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Mitsubishi's MiEV is an affordable electric car - not a science experiment

The 2012 Mitsubishi MiEV is an electric car that might have staying power. (Photo by Terry Parkhurst)

The Mitsubishi MiEV might change the landscape for commuters in a fashion similar to the way that the Honda Civic and Toyota Corolla did in the early 1980s. With a range of just 67 miles, before a driver gets into the zone where the batteries need to be recharged, it takes a bit of accomodation; but it also is the most affordable way to commute by using only electricity, that's offered by a major auto manufacturer.

The standard list price is $29,125.00, and with an applicable Federal tax credit of $7,500 that's in place to encourage the prolifferation of electric vehicles, the cost drops to just $21,625.00.

The exterior design, coupled with its diminitive size, draws comments such as "Is that a real car?" (as it did during one photo session). But the fact that Mitisubishi has an 8 year/10,000 mile warranty on the 88 cell, 330 volt lithium-ion battery pack indicates that indeed it is.

Thanks to the tall roof, the interior is roomy if ordinary; however, this is a case of where the word - ordinary - is comforting. The controls are easily understood and fall readily to hand.

The shifter has three settings in the MiEV: "D", for maxium torque; "Eco" to reduce battery consumption; and "B" to increase regenerative brake biasing to augment enery recycling. (Photo by Terry Parkhurst)

Features on any MiEV - whether the base model ES of the upgrade SE ($31,125.00, before the $7,500 tax credit) - inside the cabin include: an electric manual air-conditioner with micron filter; an electric compressor cabin heater; a driver's side heated seat; a four-speaker, 100-watt AM/FM/CD audio system with MP3/WMA playback; and an auxiliary 12 volt DC power system.

There are three ways to recharge the MiEV. The one that comes with the car is a 120 volt/8 amp, Level 1 portable charging cable that plugs into a standard wall outlet; its estimated charging time, from a low battery to a complete recharge is 22.5 hours.

This 120 volt charger comes with the Mitsubishi MiEV and can plug into an electrical outlet. A complete charge with it takes an estimated 22.5 hours. Those who can afford an electrician to do the job properly, might want to have a 220 volt charging system put into their car port or garage. (Photo by Terry Parkhurst)

An Eaton EVSE charging system will reduce the estimated re-charge time for a completely empty battery to just 7 hours. The least amount of time to recharge comes with a CHAdeMO level 3 charger, such as you'd find at a public charging system; that sort of charger requires an optional DC charging port, available as an option from Mitsubishi. The time a level 3 charger takes to produce an 80 percent charge in a completele depleted battery is about 30 minutes.

The way that the EPA (Environmental Protection Agency) has devised to rate the fuel economy of the MiEV is something that requires a bit of engineering insight. It's called MPGe and stands for "Miles Per Gallon Equivalent." It measures the average distance travelled per unit of energy consumed as it relates to an alternative powered vehicle. It's based on the fact that one gallon of gasoline is equivalent to 115,000 BTUs (British Thermal Units) and the fact that 115,000 BTUs is equal to 33.7 kWh (kilowatt hours) of electricity.

In the case of the MiEV (North American specifications), the EPA has determined that it requires 30 kWh to travel a distance of 100 miles. From that, is derived the figure of a combined city and highway average of 112 MPGe.

Notable is the fact that while almost all internal combustion engines achieve greater fuel economy on the open road - think freeway - than in city driving, the opposite is true of an electric automobile (or truck). The reason is that an electric can gain a great deal of free energy, due to regenerative braking; due to the stop-and-go driving frequently necessary within most any city.

Given that, the EPA estimates that the annual cost for fuel - think electricity - for the MiEV is just $500. In fact, the EPA estimates that you'd save $9,850 over five years with a MiEV. For that kind of money, Americans might be able to learn to live with the inherent challenges of a car that has a range of 67 miles before needing more of what it takes to drive it. -- Terry Parkhurst

Recommended site: For a complete road test of the 2012 Mitisubishi MiEV look at: http://www.newcartestdrive.com

Note: If you have any trouble with the link provided to NewCarTestDrive.com, please leave mention of this in the comments section.

The smell of nitro is sweet to those who pioneered "Fuel" dragsters

Herman Petersen's Top Fuel dragster, powered by a supercharged Chrysler hemi-head V8 (left), sets next to Jerry King's Jr. Fuel dragster (right), powered by a fuel-injected Chevrolet V8 at the Edmonds (WA) Car Show. (Photo by Terry Parkhurst)

Herman Petersen started drag racing at the age of 16, going to a quarter-mile long racetrack in Bremerton, Washington, back in 1958. About 10 years later, he was driving a dragster purpose-built to go as fast as possible down a quarter-mile track. It was a race car with minimum bodywork, exposed frame rails, small wheels up front and huge racing tires called “slicks,” due to lack of tread, on the rear.

The template was tagged “a rail job,” by racers inspired to prove their mettle on quarter-mile long tracks. It first debuted in the 1950s, at tracks around the country called “drag strips.” That led racers to call them “dragsters.” Drivers who became well known in this emerging form of motorsports, included Don Garlits in Florida and Tommy Ivo in California. Like them, drag-racing became Mr. Petersen’s passion; but he made it work for him, too.

“My theory was, if the car was sitting in Poulsbo, it wasn’t making money. Wherever there was a national event, I went to it,” he said, recalling racing events he went to, up and down the West Coast of America and up into Canada.

