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Larger Hybrid Cars Not More Fuel Efficient

Filed under: Culture, Culture/Tech: Business and Economics, Culture/Tech: Science and Health, Culture/Tech: Society - Scroll down to read comments on this story and/or add one of your own.

For the past seven years, I've been driving a stereotypical suburban mother's car: a minivan. We bought it when I was pregnant with our first child, having decided that my ten-year-old Dodge Daytona -- my very first car -- with its two long, heavy doors, impossible-to-use "passive restraint" seat belts, and low frame that had you practically sitting on the pavement, would be to our disadvantage once my belly popped, not to mention once the baby arrived.

A few years ago, after being trapped in the soul-sucking minivan for a few years, I decided that my next car would be a convertible. I knew I'd be over 40 years old when I got it, but that was part of my rationale: drive the minivan for as many years as possible so that when it's time for the next car, the kids will be older and we won't need quite so much soccer mom space in the back.

My husband basically shoved reality back in my face. "They don't make convertible minvans," he said, pointing out that my next car will still need to be a minivan. I tried to fight back with, "I know," meaning that I wasn't planning to get a minivan. But my husband and I both knew better: I'm probably stuck in a minivan for at least on more go-round at the car dealer.

Aside from wanting to drive something just slightly more cool, I also want to drive something slightly more "green." So we have since concluded that I'll be driving my current minivan at least until some hybrid minivans come on the market. If I'm going to be stuck in another mom-mobile for ten more years, I've told myself, at least I'll be driving a car that will help decrease emissions and our country's dependence upon foreign oil. I've been living with that happy assumption for about two years now.

Today, I learned that my assumption is wrong. According to a story in the New York Times, larger hybrid cars aren't significantly more fuel efficient than their non-hybrid counterparts. Instead, they're significantly more powerful. The hybrid engine is being used in larger and higher end cars to provide more power when accelerating, to "get more work out of a gallon of gasoline," rather than to cut back on the number of gallons used.

According to the NY Times:


The 2005 Honda Accord hybrid gets about the same miles per gallon as the basic four-cylinder model, according to a review by Consumer Reports, a car-buyer's guide, and it saves only about two miles a gallon compared with the V-6 model on which it is based. Thanks to the hybrid technology, though, it accelerates better.

...

The Accord hybrid is not alone in using technology for power; the Toyota Highlander and the Lexus RX330, two premium vehicles, both gained horsepower when they were produced as hybrids. When Lexus created a hybrid version of the RX330 it kept the same 3.3-liter engine, but to get across the idea that the hybrid had as much power as a vehicle with a 4-liter engine it named it the RX400h.

Cars like the Honda Insight and the Toyota Prius are still available for people who want to buy a car primarily for its fuel economy. But these cars are much smaller than what I need. The Insight is only a two-seater. And even though the Prius a five-seater, it's still a small car.

I want a car with the size and features of a minivan, but with Insight- and Prius-like fuel economy. I don't expect to get 70 miles per gallon in a minivan, but I would like to get 40 or 45. I don't need to accelerate faster; I'm used to a car that can't get off the line quickly. I want fuel efficiency and size.

The problem with large cars IS their fuel consumption. Why won't car makers actually produce cars that are both fuel efficient and a larger size? Why do they always opt for increasing POWER over fuel economy? Because that's what Americans really want. They wouldn't make them if they couldn't sell them. For all of our talk about ending our dependence on foreign oil, we sure are unwilling to give up a single convenience to get it.

Do sports cars and hydrogen mix?

Source: Guardian
Charles Morgan is shouting into his mobile phone, trying to make himself heard above the roar of the racetrack at Goodwood Park in Chichester, southern England. As the man behind Morgan sports cars, he seems an unlikely advocate for environmentally-friendly vehicles but here he is, loudly extolling the virtues of hydrogen-powered cars and the novelty of silent driving.

``What's really exciting about driving? Perhaps the noise has nothing to do with it,' he shouts. ``Perhaps it's possible to make a car that's completely quiet, that drives like a sports car - makes you feel every bit of the road - but all you hear is a whoosh.'

