Published on December 22nd, 2014 by Christopher DeMorro
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I own a Chevrolet. I think Chevy has made some of the coolest cars of the past 100 years, whether we’re talking about the Corvette or the Volt. With an all-new Chevy Volt lined up to debut in a few short weeks, GM has rolled out yet another teaser of their plug-in hybrid…and they really, really held back.
Boring B-roll footage of a Volt testing on an icy footage? Check. Overly-enthusiastic background music? Check. Run-time of less than a minute? Check and mate!
I get that the Chevy Volt isn’t as exciting as the 650 horsepower Corvette Z06, but for some people it is. Despite my love for the Bowtie brand though, this teaser video seems like it was slapped together in the same amount of time as this video lasts. Sure, the Volt’s no sports car, but on ice even a Prius can get sideways, which is what I was hoping to see.
On the other hand, most people don’t want to see the car they are considering buying losing control on the test track. That said, the Volt hasn’t had a particularly memorable marketing campaign, which has consisted of a relatively few commercials of forgettable quality.
If nothing else though, this video gave us a full and mostly unfettered look at the new Volt in action. It still looks the same-ish, but reports indicate it could share some of the Corvette’s exceedingly sexy DNA. Along with more electric driving range and better fuel economy, the 2016 Chevy Volt sounds like its ready to build on the success of the orginal, lame teaser video aside.
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Tags: 2016 chevy volt, Chevy Corvette, Chevy Volt, corvette, ICE, marketing
About the Author
Christopher DeMorro A writer and gearhead who loves all things automotive, from hybrids to HEMIs, Chris can be found wrenching or writing- or esle, he’s running, because he’s one of those crazy people who gets enjoyment from running insane distances.
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GM has been teasing us with one tiny detail after another for the 2016 Chevy Volt as it gears up for the car’s official release next month in Detroit.
Its latest revealed tidbit doesn’t highlight the car’s new regen on demand system or electric range, but focuses on a different talent. This video shows the new Volt – hypnotically clad in black and white camouflage – speeding through a snowy course.
As a front-wheel-drive car, with heavy battery positioned low and on center, it’s no surprise that the Volt is stable in these slippery conditions. After driving the 2013 Volt, HybridCar.com’s Larry Hall said it was predictable and offered good driver feedback.
“With 435 pounds of batteries running down its spine, the center of gravity is low, favorable for gripping the road and minimizing body lean,” said Hall.
All of these merits will undoubtedly help the Volt stay in control when driving on ice or snow. Really, it is a function of tires. Standard all-season radials have been known to work sufficiently. For severe conditions and simply for superior traction – at the expense of efficiency due to increased rolling resistance – “winter” tires (AKA “snow tires”) including ice-gripping compounds now available are hard to beat for maximum security.
SEE ALSO: 2016 Volt To Have 12-Percent Greater Overall Range
What GM doesn’t address in this latest video is if any improvements have been made to boost battery performance in freezing temperatures. The Volt uses a lithium-ion battery which can offer less range in cold weather. Running the heater also draws extra from the battery’s supply and together these factors may reduce the car’s range by as much as 25-percent.
For 2015, Chevy updated the Volt’s battery to 17.1-kilowatt-hours, up from the previous 16.5-kwh capacity. This larger battery allows the Volt to run longer than the official 38 miles rating still in place from 2014 before the gasoline engine engages to recharge the system, extending the car’s range.
GM chose not to re-certify the 2015 Volt with the EPA, but its extra unofficial range may mean it’s good for 40 miles in present form. What the automaker has in store for the new 2016 to be shown Jan. 12 is eagerly awaited.
DOE releases report from 6 projects evaluating EV charging impacts on grid and customer charging behaviors
21 December 2014
Charging patterns with (TOU) and without (RES) whole house time-of-use rate during summer weekdays at Progress Energy, one of the participating utilities. (Peak period is in gray.) Click to enlarge.
The US Department of Energy (DOE) has released a report detailing the findings from six utilities which evaluated operations and customer charging behaviors for in-home and public electric vehicle charging stations. The work was done under the DOE’s Office of Electricity Delivery Energy Reliability’s (OE) Smart Grid Investment Grant (SGIG program).