“The first car I raced, was a used chassis; put my own engine in it. I raced it for one year, got my feet wet. Then in 1969, I ordered a brand-new chassis from Woody Gilmore Racing, down in Downey, California,” he said. Like most ultimate dragsters of that era, his car was powered by a Chrysler hemispherical (cylinder) head V8, specifically one from a 1958 Chrysler. When topped with a 6:71 supercharger, it produced 3,000 horsepower, by running a fuel mixture that was usually about 86 to 88 percent nitro methane; the rest of the fuel mixture is methanol. The fuel mix earned such racecars the name of “Top Fuel” dragsters.

That racecar tied the national record of 6.54 seconds elapsed time for a quarter mile, at Bremerton Raceway in 1971.

“It was still affordable (to race) when I started out, Mr. Petersen said. “Everything originated in Detroit, when I first ran, even the supercharger - although we reworked it. My race car ran with a 392 cubic-inch block, from a Chrysler Imperial that I was given $100 for, after pulling the engine and giving the rest to a salvage yard.”

He sold that front-engine dragster, later in 1971, and then went on to build and drive the first rear-engine Top Fuel dragster in the Pacific Northwest. It had a custom built engine.

“I ran with the second Donavan-built 417 cubic-inch V8 - a replica of the 1957 Chrysler “hemi,” but with an aluminum block, equipped with steel sleeves,” he recalled. “It was stronger than a cast-iron engine block; that meant more (supercharger) boost and nitro.”

He took that car down to Lion’s Drag Strip in California and tied the national record of running a quarter mile in 6:14 seconds.

In 1973, while driving his rear engine Top Fuel dragster, wiht a chassis built by Woody Gilmore, Heidelberg Beer became his sponsor. It was an indicator of his professionalism. That car, named the “Heidelberg Hauler,” won the 1973 Gatornationals in Florida, tying a national record for the quarter-mile of 6.08 seconds. In that car, he also had a fiery crash, in July of 1973, that sidelined him. He spent three-and-half months in the Orange County Hospital burn center.

While he was in the hospital, his partner Sam Fitz, had another rear-engine dragster built, with a streamlined body. Olympia Beer became his sponsor, along with the Justice Brothers. Woody Gilmore built the car. It was constructed entirely out of aluminum, with a monocoque front end. However, its weight -- about 200 pounds more than his previous racecar -- made it less competitive; after 19 runs down various quarter-mile racetracks, he retired it.

He then went back to driving a conventional front-engine/rear drive dragster. That car, with sponsorship again from Olympia Beer and the Justice Brothers, was successful, winning the 1974 pision Six Championship and the IHRA (International Hot Rod Association) Gateway Nationals, in St. Louis, Missouri.

In 1975, Mr. Petersen went on to run the quarter mile in just 5.87 seconds in that car, while achieving a speed of 241.96 mph, at the end of a quarter-mile.

In June of 1976, he quit driving dragsters: but continued his involvement with racing a car, for another year, with his friend, Rob Bruins, doing the driving. “He was a natural,” Mr. Petersen enthused. “It cost $3,500 for the (engine) block in my last racecar - $2,000 for a billet (all solid steel) crankshaft. It was $15,000 for each engine, by that time,” he recalled.

Mr. Petersen then ran an auto glass business through 1988. He went on to operate Bar B-Q Charters, a sport fishing business in southeast Alaska, about four months of the year; while living in Belfair, Washington with his wife of 49 years, Sandy. He quit doing that, about two years ago and now runs Cackle Thunder Performance, which builds Chrysler "hemi" V8 engines, to run on gasoline or alcohol, for use in street rods or custom cars.

His first car went through seven different owners. Then in December of 2004, Mr. Petersen found it and bought it back. Now, he’s demonstrating its capabilities, by exhibiting it and, on occasion, running the car in place, with the engine at full throttle.

He’s part of a unique band of brothers who take their “fuel” dragsters, to what Mr. Petersen calls “cackle-fests,” adding that the cars are run only to give those who’ve never heard a supercharged nitro-fueled engine, wide open, a chance to hear one.

“We can’t race them; there's no driveshaft hooked up to the rear-ends. We just whack the throttle and take the engine to about a third of the way (to full power), to about 4,000 rpm, for an instant," he explained, and proudly adds, “My car is the loudest on the West Coast. I’ve measured it: 125.8 decibels."

Two Top Fuel dragsters owned by "Bucky"Austin of Bucky Austin Racing, run in place (no power to rear wheels) at full throttle, in a demonstration of what drag racing was like, when Top Fuel racecars were coming into their own. It's loud. Notice the people plugging their ears at this showing, at the Edmonds Car Show. (Photo by Terry Parkhurst)

“We let all the promoters know we’re available and do about 8 to 10 bookings a year,” Mr. Petersen explained. “We’ve done shows at car dealerships - a Dodge dealership in Lynnwood, Washington -- and other events. We’ve got a car show up in Abottsford, British Columbia we did in April and we’ll be doing that again in the coming year.”

Jerry King is another such former racer. He restored a car he drove, as part of a team that included his partners, the late Jack Cross and Jerry Mann, from 1966 to 1970. However, the Cross-Mann-King dragster is what was known as a “Junior Fuel” car; one with an engine that was not supercharged and was limited to 310 cubic-inches displacement (or 3 pounds of total weight, per cubic inch).