Morgan's plans to build a hydrogen-powered sports car were announced last week as a joint project with the research firm Qinetiq and a smattering of university groups. If all goes to plan, the team will deliver the hydrogen-powered LIFEcar within three years.

No one at Morgan or Qinetiq is pretending that LIFEcar will do anything to save the planet, but if the project proves that environmentally friendly cars need not lack looks or performance, it might just encourage others to look more seriously at making them. ``If it works, and people like it, it will show that hydrogen is a marketable possibility,' says Morgan.

Projects such as LIFEcar raise the profile of environmentally friendly vehicles and encourage the development of the fuel cells and electric motors needed to power them. But some experts believe that hydrogen cars for the masses are such a distant prospect that effort should be focused on alternatives. ``We need to explore and develop our options,' says John Heywood, director of the Sloan Automotive Lab at Massachusetts Institute of Technology.

Hydrogen cars, if introduced in the right way, will certainly bring benefits, according to research. In the latest issue of Science , Mark Jacobson and colleagues at Stanford University calculated that if all the vehicles in the U.S. were powered by hydrogen, the resulting drop in pollution - in the form of carbon monoxide, ozone and nitrogen oxides - would prevent between 3,000 and 6,000 deaths a year. ``It could be done at a fuel cost that's comparable to the cost of gasoline - and less than the cost of gasoline when yyou consider the health effects.'

One problem facing a hydrogen economy is creating an efficient infrastructure. In a paper soon to be published in the journal Energy , a team led by Zhijia Huang at China's Anhui University assessed various means of generating hydrogen and making it available to drivers needing to fill up around Shanghai. They produced a ``well-to-wheels' analysis of the energy efficiency and emissions of different hydrogen pathways, taking into account how the gas was made and distributed.

The researchers found that while eight out of 10 pathways led to big cuts in urban pollution emissions, six of the 10 methods consumed more energy and generated more greenhouse gases than the existing petrol-based infrastructure. The best way to generate hydrogen, they concluded, was to use natural gas; the worst was electrolysis to split water into hydrogen and oxygen. Picking the most efficient way to make and distribute hydrogen is not the only issue for hydrogen cars. According to a study carried out in 2003 by researchers at the California Institute of Technology and Nasa's jet propulsion laboratory, leaks could have a damaging effect on the atmosphere. The study, reported in Science , says inevitable gas leaks from hydrogen production facilities, transporting the fuel and the hydrogen cars themselves, would lead to a four to eight-fold rise in the amount of the gas being pumped into the atmosphere by human activity. If the hydrogen accumulated in the stratosphere, as the team believe it would, the likely effect would be a 10 per cent drop in ozone levels.

According to Heywood, we have a long wait before the impact of hydrogen cars will be known. He compares the introduction of hydrogen cars to the push for diesel in Europe in the early 1980s. ``It was a fairly standard technology that needed only a bit of development, and it took around 25 years to achieve substantial market penetration,' he says. ``With hydrogen cars, the fuel cells are new, the batteries and some of the electronics are new and you have to build new factories, which takes time and money. When we looked at how long it was likely to take for fuel cells to be really marketable, we came up with around 50 years.'

Heywood is not opposed to projects such as LIFEcar, but believes interim technologies are needed to ease reliance on fossil fuels in the next half-century. ``If you extrapolate the petroleum consumption going into transportation in this country, western Europe, China and India, it's clear the future's different from the past. The developing world is big enough and growing rapidly enough. It's going to strain supplies. Maybe eventually we have to wean ourselves off fossil fuels for cars. But it doesn't have to be all hydrogen or all battery cars to do it.'
Source

HUMMER on Hydrogen

By Ron Cogan


It was only a matter of time until GM introduced a hydrogen powered HUMMER concept, and that time has arrived. The General’s HUMMER H2H SUT (sport utility truck) shown here is a one-of-a-kind experimental hydrogen vehicle, a great concept pointing the way to a greener future, but one with no production plans to bring us there.

That may seem an odd call considering the very cool nature of this vehicle. But GM is clearly focused on hydrogen fuel cell technology, as evidenced by its work on the GM HydroGen3 and Hy-Wire fuel cell vehicles that have been shown previously in this magazine.