This report provides the results of these SGIG projects to help individual utilities determine how long existing electric distribution infrastructure will remain sufficient to accommodate demand growth from electric vehicles, and when and what type of capacity upgrades or additions may be needed. The report also examines when consumers want to recharge vehicles, and to what extent pricing and incentives can encourage consumers to charge during off-peak periods.
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The electric power industry expects 400% growth in annual sales of plug-in electric vehicles by 2023, which may substantially increase electricity usage and peak demand in high adoption areas. Understanding customer charging patterns can help utilities anticipate future infrastructure changes that will be needed to handle large vehicle charging loads.
The six SGIG projects evaluated more than 270 public charging stations in parking lots and garages and more than 700 residential charging units in customers’ homes. Participating utilities were:
Burbank Water and Power (BWP)
Duke Energy (Duke)
Indianapolis Power Light Company (IPL)
Madison Gas and Electric (MGE)
Progress Energy (now part of Duke Energy as a result of a merger in 2012)
Sacramento Municipal Utility District (SMUD)
Because there are relatively few plug-in electric vehicles on the road today, the SGIG projects focused on establishing the charging infrastructure with a relatively low number of stations and evaluated a small number of participating vehicles.
Although project results showed negligible grid impacts from small-scale electric vehicle charging today, they also gave utilities important insights into the demand growth and peak-period charging habits they can anticipate if electric vehicle adoption rises as expected over the next decade.
Major findings were grouped in three categories: charging behavior; grid impacts; and technology issues.
Charging behaviors. The studies found that the vast majority of in-home charging participants charged their vehicles overnight during off-peak periods. Where offered, time-based rates were successful in encouraging greater off-peak charging.
Public charging station usage was low, but primarily took place during business hours and thus increased the overlap with typical peak periods. Plug-in hybrid owners frequently used the (often free) public stations for short charging sessions to “top off their tanks.”
Grid impacts. Length of charging sessions and the power required varied based on the vehicle model, charger type, and state of battery discharge. While the average power demand to charge most vehicles was 3-6 kW (roughly equivalent to powering a small, residential air conditioning unit), the load from one electric vehicle model can be as much as 19 kW—more than the load for most large, single-family homes.
Technology issues. Installing a 240-volt charging station, which typically charges 3-5 times as fast as a charger using a standard 120-volt outlet, requires a licensed electrician and occasionally service upgrades. Public charging station installation had high costs and required substantial coordination with equipment vendors, installers, and host organizations to address construction, safety, and code requirements.
In addition, low usage at public charging stations will require longer capital cost recovery without substantial growth in usage.
Some utilities also found residential interoperability problems in communication between smart meters and charging stations. SMUD found that the two devices only connected successfully about 50% of the time during load reduction events.
Tesla to begin piloting battery pack swap program for invited Model S owners
20 December 2014
Starting next week, Tesla Motors will pilot a battery pack swap program with invited Model S owners. The selected owners will have the opportunity to swap their car’s battery at a custom-built facility located across the street from the Tesla Superchargers at Harris Ranch, CA. Tesla intends the pilot program to test the technology and to assess demand.
The Harris Ranch Superchargers sit off the I-5, the interstate highway connecting Los Angeles (and San Diego) with the San Francisco Bay Area and Sacramento in the north. Harris Ranch is roughly equidistant from Sacramento (~187 miles); San Francisco (~183 miles); and LA (~199 miles).
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(Harris Ranch is the largest beef producer and the largest ranch on the West Coast, producing in excess of 150 million pounds (68 million kg) of beef per year. The Harris feedlot, where cattle are taken for finishing with grain feeding after being in pastures, is alongside the 5 at its intersection with California State Route 198 east of Coalinga, and encompasses nearly 800 acres. The feedlot has the capacity to produce 250,000 head of fed cattle per year. The smell, especially during the summer months, is … distinctive. A rapid battery swap would be an olfactory boon.)