It set the NHRA (National Hot Rod Association) national record for C/fuel dragsters at 178.39 mph, using just a 265 cubic-inch Chevrolet V8 engine. When NHRA discontinued the class at the end of 1966, the car was lengthened and a 309 cubic-inch engine, of Chevrolet origin, was installed. It then ran the quarter-mile in just 7.42 seconds and hit 199.86 mph at the end of that distance.

Bucky Austin, owner of Bucky Austin Racing in Puyallup, Washington, owns two other dragsters that are part of the group. Both of those use Chrysler hemi-head V8s and were driven competitively, from 1969-’71. One, equipped with a full body over its frame rails, was owned and driven in its prime, by Hank Johnson of Marysville, Washington. The other, with mostly exposed frame rails and a short body, was driven by Jerry Ruth of Burien, Washington.

Both these Top Fuel dragsters, shown at the Edmonds (Washington) Car Show, are owned by Bucky Austin. The full-bodied one (on the left) was originally owned and driven by Hank Johnson from Marysville, Washington; the short-bodied one (on the right) was originally owned and driven by Jerry Ruth from Burien, Washington. Both dragsters were raced circa 1969-'71. Both also sport the engine most often found in Top Fuel dragsters of that era: the Chrysler hemi-head V8, equipped with a 6:71 supercharger. (Photo by Terry Parkhurst)

Running nitro-methane in an internal combustion engine could be disastrous; but it was done without computer analysis, in the 1960s and ‘70s, by studying the engine, after a run.

“With each engine, we’d look at the compression ratio, the timing setting and the pressure the blower (supercharger) produced,” explained Herman Petersen. “You’d read the spark plugs. If they were getting excessive heat, you’d take some nitro out of the fuel mix; or you’d reduce the boost or retard the timing. We usually ran 86 to 88 percent nitro. But if the plugs weren’t burnt, we’d run 88 to 89 percent nitro. Straight nitro would detonate too easily.”

Asked what he thinks of the current Top Fuel dragsters, which can achieve 300 mph by the end of a quarter mile run, Mr. Peterson admits that, “It’s hard to watch races, these days. About 50 percent of the time, one of them will blow an engine, before the finish line; or hurt the engine. The NHRA (National Hot Rod Association) allows two magnetos that are like welding machines, and then, those fuel pumps. You have a 900-foot fuse on a 1,000-foot bomb.”

He added, “That’s not racing; it’s not a realistic way to race. Engines now can cost $50,000. It costs so much more money, without sponsors, you can’t do it.”

But one thing, he’ll admit, hasn’t changed from the time he and his fellow competitors checked the plugs; then the key to knowing whether to dial up the boost, change the timing or carefully add more nitro.

“Records are only set to be broken,” Mr. Petersen asserted, “just like any other form of racing.” -- Terry Parkhurst

If you have interest in having an engine built, or have other questions, related to this topic, Herman Petersen, Cackle-Thunder Performance, can be reached via telephone at: 360.710.9245

 

Big Bore is no snore

The American Motors AMX was one of many "muscle cars," built in the late 1960s and early '70s, to satisfy a market niche that has waxed and waned, ever since. This bright yellow example is a 1968 edition - first year - owned by Willy and Mary Jo Lowe; displayed at a muscle car meet in Issaquah, Washington. (Photo by Terry Parkhurst)

  The “muscle car,” as it’s known, is uniquely American in a way that both jazz and blues music are. Exactly which car was the first muscle car is still debated.

A good case could be made for the 1957 Rambler Rebel, equipped with a 327 cubic-inch V8, topped by a Carter four-barrel carburetor and producing 255 horsepower for establishing the basic template. The Rebel included both four-door hardtop and station wagon body styles. (That V8 was an enlarged version of a 250 cubic-inch engine that American Motors, the parent company, had been building; not the 327 cid engine that GM put into its Corvette and other Chevrolets, a short time later.)

The Rebel’s standard transmission was a three-speed overdrive unit with a Borg-Warner 10-inch clutch. The optional four-speed Hydra-Matic was essentially the same as used by Pontiac and Oldsmobile. A 3.15:1 rear axle was supplied with the Hydra-Matic. A 4.10:1 rear axle was specified for Rebels with the manual transmission.

Motor Trend magazine reported that the only American car capable of out-accelerating the Rebel, from 0-to-60, was the fuel-injected Chevrolet Corvette sports car.

But most automotive enthusiasts give credit for the muscle car’s development to the late John Z. DeLorean, who as head of the Pontiac division of General Motors, gave the green light in 1964 to putting a 389 cubic-inch V8 into the Tempest. That model was called the GTO - an acronym borrowed from Ferrari. GTO stood for “Gran Turismo Omologato” which is Italian for “Grand Touring Homologated” the last word meaning “approved for racing.”

The muscle car movement grew out of the hot rod and custom car movements of the 1950s and ‘60s. The V8 engines that were stuffed into the engine bays of mid-size bodies grew larger. What was then called the “Big Three” in Michigan all sold muscle cars. Even American Motors in Kenosha, Wisconsin got involved with its AMX and Javelin models.

All manufacturers felt compelled to have engines around 400 cubic-inches, as their top options. The phenomenon got so big, The Beach Boys, who’d started their rise to fame singing songs about surfing, did a song about the engine in one Chevrolet and entitled the song simply, “409.”

But the manufacturers sometimes fibbed about horsepower in the specs. The horsepower ratings given out were oftentimes not accurate, as a way of placating insurance companies; who would eventually be part of the reason muscle cars took a hiatus in the mid-1970s.