The automaker’s position is that fuel cells are cleaner and more efficient than internal combustion engines and it is moving rapidly toward proving the commercial viability of fuel cell technology. Still, GM says the H2H is a valuable tool that will provide it an opportunity to learn more about hydrogen storage, delivery systems, and refueling infrastructure development as it moves forward toward hydrogen vehicles.

Powered by a supercharged 6.0-liter Vortec V-8 modified to run on gaseous hydrogen, the HUMMER H2H is the result of a coordinated effort by GM engineers in the U.S., Canada, and Germany. GM fuel cell partner Quantum Technologies, a Southern California vehicle integrator focused on gaseous fuel technologies, also worked on the project.

Significant changes have been made to allow this HUMMER to run on hydrogen. These include the use of specially designed fuel injectors that provide for more conservative fuel delivery, a nod to hydrogen’s unique combustion dynamics. GM engineers added a supercharger to help compensate for the substantial reduction in engine power that comes with running on hydrogen, a move that enables the H2H Vortec 6000 engine to offer 180 horsepower. That’s a respectable power output but still substantially short of the 325 horsepower of the standard, normally aspirated gasoline H2 variant.

Gaseous hydrogen is carried in a 5,000 psi compressed hydrogen fuel system that’s comprised of three carbon fiber cylinders, one in the cargo bed of the H2H and two underbody cylinders located in the standard gasoline tank location. Two refueling connectors are found in the traditional fuel-fill area, with a third on the rear bumper. The 12 pounds of hydrogen carried on-board provide an estimated 60 mile driving range.




Distinguishing the H2H variant is special Laser Blue paint with “Hydrogen” and “California Hydrogen Highway” graphics, along with an H2H emblem at the rear. The SUT body style features a slant-back design with a composite tonneau that emulates the look of the military HUMVEE. Other modifications include a chrome grille guard and an integrated topside rack and light bar.

Okay, so we won’t see these hydrogen HUMMERs plying our highways in any kind of numbers in the near future, if ever. But it is a great exercise in form and function that shows us what’s possible. After all, if you can make a HUMMER “green,” then think of the possibilities in store for mainstream pickups, minivans, and SUVs just down the road.

Honda Replacement Parts That Fit the 2005 Honda Accord Hybrid

After a long wait, now comes a hybrid car that delivers more power and less gas, the 2005 omatic climate control system, leather-trimmed interior, heated front seats and a driver's seat with 8-way power adjustment. Honda Accord Hybrid makes it in the right time when there is a worldwide clamor for fuel efficiency and clean air.

The Honda Accord again made it to the prestigious 2005 "10 Best" list award of Car and Driver Magazine for suitability, intended purpose and the ability to satisfy discriminating drivers. In January 2005, Autobytel has also awarded the Accord with the "2004 Consumer Choice Award" for being the most requested by Autobytel's online automobile shoppers during the year. According to Autobytel's Web site, "Few other vehicles have captured the combination of practicality, fun, value and affordability as successfully as the Accord."

The Accord has a powerful, 255-hp, 3.0-liter, i-VTEC® V-6 engine with Integrated Motor Assist (IMA™) , dual-zone hybrid aut

Its exterior has exclusive black chrome front grille. From the rear, the unique tailgate design and new XM® antenna are both attractive and functional, while the exclusive lightweight alloy wheel design provide sporty look to this visually captivating, four-door sedan. An exclusive rear spoiler and aerodynamic 16-inch alloy wheels give you the sporty look you need for a car built on performance.

A look at the Accord's interior treats you to leather seats; automatic climate control system, remote entry system and an 8-way power driver's seat. It is also equipped with Honda Satellite-Linked Navigation System with Voice Recognition as an option.

Safety features include a standard anti-lock braking system (ABS), standard dual-stage, dual-threshold front airbags (SRS) as well as front side and side curtain airbags. To aid in stability, there is a Traction Control System (TCS), too. But the biggest difference with the Accord Hybrid is the Instant Mobility System (IMS), which acts in place of a spare tire to reduce weight and improve gas mileage. The system includes a compressed sealant and air compressor to help easily repair and re-inflate a damaged tire.