Initially, battery swap will be available by appointment and, according to Tesla, “will cost slightly less than a full tank of gasoline for a premium sedan”. (Given the recent drop in the price of premium, that comparison may be a bit off.) Because more time is now needed to remove the titanium and hardened aluminum ballistic plates that shield the battery pack (earlier post), the swap process takes approximately three minutes.
With further automation and refinements on the vehicle side, Tesla thinks that the swap time could be reduced to less than one minute, even with shields.
Tesla will evaluate relative demand from customers for paid pack swap versus free charging to assess whether it merits the engineering resources and investment necessary for that upgrade.
In June 2013, Tesla demonstrated a battery swap option for the Model S. The swap, which, similar to the Better Place approach, has the target vehicle drive over a pit for removal of the old and insertion of a new pack, then took about 90 seconds. (Earlier post.)
In addition to giving customers a rapid refueling option, battery swapping—if shown as based on real-world use—could ultimately result in Tesla maintaining its awards of a higher level of ZEV credits by the California Air Resources Board than if such a “fast refueling” option is not available or validated. Tesla sells those ZEV credits to other automakers.
The State of Illinois is contributing $1,000,000 to install EV recharging stations along Route 66 from Chicago to St. Louis. Eight cities along the route – Plainfield, Dwight, Pontiac, Normal, Lincoln, Springfield, Carlinville, and Edwardsville – will install at least one DC fast-charging station with either CHAdeMO or CCS connectors and one 240-Volt Level 2 station.
Installation of the stations is expected to begin this month and Illinois officials hope to have the entire network completed by summer 2015. The effort is backed by BMW, Mitsubishi and Nissan with technical support from the University of California, Davis.
The original highway came to symbolize America’s love affair with the automobile and inspired President Eisenhower to begin construction of the Interstate Highway System. The slower pace of the old highway seems perfect for electric cars that need to stop every once in a while to recharge their batteries. Officials hope the addition of the charging infrastructure will encourage a form of eco-tourism, as EV drivers flock to re-live the early days of transcontinental motoring.
Close your eyes and you can almost imagine Tod and Buz cruising through rural Illinois in a 1960 Corvette converted to electric power while the radio plays Nat King Cole singing, “It winds from Chicago to LA, more than 2000 miles all the way. Get your kicks on Route 66.”
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Tags: ev charging, EV recharging stations on Route 66, Illinois, Illinois EV recharging stations, route 66
About the Author
Steve Hanley I have been a car nut since the days when articles by John R. Bond and Henry N. Manney, III graced the pages of Road Track. I know every nut, bolt and bullet connector on an MGB from 20 years of ownership. I now drive a 94 Miata for fun and the occasional HPDE track day. If it moves on wheels, I am interested in it. Please follow me on Google + and Twitter.
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I cannot understand why the state would spend $1,000,000 of tax money to install the the charging stations when they did not have to spend any money to get gasoline pumps installed. Not did they not have spend any tax money but they reaped much taxes form those same gasoline pumps. Not only will they spend the million to instal these charging stations but they will also forfeit millions more in state road tax which is supposed to be used on road upkeep.
U Maryland team devises new method to stabilize high-capacity Si anodes for Li-ion batteries: interfacial oxygen
20 December 2014
Interfacial oxygen between the silicon and carbon improves electrode performance. Credit: ACS, Son et al. Click to enlarge.
Researchers at the University of Maryland have improved the cycle life of silicon/carbon matrix-composite electrodes by 300%, even at mass loadings, solely by the chemical tailoring of the interface between the silicon and the carbon with atomic oxygen.
The interface-tailored electrodes simultaneously attained high areal capacity (3.86 mAh/cm2); high specific capacity (922 mAh/g based on the mass of the entire electrode); and excellent cyclability (80% retention of capacity after 160 cycles)—among the highest reported. Even at a high rate of 1C, the areal capacity approaches 1.61 mAh/cm2 at the 500th cycle. In a paper in the ACS journal Nano Letters, the team sugests that interfacial bonding—“a new dimension that has yet to be explored,”—can play an unexpectedly important role in addressing the multifaceted challenge of Si anodes.