From the dark depths of a late fall day, a gathering of muscle cars, looking like a collection of oversized Hot Wheels toys, is as vivid in the memory of the human mind as the day they were seen. The first Sunday of August featured about 50 muscle cars, from clubs devoted to specific manufacturers and various models, arranged in the parking lot of the XXX (root beer) Drive-In located in Issaquah, Washington. It was the 25^th Northwest Muscle Car Meet.

Amidst the Chrysler E-body cars (early ‘70s Dodge Challengers and Plymouth Barracudas), Pontiac GTO and Firebirds, a multitude of Chevrolet Camaros and even a bright red 1972 Ford Pantera (Ghia body and Ford 351 cubic-inch high output V8) were two examples of the American Motors AMX. As muscle cars from a manufacturer now gone, many people didn’t know what they were.

The bright yellow 1968 American Motors AMX of Willy and Mary Jo Lowe, sets next to a grouping of General Motors muscle cars. (Photo by Terry Parkhurst)

Willy and Mary Jo Lowe’s yellow 1968 American Motors AMX had some slight modifications that were period correct: Cragar SS magnesium wheels on BF Goodrich T/A tires and exhaust pipes, fitted just below the rocker panels. But the engine was as it came from the factory, “numbers matching” as it’s called, indicating a drive train that came with the car: a 390 cubic-inch V8 backed by a Borg-Warner T-10 four-speed manual transmission and a 3.55 gear ratio, inside the rear differential.

The other AMX, a red 1969 edition owned by Dan Phillips, showed how appearances can be deceiving. While the body and interior looked as AMC shipped it, the engine bay had performance and appearance modifications that Phillips was proud enough of having done, he had the hood open.

The red 1969 American Motors AMX, with engine modifications, of Dan Phillips. (Photo by Terry Parkhurst)

Phillips said that his car could produce 394.56 horsepower at 5,300 rpm, at the engine’s flywheel, along with 480 pounds of torque at 4,300 rpm.

Modifications, seen and unseen, under the hood of Dan Phillips' AMX bolstered horsepower and torque making it his own version of the American Motors muscle machine. (Photo by Terry Parkhurst)

Some of the reason why could be seen, such as the Edelbrock high-rise R46 large-passage intake manifold and the Bellanger Super Competition headers (with 50 percent better exhaust air-flow than standard exhaust pipes). Others were hidden inside the engine: Crane competition camshaft, forged steel crankshaft, connecting rods and pistons.

The Smith's 1969 Chevrolet Chevelle: 1,040 horsepower guaranteed to take the driver from a standing start to 60 mph in a tick more than two seconds. (Photo by Terry Parkhurst)

An ultimate example of a personal vision of what a muscle car could be was Jay and Evy Smith’s black 1969 Chevrolet Chevelle SS two door hardtop; brought over from Sagle, Idaho. It was a Pro-Street racer, equipped with a 6:71 supercharger, topped by two four barrel carburetors, setting on the intake manifold of a small block Chevrolet V8 (displacement not disclosed), it reportedly produced 1,040 horsepower - enough to take the Chevelle from zero to 60 miles-per-hour in just 2.2 seconds. Jay Smith said that he proved that at a track up in Langley, Canada during a 1,000 feet dash. Moreover, he added the car can run a quarter mile in just 9.80 seconds and achieve a speed (in that length) of 146 miles-per-hour.

The supercharger atop the engine in the Smith's Chevelle gives 17 pounds of boost. Jay Smith said, "It's basically a drag racer for the street." But after 20 years of ownership, he added, "There's no more racing. It stays nicer if I don't." (Photo by Terry Parkhurst)

As much as Jay Smith might have liked to drive it from Idaho, he allowed that, “At six-miles-to-the-gallon, there’s not enough gas stations (between Idaho and Issaquah, Washington) to get us here.”

Like the “race to the moon,” which the United States won in the summer of 1969, muscle cars came to be testimony to something the poet Robert Browning once said, that being, “A man’s reach must exceed his grasp, or what’s a Heaven for?” - Terry Parkhurst

　

　

　

　

　

　

　

　

　

　

　

　

 

 

Lexus HS250h shows you can have your cake and eat it, too

 

Everywhere you go, there's talk of a “new normal,” as if someone, somewhere had hit a button labeled “re-set.” The Lexus HS250h might be an example of what is going to be the norm for luxury automobiles as the first one dedicated to hybrid technology. It also comes equipped with a plethora of electronic devices that allow the driver to use a mouse built into the center console.

The body design of the HS250h was the result of industrial designers carefully mapping how the wind would flow over the body. The result is a 0.27 coefficient of drag (Cd) that helps fuel economy and lower wind noise when underway. Front and rear bumper spoilers and a rear lip spoiler contributes to low drag and minimizes lift. The body sides also taper from the center pillar to the rear; where they meet kicked-out taillights. The goal achieved was to reduce wake turbulence.

The HS 250h shares much of its underpinnings with both the Prius and the Toyota Avensis; the latter marketed only in Europe. Although the HS 250h uses much of the Prius's hybrid drive technology, because it weighs 560 more pounds than a Prius – 3,740 pounds for the HS250h – it requires a larger internal combustion engine: the 147 horsepower, 2.4 liter four-cylinder engine from the Camry. It's an engine with a compression ratio worthy of a muscle car, that being 12.5:1; additionally it's got double-overhead camshafts and variable valve timing (VVT-i) with intelligence, coupled with Atkinson cycle combustion.