Partstrain like Honda has been, through the years, synonymous with integrity and dependability serving clients with the highest-quality Honda auto replacement parts. Top caliber Honda product lines and first class service define Partstrain. Its certified secure online store http://www.partstrain.com/ShopByVehicle/HONDA has first rate Honda body parts with greatly reduced prices. Durable and highly reliable Honda parts with excellent customer service await you. Contact its knowledgeable and friendly customer service representatives if you need any help with your Honda auto parts order. All its genuine quality Honda fuel tank, spoiler, radiator, electrical parts, engine parts, hood, hubcaps, condenser, bumper, catalytic converter, exhaust, fender, grille to name a few are available to you in great discounts and wholesale deals.

About the Author
Jenny McLane is a 36 year old native of Iowa and has a knack for research on cars and anything and everything about it. She works full time as a Market Analyst for one of the leading car parts suppliers in the country today.

Hybrid Fuel Systems Adds New EPA Certification for Ford 4.6 Liter Engines

TAMPA, Fla.--(BUSINESS WIRE)--July 13, 2005--Hybrid Fuel Systems, Inc. (OTCBB:HYFS), a manufacturer and distributor of diesel and gasoline conversion systems, announces the addition of a new CNG dedicated, EPA Certification for 4.6 Liter Ford engines, installed in Crown Victoria, Crown Victoria Police, Lincoln Town Car, and Mercury Grand Marquis vehicle platforms.

The Fuel 2(TM) Light technology consists of a conversion system which takes advantage of CNG fuel at a cost differential of $.70 - $1.00(per/gal.eqv.) less, compared to gasoline. The electronic Port Sequential Fuel Injected System mimics the OEM fuel strategy and provides feedback over 244 times per second. Simultaneously while one injector is firing, it is also calculating the fuel mixture and volume for the next injector. If necessary, electronic adjustments are made in the air/fuel ratio. Fuel 2 Light provides fuel to cylinders in the same firing order as GM, Ford, or any OEM. Additionally, this fuel injection system has been developed to maintain precise control of the alternative fuel of choice, (LPG and/or CNG) for optimal performance and reliability.

Located in Atlanta, Georgia, Tampa, Florida and Oklahoma City, Oklahoma, Hybrid is a small volume manufacturer of EPA Certified bi-fuel and dedicated natural gas and propane turnkey conversion systems. The systems are installed in light- and medium- and heavy-duty vehicles in private fleets and governmental agencies. The Company continues to develop and certify various transportation platforms to meet EPA requirements. Hybrid has a full service alternative fuels center with slow/fast fill stations as well as compressor installation and maintenance capabilities.

About Hybrid Fuel Systems - Formed in 1996, Hybrid Fuel Systems holds a worldwide license to commercialize a patent system for the conversion of diesel engines to non-petroleum based fuels such as natural gas. Hybrid has a family of EPA Certified light, medium systems that are bi-fuel, dual fuel and dedicated conversion technologies for gasoline and diesel platforms.

For more information, contact CEO Mark Clancy (813) 624-5515 or visit the company's website at http://www.hybridfuelsystems.com. Investors may contact Frank Hawkins or Julie Marshall, Hawk Associates, at (305) 451-1888, e-mail: info@hawkassociates.com.

An online investor relations kit containing Hybrid Fuel Systems press releases, SEC filings, current Level II price quotes, interactive Java stock charts and other useful information for investors can be found at http://www.hawkassociates.com and http://www.hawkmicrocaps.com.

Investors are cautioned that certain statements contained in this document are "Forward-Looking Statements" within the meaning of the Private Securities Litigation Reform Act of 1995. Forward-looking statements include statements which are predictive in nature, which depend upon or refer to future events or conditions, which include words such as "believes," "anticipates," "intends," "plans," "expects" and similar expressions. In addition, any statements concerning future financial performance (including future revenues, earnings or growth rates), ongoing business strategies or prospects, and possible future Hybrid actions, which may be provided by management, are also forward-looking statements as defined by the act. These statements are not guarantees of future performance.