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High-capacity electrode materials are inherently accompanied by large volume changes that pose a significant, multifaceted challenge to their functions in rechargeable batteries. At the apex of this challenge is silicon, which has a theoretical capacity as high as 3579 mAh/g at room temperature, ∼10 times that of graphite anodes used in lithium ion batteries. However, the large volume change (∼270%) during lithium ion insertion/extraction induces enormous mechanical strain that causes pulverization of Si, loss of electrical contact, and uncontrolled growth of solid electrolyte interphase (SEI), resulting in rapid decay of capacity. Over the past decade a number of elegant strategies have emerged to address the various aspects of this multifaceted challenge. … However, it remains an unmet goal to harness Si’s potential. Particularly, it is known that at high mass loadings the structural integrity and electrical interconnection become exceedingly difficult to maintain
during electrochemical cycling.
… Here, we show for the first time that chemical tailoring of the
nanostructure interface with atomic oxygen can substantially improve the electrochemical performance of silicon/carbon nanotube (CNT) composite electrodes. Due to the inherently
weak adhesion between Si and the carbon lattice, a persistent challenge for nanocomposites in general, Si detaches from the conductors and agglomerates during repeated electrochemical cycling. By chemically tailoring CNTs with atomic oxygen, we found that the poor interface between Si and carbon is significantly improved. Owing to this robust interface, Si stays firmly immobilized on CNTs, effectively blocking the delamination and agglomeration. Both structural integrity and electrical connectivity are well maintained throughout the entire electrode, thereby offering superior electrochemical performance.
Schematic illustration of stabilizing Si anode by atomic oxygen-tailored interface. (a) Si grows on CNTs as particle aggregates, which detach from the conductive support during repeated electrochemical cycling. (b) Oxygen-containing moieties introduced by UV−ozone enable uniform nucleation of Si on CNTs. With robust interfacial bonding, Si adheres firmly on CNTs during electrochemical cycling. Credit: ACS, Sun et al. Click to enlarge.
They used a simple dry chemistry, applying UV−ozone (UVO) to CNT yarns with controlled porosity. They found that UVO produces atomic oxygen capable of functionalizing CNTs only on the outer walls. This surface-limited feature is distinctly different from oxygen plasma, the highly energetic ionic species of which are penetrative and destructive, and oxidative wet chemistry. By tuning the exposure time of UVO, they can achieve the desired degree of surface functionalization of CNTs.
The tailored Si/C interface significantly improved electrochemical cycling performance: a capacity of 922 mAh/g based on the mass of the entire electrode, or 4 times higher than the capacity of graphite electrode (229 mAh/g). The volumetric capacity was 737 mAh/cm3, which is also higher than that of graphite anodes (600 mAh/cm3). This value, the researchers noted, could be further improved by reducing the CNT diameter and controlling the packing density of the CNT yarns.
With the interfacial bonding, the composite delivered a superior cycling stability up to 500 cycles (1.62 mAh/cm2 at the 500th cycle). The capacity retentions were 91.6% at the 150th cycle, 78.8% at the 300th cycle, and 67.1% at the 500th cycle—among the highest reported at a high mass loading of Si.
Improved electrochemical performance. (a,b) Voltage profiles at a lithiation/delithiation rate of C/5 (1C = 4.2 A per gram of Si). (c) Galvanostatic cycling performance of CNT@Si control and f-CNT@Si (left vertical axis) and delithiation areal capacity of f-CNT@Si (right vertical axis) at a rate of C/5. (d,e) Galvanostatic cycling performance of f-CNT@Si and control (Coulombic efficiency (d) and delithiation areal capacity (e)) at a rate of C/5 for the first through third cycles, C/2 for the fourth through sixth cycles, and 1C for all subsequent cycles (FEC electrolyte was used). All specific capacities were calculated based on the mass of the entire electrode. Credit: ACS, Son et al. Click to enlarge.
Toyota knows the Camry’s strengths and weaknesses; it knows competition is becoming more intense, and the extensively revised 2015 model is its answer.
Officially, it’s being called a mid-cycle refresh, as only three years ago the Camry was overhauled inside, out, and under the hood. This time around the model line, including the hybrid we drove, got nearly a total makeover, but they left engines essentially untouched.