An Atkinson cycle engine allows for more efficient conversion of heat to energy. However, it comes at the expense of lower power-per-displacement as compared to a traditional four-stroke engine. The way to make up for that is supplementing the internal combustion with an electric motor.

The result is a total system output of 187 horsepower, with the electric motor. There's an additional electric motor that serves as both the starter for the internal combustion engine, and as the generator to charge the hybrid battery pack.

When driving on the freeway, the HS250h will cruise effortlessly at 75 to 80 mph, all day long. In fact, it was difficult to keep the car within the speed limit, as it was so willing to run.

The larger engine means that the HS250h achieves 60 mph in 8.4 seconds, from a standing start, 1.6 second quicker than the Prius; but conversely, fuel economy isn't as good, on average. While the Prius can achieve 50 mpg, the estimated fuel economy for the HS205h is 35 mpg in the city and 34 mpg on the highway. (That observed fuel economy of the tested HS250h was about 35 mpg on the open road.) Regular 87-octane gasoline can be used.

Like the Prius, the HS250h can be driven in any of four driving modes: eco, normal, power and EV (battery only). The Eco mode dampens throttle response to preserve energy; while the power mode does precisely the opposite. A hybrid system indicator displays the hybrid system output and regenerative charging status; thus you get real time input as to how your driving style is affecting fuel economy. Additionally, an auxiliary driving light indicator comes on to indicate when your driving style is best suited to the Eco mode.

The EV mode can be selected through the gear lever's “B” slot. It allows for battery-only driving for about three miles, providing that speeds never exceed 20 miles-per-hour. Tested on a steep hill it allowed a more controllable descent.

Backing up the engine and motor is a CVT (continuously variable transmission) that is compact. A motor speed-reduction planetary gear unit provides higher power output from the CVT. Shifting into drive is done by a easy operation shift-by-wire system that eliminates the need for bulky shift cables. This allowed the shift lever to be placed in such a way as to allow more legroom in the cabin.

There's a navigation system that's optional and features what Toyota calls a Remote Touch controller; it's similar to computer mouse and eliminates the need for touch-screen controls; and also allows a pop-up navigation screen to be mounted further up the center console and away from the driver. The benefit in driving is that it doesn't clutter up the sight lines.

In fact, you can push a button and get it to hide away while driving forward. However, when you put the car into reverse, the screen automatically pops up, since there is a rear-view camera as part of the navigation package. As you'd expect in a luxury car, leather trimmed seats are standard and there are stitched details on the center stack (console) and instrument hood.

The thing about the navigation system and the optional 15 speaker audio system that were on the tested HS250h is they don't come cheap. The manufacturer's suggested retail price for the HS250h is $36,970.00. The navigation and sound system, added $3,705.00 to that; the front-view and back-up monitor added $700.00 and a Tech Package that included a heads-up display for speed and a parking assist with front and rear sensors added $3,900.00. Other options such as paint protection film ($429.00) and premium floor mats ($265.00) and a rear bumper applique ($76.00 for the word “Lexus”), meant that the bottom line came to $46,993.00 (with a delivery fee).

So it appears that one thing hasn't changed, even with hybrid technology: luxury doesn't come cheap. - Terry Parkhurst

 

 

 

 

 

 

 

 

 

 

An Insight into how competitive the hybrid segment has become

 

 

Back at the turn of the 21^st century, when Honda introduced its first generation of Insight hybrid, it seemed ready to scoop Toyota's Prius big time. It had a fuel economy rating of 70 mpg on the open road – freeways, But Americans didn't care for its lack of interior space, nor the aerodynamic exterior that seemed like something one might have seen at the Bonneville Salt Flats; complete with full rear wheel skirts and low-rolling resistance tires.

However, by the end of 2005, the Insight was gone.

That's really all history now with the return of the Insight for 2010 showing not only a more generic look – generic to hybrids, anyway – and also more power from the internal combustion engine in the IC/electric combination under the hood. Of course, Honda's timing couldn't have been better, given current events.

The reality of the changes made with the newest generation of the Insight took hold on a drive up north of Seattle, Washington, to the Monroe Fairgrounds, for a collector car auction. Getting to Monroe entails a straight shot up the I5 freeway into Everett and then hanging a right onto another stretch of freeway – Highway Two – into Monroe.

Power is supplied by an in-line, SOHC (single overhead camshaft) four cylinder engine displacing 1.3 liters. On its own, this engine puts out 88 hp at 5,800 rpm. Torque from the engine is 88 pounds/feet at 4,500 rpm.

It's coupled, via Honda's IMA (Integrated Motor Assist), to a DC (direct current) 10-kilowatt (13 hp) electric motor; however, coupled with the internal combustion engine, the total peak horsepower is 98.

A compact Intelligent Power Unit (IPU) can recapture and store kinetic energy from vehicle braking and deceleration; thus additional power is supplied for acceleration when needed.

Packaging of the ultra-compact IMA nickel metal hydride battery pack and the IPA in the Insight's  rear floor allows the utility of a 60/40 split and fold-down rear seat back. With rear seat up, cargo space is 15.9 square feet; however, with it dwn, cargo space just about doubles to 31.5 square feet.