GMC Sierra Hybrid 2005 Accentuated with GMC Parts from Parts Train

A standard Vortec 5300 5.3-liter V8 engine powers the Sierra Hybrid and a 4-speed Hydra-Matic automatic transmission coupled with the full-size truck segment’s first hybrid propulsion technology for improved fuel economy.

The Sierra hybrid uses electric power even less frequently. Its gasoline engine can shut down when the car is stopped (actually, when it's braking to a stop, below 13 mph or so) and-that's it. The batteries (three 14-volt units plus the standard 12-volt) cannot power the truck at low speeds. Nor do they help out the gasoline engine, which therefore can't be any smaller. It's the same 5.3-liter V-8 GM pickup buyers know and love. Because of the limited nature of this hybrid system, the benefits are mild: roughly 2 mpg in city driving and 1 mpg during the EPA's highway cycle.

The system replaces the traditional starter motor and alternator with a compact 14-kw electric induction motor or starter generator integrated between the engine and transmission. The starter generator provides fast, quiet starting power and allows the gasoline engine to automatically start and stop under certain conditions to conserve fuel.

The Sierra Hybrid also offers four 120-volt/20-amp electrical auxiliary power outlets located under the rear seat and in the pickup bed. Because the 5.3-liter V-8 is the same as that in non-hybrid pickups, its power and torque outputs are the same (295 horsepower, 325 pound-feet of torque). Acceleration, towing, and payload are undiminished. The extra hybrid gear takes up very little space-the biggest component, the three extra batteries, is under the rear seat. One interesting feature of the hybrid trucks are its four, 120-volt 20-amp AC power outlets in the cargo bed and the rear seat; but the engine must be running in order to use them.

As in hybrid cars, the gas engine shuts off at stoplights to save fuel, and an electric motor restarts the engine when the gas pedal is pushed. Unlike most hybrids, the electric motor does not help propel the vehicle. The system does include a unique feature aimed at commercial users and picnic tailgaters: a generator that provides 120-volt power for running electrical accessories.

Available in California, Washington, Oregon, Alaska, Nevada and Florida, the Sierra Hybrid delivers up to 10 percent better fuel economy with the same power and performance as the 5.3-liter V8. In fact, that same engine powers the Hybrid, developing the same 295 horsepower and 335 pound-feet of torque.

GM is not to be outpaced in this hurried race for the development of producing fuel cells. With all these amazing technological breakthroughs in the automotive industry, Partstrain stands by its commitment of delivering excellently engineered GM performance parts, replacement auto parts to go with GM's efforts of sustained production of environment friendly vehicles.

Browse through http://www.partstrain.com/ShopByVehicle/GMC for all of your GM auto body parts needs and have a choice in its stock of high quality and well-crafted GM accessories and performance parts. Excellent customer service awaits you 24 hours a day, seven days a week. Partstrain adheres to rigid tests for utmost quality control and sees to it that their GM Parts do not diminish the performance of your car.

About the Author
Jenny McLane is a 36 year old native of Iowa and has a knack for research on cars and anything and everything about it. She works full time as a Market Analyst for one of the leading car parts suppliers in the country today.

Venturi Effect

Just when you figure you’ve seen everything, something comes around that sets you back on your heels. Such is life in the world of advanced technology vehicles.

This is especially so when it comes to electric cars. By most accounts in recent years, the battery electric vehicle had died an untimely death. Green Car Journal editors didn’t believe it then and we don’t now. But realistically, in the eyes of most folks there wasn’t much going on to dispute this. That view is turned on its ear by the Venturi Fétish, an unlikely and curvaceous example that epitomizes what the ultimate electric supercar should be.

The Venturi Fétish made its U.S. debut earlier this year in Los Angeles and then followed suit in Monaco, showings that followed an appearance in Paris. Here, it was eye-opening even by car-crazed California standards, with a sleek body drawn by French designer Sacha Lakic and engineering handled by Gérard Ducarouge of Lotus Formula 1 fame. It is assembled in California, where this elegant carbon fiber bodyshell is wrapped around a carbon aluminum honeycomb monocoque chassis, creating a 2,424 pound sports car that’s as aesthetically pleasing as any of the high-end exotics plying the roads of Hollywood or Beverly Hills.