One of the Camry line’s strengths is it’s been America’s best-selling car for a dozen years. One of it’s weaknesses is some people have found it about as exciting as oatmeal – it hits the spot, satisfies the need, but there are tastier alternatives.
A competent car it is, but competitors have been encroaching. Officially, Toyota does not concede this is why it went above the usual mid-cycle refresh scrapping and replacing one-third of the 6,000 or so parts that comprise this car.
But we see a trend where the company wants to up the cool factor in its top models. As a case in point, next year Toyota also plans to revise its king of all hybrids – the Prius – into a more sporty and fun car. The thinking here is to prove economy and entertaining need not be mutually exclusive.
In advance of that, the Camry’s nearly 2,000 new parts include all new sheet metal except the roof, more upscale interior, slightly stiffer chassis, widened track, new sport-oriented trims, and more. In short, it’s closer to being sporty and fun but it’s still very efficient.
The new Camry also bridges a design gap with the new Corolla and top-shelf Avalon. Speaking of hybrid competition, there is that specter of Honda’s 47-mpg super-duper Accord Hybrid, the sleek Ford Fusion Hybrid, and the new more-efficient Hyundai Sonata Hybrid coming next year. The Camry Hybrid’s sales – counting fleet sales when others like Honda do not so pad its numbers – handily surpass the Honda, Sonata and Kia Optima hybrid. The sporty Fusion however is pecking at its heels with 33,000 sales this year through November to the Camry Hybrid’s 37,000. That’s close.
SEE ALSO: 2015 Honda Accord Hybrid Review – Video
But now the Camry is more sporty-ish, including a new sport-oriented SE trim to add to the LE and XLE.
So, what else did Toyota do to try and stay on top of the heap? Let’s find out.
Drivetrain
Toyota’s Prius-derived Hybrid Synergy Drive is the one thing the engineers left alone. Its fuel economy remains the same 43 mpg city, 38 highway, 41 combined for the LE; the SE/XLE is rated 40 mpg, city 38 highway, and 40 combined.
This is up to 13 mpg better than the non-hybrid four-cylinder Camry, and the electric-assisted hybrid car scoots a bit quicker.
The hybrid uses a four-cylinder 2.5-liter, DOHC, 16-valve Atkinson-cycle engine with alloy engine block and cylinder heads. Output is 156 horsepower and 156 pound-feet of torque at 5,700 rpm and 4,500 rpm respectively.
Adding to the mix is a permanent magnet AC synchronous motor with 141 horsepower at 4,500 rpm and 199 pound-feet of torque between 0-1,550 rpm. A 6.5 amp-hour / 650 volt maximum power sealed nickel metal hydride battery pack concealed in the trunk stores the juice – replenished by regenerative braking and a motor generator.
Because the gasoline and electric sources achieve peak power at different operational speeds, Toyota calculates peak horsepower at 200. Peak hybrid system torque is top secret – or at least Toyota doesn’t tell, but it feels like low 200 pounds-feet range in the 3,500-3,600 pound car.
Power is routed through a continuously variable transmission with three drive modes – hybrid, ECO, and EV for low-speed, short-range electric propulsion.
Sportiness
While humans only get older, Toyota says the Camry is “getting younger.” This seeming impossibility contrived by marketers refers to styling which is said to be more “bold” and “expressive” – and despite Toyota’s suggestive verbiage, we think it is.
There are plenty of reality checks out there putting the Camry in its place, but it is now more capable.
The sportiest Camry model is the XSE non-hybrid which can come with a V6, but speaking of the hybrid, it shares the new panels and creases, a 0.4-inch (10 mm) wider track to back up the look, and 150 spot welds in the door opening flanges.
This allowed the engineers to re-tune the Macpherson strut front, multi-link rear suspension to make this the “best-handling and most comfortable-riding Camry ever.”
More Contemporary and Refined
Toyota’s goal was not to make a full-on sports sedan, but just to take the road manners and classiness factor up a notch.
The new look is sharper, more aggressive even. There are sportier cars out there in the non-hybrid world, including the Mazda6. But when talking hybrid, if you want style, the Ford Fusion Hybrid is still sharp but has been around for a few years, and if you want economy and function, Honda’s Accord released last year still has our full attention.