The Insight’s IMA system has the capability to operate exclusively on electric power in certain low- to mid-speed driving conditions. It also provides for cylinder deactivation within the gasoline engine during deceleration and for engine shutoff when the vehicle is stopped.

Having an extra cylinder over the original Insight and a bit more power, makes for more realistic freeway travel. A trip on the same route, in an original Insight back in 2001, meant that one had more than a few angry pickup truck, van or sport utility drivers, coming right up the rear; especially when going onto ramps taking traffic from one freeway to another. This time, the same sort of aggressive drivers were still in evidence, but the new Insight stay in the hunt.

The mission of the Insight is underscored by what you see, once you get in and start the car. a driver feedback function that uses an innovative speedometer display with changing background colors to provide real-time guidance to the driver on achieving higher fuel efficiency. When your driving is such that you're helping to get better mileage, a halo-like light in the instrument panel glows green; however, if your accelerator foot gets heavy on that pedal or you pull a jack-rabbit jump upon acceleration, expect to see a blue glow to that light.

Additionally, there's a unique fuel-economy scoring function using a plant-leaf graphic to provide feedback to the driver on current-trip driving efficiency and lifetime fuel-efficient driving performance.

The only transmission available for the Insight is a CVT (continuously variable transmission) which uses a series of belts in place of the fluid drive of a conventional automatic transmission. Changing speed settings – of which they are seven – can be done either by paddle shifters, behind the steering wheel hub, or via the center console shifter. The transmission can be set to “sport” or “economy” modes. The former setting allows the transmission to hold onto a setting, until just short of peak engine revolutions.

The suspension set-up consists of MacPherson struts up front, backed up by a torsion beam setup in the rear. Additionally, there are 18 mm anti-roll bars fitted, front and rear. The combined effect is a tight feel through winding curves and good directional stability. There's just a bit of oversteer to make driving interesting.

The fuel economy estimates, from the EPA (Environmental Protection Agency) are 40 mpg in the city and 43 mpg on the open road. Since most of the miles driven for this review were on the open road, the on-board, real-time calculator gave the driver as much as 47 mpg, on occasion.

With a 10.6-gallon fuel tank, the Insight delivers an estimated maximum driving range in excess of 400 miles.

The rear can seat three people. Available passenger space is 85 cubic feet; thus, allowing five to ride in relative comfort in the confines of the cabin.

The manufacturer's suggested retail price is $23,100.00 and that deviated only slightly from the bottom line on the tested vehicle: $23,770.00. That difference was solely due to the destination and handling fee.

Introduced as a 2010 model, the new Insight has only minor trim changes for the 2011 model year.

Honda seems much more committed to hybrid technology, having now also introduced the Honda CR-Z, a hybrid sports coupe designed to evoke the CR-X of the 1980s. Additionally, Honda plans to introduce a plug-in hybrid in the next few years. So it seems they know that to compete in the hybrid segment of the market, there's more to it than just an attractive price. - Terry Parkhurst

 

 

Electric cars turn a new LEAF

If you lived through the temporary gas shortages of the 1970s, you remember the fever pitch that interest in electric automobiles seemed to achieve. But how many people, even those involved with electric cars then, remember that no less an entity than GM predicted that by 1990, fully 10 percent of its product line would be powered solely by electricity? In electric vehicle enthusiast circles, the General is widely ridiculed and dismissed for having missed its moment with the EV-1, during the 1990s. Perhaps if the EV-1 had been as good a car as Nissan's LEAF seems to be, the earlier prediction would have become reality.

The things that seem to make the LEAF a solid bet is not only what has come to be expected of any type of automobile, no matter how small or what the price point, but the invisibility of the fact that it's not a conventional automobile; meaning of course, its propulsion is not derived from an internal combustion engine. It's no accident according to Mark Perry, the Director for Product Planning and Advanced Technology Strategy with Nissan North America.

"We wanted people to feel as they would, in any automobile,” he said. That means you shift a shifter knob to the left and back, before being allowed by the LEAF to achieve forward mobility; when your foot hits what used to be called “the gas pedal” when gas was still a dollar plus change.

Acceleration is what could be called brisk – not measured for this review – due to the fact that, as with all electric-powered vehicles, maximum torque is available from zero. Getting out into traffic seemed about equal to the performance level of something just a bit below the average modified sports compact coupe. Top speed for the LEAF is 90 miles-per-hour.

Digital numbers in the instrument panel tell you the speed and you can monitor not fuel, but available kilowatts of battery power remaining. While the difference is subtle, if you look to the center display console, you can confront the biggest fear that has hobbled electric auto sales since the Seventies: running out of what electricians call “juice.”

You're alerted in the instrument panel that battery power is low (four kilowatts and about 20 miles to a complete stop) by what Perry calls a “low fuel light.” When it comes on, a driver knows that he or she has only about four kilowatts left and about 20 miles to find a charging station.

Then, by accessing a screen in the center display console, you can find the nearest charging station. Its function is similar to a screen that tells you the range left, based on the charge in the batteries. It's what one might call the “hyper-miler screen” – based on the term for those interested in squeezing the maximum amount of miles out of a charge.

Perry said that he estimates that a dedicated driver could achieve a range of 143 miles, at 38 mph “just driving around suburbia.” The expected cost to operate the LEAF, for a year, is $396, based on 11 cent per kilowatt hour. In some locations – such as the Pacific Northwest, where hydroelectric assures a less expensive rate per kilowatt hour, the cost would probably be even less.