But this car isn’t all looks. A 300 horsepower, 14,000 rpm AC Propulsion electric motor propels the rear-drive Fétish from 0 to 60 mph in less than 5 seconds, achieving a top speed above 100 mpg. A T-shaped battery pack incorporating 770 pounds of lithium-ion batteries provides the power, a configuration similar to that of the nickel-metal-hydride battery design in GM’s EV1 electric car. This 58 kilowatt-hour Li-Ion pack reportedly allows the car a single-charge driving range of 200 miles. Regenerative braking recaptures energy during deceleration or braking and feeds electricity back to the batteries. Unlike most electric cars, the amount of regeneration is driver-adjustable at the dash. The car rides on Michelin Pilot Sport tires wrapped around aggressive 18 inch alloy wheels up front, with Michelins over 19-inch alloys at the rear.

Inside, Venturi offers its buyers a choice of leather or neoprene upholstery, form-fitting racing style seats, a thickly-wrapped steering wheel, and digital instrumentation. A wide array of advanced electronics is at a driver’s fingertips including an Apple Mini i-Pod MP3 player and an Alpine touch-screen multimedia station, which includes GPS navigation and DVD.

While, the Fétish is real and available, there is a catch. This Venturi supercar is being marketed as a piece of automotive art, limited to 25 copies and sold in L.A., Tokyo, and Monte Carlo, the latter where Venturi Automobiles is based, for the lofty price of $660,000. Too bad. We were looking to add one of these to our garage, too.
By Ron Cogan
Green Car Journal

The All-New 2005 Ford Escape Hybrid and Parts, the first Hybrid Vehicle of Its Class

After Toyota’s introduction of the Prius, the first hybrid vehicle, in 1997 which was followed by the debut of Honda Insight two years later in America, General Motors adopted the Hybrid technology to their vehicle with the 2005 Ford Escape Hybrid. The introduction the Escape Hybrid is the first entry of any American vehicle in the market. As to Ford’s pioneering model, the Escape is produced on a limited number. 2004 brought only 3000-4000 units of Ford Escape which began its production in late July. About 16,000 to 17,000 units are scheduled to be on the production line in 2005 but with the demand increasingly high, the number might increase.

As the law of supply and demand applies to the Escape, buyers will not get any discounts and rebates for this high-priced SUV ranging from $26,970 for Front Wheel Drive which can reach up to $33,000 for a fully optioned vehicle to $28,595 for the All-Wheel Drive. They have to settle to the idea that they are one of the few owners of this first of its kind SUV.

The 2005 Ford Escape runs on a 4-cylinder gasoline engine with an electric drive system to deliver the performance of a V-6. It is typically an electric car that uses electric power engine to operate. Unlike other hybrid vehicles like Honda Accord which uses IMA or the integrated motor assist which always at the gas mode and kick to electric for additional power when needed, the Ford Escape use electric as long as possible then switch to gas when needed. The electric motor can reach the peak of up to 70 kilowatts for an additional of 93hp.

The American hybrid requires no plug. The battery is a sealed nickel-metal hydride (NiMH) rated at 330 volts, which automatically recharges during long stops or when the gas-engine is running. Its battery performance is like the typical V-6 in terms of speed and acceleration. It uses the electronically controlled, continuously variable transmission (eCVT), which harnesses internal combustion and electric power sources to drive the wheels. Fuel economy increases by 75% in city driving, consuming at about, 36 mpg in city driving and 31 mpg on the highway, better than what Ford expected.

For more information about the 2005 Ford Escape Hybrid, or to its purchase parts, visit http://www.partstrain.com/ShopByVehicle/FORD . You can also check out other Ford models like the Ford Aerostar, Aspire, Bronco, Club, Contour, Country, Courier, Clestline, Escort, Expedition, F-series, and other ford vehicles.

About the Author
Jenny McLane is a 36 year old native of Iowa and has a knack for research on cars and anything and everything about it. She works full time as a Market Analyst for one of the leading car parts suppliers in the country today.