and rollover safety, gathering info through controlled crash and rollover tests. Lexus says the body structure of the HS 250h plays a key role in its fundamental safety characteristics, citing high tension steel components located in the body structure, doors and other key areas to help absorb and distribute energy in the event of a crash.

The Lexus HS 250h’s five star rating takes into account both the front impact for the driver and front passenger positions as well as side impact for the driver and left rear passenger positions.

Of course, if you’re interested in actual gas mileage, the Lexus HS 250h only gets 35 mpg in the city, opposed to the Prius’ 48–but that’s still 80 percent better than ”the average near luxury [?] car,” according to Lexus.

SOURCE: Earth Techling

Volvo has now released more details of the all-electric C30 concept car it will launch at next week’s 2010 Detroit Auto Show. We covered early details a couple of weeks ago; here’s the rest of the story on the little electric hatchback with no tailpipe.

The electric C30 concept car will let the Swedish automaker assess the viability of a limited-range all-electric vehicle, and how it’s used under real-world driving conditions.

Volvo expects to release 50 of the cars to consumers around the world, starting late this year. Its plan follows the pattern used by BMW for its Mini E, which it plans to replicate with the ActiveE concept, an electric model of the 1-Series sedan it will show in Detroit as well.

90-mile range

Volvo quotes an eight-hour recharging time for its 24-kilowatt-hour lithium-ion battery, assuming standard European 230-Volt power. (That time could double using U.S. 110-Volt current; U.S. drivers will likely have to install a 240-Volt circuit, like those used for electric stoves and clothes driers.)

The pack is located in the tunnel between the seats and in the space formerly occupied by the gasoline tank. It powers an electric motor under the hood that drives the front wheels, just as on the standard 2010 Volvo C30.

Volvo quotes acceleration of “less than 11 seconds” from 0 to 62 mph. Top speed is limited to roughly 80 mph, and the range is approximately 90 miles–a distance that fewer than 10 percent of vehicles in Europe and the U.S. travel each day.

Plug-in hybrids to be “main track”

Lennart Stegland, Director of Volvo Cars Special Vehicles, says, the company expects electric cars “primarily to be used in and around cities and for daily commuting.”

Volvo also plans to introduce diesel and hybrid models that will be sold starting in 2012, although likely in small numbers at first. But it calls plug-in hybrids its “main electrification track” rather than battery electric vehicles.

From its point of view, plug-in hybrids offer long range and good environmental performance, but lower battery cost. The pack in the plug-in hybrid, says Volvo, will be just 12 kilowatt-hours.

SOURCE: Green Car Reports