The electric motor powering the LEAF is a high-response, synchronous A/C unit that produces 80 kilowatts. Its battery pack consists of 48 modules, each with four cells, for a total of 192 cells.

The batteries are lithium manganese batteries. Those cells are not cylindrical, but instead are a flat laminate type for better storage and to allow more available space within the cabin. Individual cells, within the 48 batteries, can be replaced. After 10 years, the batteries can be retired for other uses; thus giving them a second life.

The exterior of the LEAF is an example of the old maxim of form following function. For example, the windshield wiper motors were engineered to reduce noise. The shape of the head-lamps were optimized to deflect air around the side mirrors and also reduce noise, within the cabin.

The fabric used in the interior is a recycled polymer fiber. Conversely, reportedly 99 percent of the vehicle is capable of being recycled.

Charging the batteries begins by flipping a panel in the nose; to access the place to complete a connection to an exterior charging unit. It takes 7 to 8 hours for a complete recharge of the battery pack using a level II charger. Faster chargers are being implemented in certain cities, such as Seattle, Washington, that would allow an 80 percent charge, after just a half hour.

The starting MSRP (manufacturers suggested retail price) when the first cars start to appear for consumers in December, will be $32,780.00. A Federal tax credit of $7,500 is applicable to the LEAF. Several states also offer rebates for “clean vehicles.” California, for example, offers a rebate up to$5,000.

At this writing, 17,000 people have put $99 down – completely refundable - to get on the reserved list to own a Nissan LEAF. Those who put down their money in April will be the first to take possession of the car, when it's available – December. But there's still room to reserve a car, since some of those people are expected to drop off the list; and production is expected to ramp up quickly to meet demand. Those interested can place a reservation, on-line, via www.NissanUSA.com.

The LEAF will initially be built in Japan. However, by the end of 2012, the LEAF will be built in the States at a plant in Smyrna, Tennessee. It is projected that 150,000 cars a year will be built there; additionally, 200,000 battery packs will also be manufactured and assembled in the same place. Consider it an American built solution to the issues surrounding the use of foreign-sourced petroleum. - Terry Parkhurst

 

 

 

 

 

 

 

 

 

 

 

 

Tire design is a balancing act

Tire engineers are always working towards finding that sweet spot where upon there's more grip of the road by their tires, combined with the lowest possible rolling resistance. Goals such as optimum fuel economy or cutting a corner with the best possible line in-and-out, depend on factors such as rubber compound and tire construction. There's a certain uncertainty to the process, which makes any engineer feel frustrated; but that's because it's well nigh impossible to build a tire that meets the needs of all drivers.

"The future of the tire is about rolling resistance,” said Douglas Grass, an engineer with R&D for Bridgestone/Firestone, who works out of Phoenix, Arizona. “As technology improves, vehicles become more fuel efficient. Could we ever get to the point where tires have no rolling resistance? Probably not. But we can get very close to it.”

He was on hand to explain new tire technology to an assembled group of tire dealers, their sales associates and one journalist, in the parking lot of Emerald Downs racetrack. It is just outside of Auburn, Washington.

Emerald Downs is a horse racing track; however, one of the north parking lots was filled with orange parking cones making it closely resemble a SCCA (Sports Car Club of America) gymkhana. Several BMW 335i sedans were fitted with various examples of Bridgestone and Firestone tire technology. Call it a rolling classroom as it was just that; but it was also much more visceral than most classroom experiences.

It was a cool day in late spring and what constituted the track had been treated to additional wetness; to heighten the learning experience, by both Mother Nature and track hands.

Most fuel efficient tires offer 20 to 30 percent lower rolling resistance (according to Grass). That translates into a two to three percent fuel efficiency improvement on an automobile that might otherwise obtain 30 miles-to-the-gallon.

But due to the proposed tighter minimum fuel requirements for auto makers, tire engineers such as Grass are feeling more strain then a tire at one G of cornering. Essentially, he said, the NHTSA (National Highway Safety Administration) is mandating fuel efficiency.

The challenge that engineers such as Grass have to meet can reap big rewards with small improvements. If 50 million tires were produced for American consumption, and those tires had reduced rolling resistance of just three percent, it would translate into 33,238,125 gallons of fuel and the production of 308,682 fewer CO2 emissions; according to a presentation made the morning of the Drive and Learn event.

But if you're wondering how tires would be configured that could meet that three percent threshold, there's a clue in something that Grass told attendees to this event; who tried to guess what would offer the least rolling resistance. The answer was a rail car wheel, since it has a low control patch, the mass is constant and the turn that needs to be negotiated is a broad sweeping turn. - Terry Parkhurst

 

 

They don't make them like they used to - and that's probably a good thing

 

As much as many Americans, as well as people in Europe and Japan, covet the industrial design of what came from Detroit in the 1950s through '60s, those automobiles had their limitations. Back then, the only manufacturers worried about "crush zones" were either the Swedes or the Germans. This video, produced by the Insurance Institute for Highway Safeway, shows what happens when a 2009 Chevrolet Malibu hits a 1959 Chevrolet BelAir. (It was made to celebrate 50 years of research by the Institute.)

Beltless in Seattle: the 2010 Toyota Prius

 

Those who might think the latest incarnation of the Toyota Prius will be a maintenance nightmare, might want to consider something: no belts drive the water pump. Instead, the 2010 Prius is fitted with an electric-powered water pump and a new exhaust gas recirculation system (EGR) that contributes to the efficiency of the internal combustion engine in the little hybrid.

Admittedly, most Prius owners would never change a fan belt in their own car. But consider it a good sign of what ownership with this car would be.

At the time of this writing, America is focused on the possibility that the brakes on the new Prius won't work to stop a car that won't stop due to any number of electrical problems related to who knows what. In the case of the tested Prius, driven in a variety of situations, with hard driving when the situation called for it, no problems were noted. The pedal feel wasn't spongy and stopping seemed – distances weren't measured – about the same, if not slightly better than the second generation Prius; which we'd also driven, back when it first hit American roads in late 2003.

The exterior design of the Prius seems to have finally signaled its seriousness of intent. There's now an elevated belt-line and some interesting surface development on the sides. It finally looks as if it whomever the designer or designers were, understand the American market's need for style; or it might be a simple case of form following function. The coefficient of drag (Cd) value of this latest Prius is reportedly 0.25 compared to 0.26 for the previous model.

The benefit of that is, of course, not only better fuel economy. It also means that at highway speeds, the interior of the car is more quiet, as air resistance is lessened.

The overall height of the Prius has remained the same; however, the profile of the roof has been altered by moving the top 3.9 inches to the rear. Not only does that help the aerodynamics, but allows for improved rear headroom, inside the cabin.

The internal combustion engine in this hybrid is a 1.8 liter, four-cylinder engine putting out 98 horsepower at 5,200 rpm. Coupled with an electric motor, the total net horsepower is 134, an improvement of 24 horsepower over the previous generation of Prius. The transmission backing the IC engine and electric motor up, is a continuously variable automatic.

But given the fact that the electric motor is the sole source of propulsion, up to about 25 miles—per-hour, torque is more important at low speeds than horsepower. Torque, for those who don't understand it is the dynamic twisting force felt along the drive-shaft as the motor comes onto power. With electric motors, maximum torque is achieved just off zero. Here it translates into hitting 30 mph, from a standing start, in 3.2 seconds – plenty fast enough to get into traffic within the city.

 

Sitting inside the newest Prius is an emotive experience designed to make the driver feel as if he or she is part of an experience, not just a machine. All instrumentation is solely in a center module of the instrument panel. When you push the “start” button a message appears on-screen saying, “Welcome to Prius.” Once under way, there's an ECO-indicator contained in what Toyota calls the Multi-Informational Display which provides driver feedback to assist in getting lower fuel consumption. There's also a backup monitor, that comes on automatically, when you put the car into reverse.

What sort of fuel consumption? That's the big question with this car; and the answer, according to the EPA is 48 highway and 51 city. (We didn't burn through an entire tank of gas in the week's loan.) You get better mileage with this car, in city, because of the fact that you run solely on electric power up to 25 mph, remember?

Road & Track magazine, in the March 2010 issue, noted that one of its editors actually achieved 66.7 mpg. According to the feedback display, during a 16.9 mile stretch of stop-and-go traffic from Long Beach and the beach communities south of Los Angeles.

There's a lot of plastic inside the cabin of this car; but that's not a bad thing. Toyota uses plant-derived, carbon-neutral plastics in the 2010 Prius. These newly-developed plastics are known as “ecological plastic,” and can be found in the seat cushion foam, cowl side trim, inner and outer scuff plates and deck trim cover. Not only are these plastics not made from petroleum, but they emit less C02 during the product's life-cycle than conventional plastics. How's that for a car making a statement?

The interior can be fitted with remote air-conditioning which functions solely on battery power. It allows remote operation; so you can adjust the inside temperature of the car, before you get inside.

Just like the newly returned Honda Insight, the Prius has settings on the center console to set the engine/motor interface to achieve goals the driver wants. For example, an EV setting allows the internal combustion engine to be shut off, for speeds up to 25 mph, for up to 100 miles. An Eco setting moderates throttle opening and air-conditioning loads to improve fuel economy at some decrease in acceleration. Finally, a Power setting puts a priority on acceleration – think merging onto a freeway – at the expense of mileage.

The shift lever is connected only to electrical circuits. Push it left and forward to go into reverse. Push left and down for drive. Then, between those two settings, is neutral. Finding neutral takes a bit of doing.

You push straight down for braking, which summons extra engine braking. To engage Park you have to press a button on the center console. This is definitely a car whose owner's manual is something you to study.

The latest Prius is built on an entirely different platform from its predecessor. The suspension consists of front struts and, in the rear, an intermediate beam design as before; however, handling is improved thanks to a genuine anti-roll bar, higher caster angle and tighter suspension bushing settings.

Disc brakes are used at all four corners, whereas previously it was only discs up front and drum brakes in the rear. As in any hybrid, when you actuate the brakes, it regenerates the electricity used in the batteries.

Something which now commands attention is the fact that the new Prius is extremely safe, from a passive point of view. In addition to advanced driver and passenger Supplemental Restraint Systems (SRS) airbags, front and rear side-curtain airbags, driver and passenger seat-mounted side aribags and driver's knee airbag are standard equipment.

The manufacturer's suggested retail price for the Prius tested was $25,800.00 before adding in the Navigation Package (that included an integrated satellite radio and hands free phone capability) at $1,800.00, floor and cargo mats at $200 and a security system at $359; for a grand total of $28,909.00 (including a destination charge of $750.00). In years past, there's been little ability to negotiate on the pricing of a Prius. That may be changing due to circumstances beyond the control of dealers.