The 1.8-inch longer Camry is better though. The face looks more purposeful, less conservative and can be augmented with available LED low and high beams with auto static leveling, and integrated front turn signals and LED daytime running lights.
Inside
Materials used now include more soft-touch plastics to add to the upscale feeling. The centerstack feels more functional, not that the previous car was especially lacking.
Roominess, not a problem before, is slightly improved, and the car is a comfortable place to spend time.
Infotainment including the new and effective Entune system employs a bevy of connectedness to integrate with your smartphone and offers functions like SiriusXM satellite radio. The hybrid isn’t offered with an optional 7-inch touchscreen, but the 6.1-inch standard screen works fine.
SEE ALSO: 2015 Camry Gets New Look; Camry Hybrid Gets SE Trim
New also is an enclosed bin in front of the shifter with 12-volt power port, USB port and available is a wireless charging system compatible with certain smart phones.
The gauges include a new 4.2-inch TFT display and overall, the car’s interface keeps drivers apprised of most any info and features one could want, including audio, navigation, warnings and communications and tire pressure monitoring.
The car has 10 airbags, and available is a plethora of advanced safety features including Pre-Collision System, Adaptive Cruise Control, Lane Departure Alert with Auto High Beam Lane Departure Alert, and Blind Spot Monitor with Rear Cross Traffic Alert.
How it all Works
Everything we’ve come to expect from the Camry Hybrid has been improved except the fuel economy.
That remains the same and we saw high 30s driving in a hurry, and the EPA numbers are not exaggerated, and can be beaten when moderate or greater care is taken. With extraordinary care, we’ve seen as high as 58 mpg with the 2012 model that uses the same drivetrain.
All else about the new Camry Hybrid is a tad more upscale and enjoyable. Inside, the ergonomics feel nicer with the higher quality dash and other surfaces. Noise level has been reduced – Toyota says 30-percent more sound deadening has been added, and body lines and outboard mirrors were designed to minimize wind noise.
Acceleration to 60 feels a bit quicker than Toyota’s 7.6-second estimate and Motor Trend did get the car to hit that all-important benchmark in 7.2 seconds and the quarter mile in 15.5 seconds. That’s not pokey, and this also means it’s an admirable highway car with good passing power, and on-ramp acceleration.
Cornering and bump attenuation has been mildly improved. The car feels composed in bends just as it does in a straight line, and the extra chassis rigidity and suspension tweaks contribute to taking the car up a notch.
Body roll is controlled, and steering feel is predictable. The vehicle accepts quick steering transitions without fuss and while it’s always been a capable car, it is now more engaging.
Low rolling resistance tires are not the grippiest on the road, will break loose if you punch it from zero taking a turn, and can protest at the limits of adhesion, but they stick respectably in all normal situations.
Brakes can be a bit grabby, but can be gotten used to.
Worth A Closer Look?
Toyota may not specifically declare the Camry was refined to make it more hip against a sea of competitors that are in ways better, but it gives it all away in its own marketing copy.
“Expressive. Athletic. Exciting. Yes, It’s a Camry,” says the automaker.
That says it all. Toyota knew the Camry’s reputation wasn’t renowned for those attributes, and implicitly admits it needed an updated identity.
On nearly all points, we’d say it succeeded. We would have liked to see the hybrid system updated to match the new Accord Hybrid which itself is knocking on the back door of Acura refinement and costs a few thousand more too.
Getting these two side by side would be interesting. Compared to the 42 mpg Fusion Hybrid, the longest-on-the-market Camry Hybrid is a stronger competitor, has a good reliability record and resale value.
We’ll see how the revised and supposedly more efficient Sonata Hybrid is next year when they release it.
All told, Toyota has taken what some have panned as an “appliance,” and given it more personality.
SEE ALSO: 2013 Toyota Camry Hybrid Review – Video
Attractiveness is a subjective call but we think it looks better and in any case the car is better. It was never bad to begin with, and actually is so effective, it has been a car of choice for taxi fleet duty.
But Toyota would no doubt like to keep the selling streak going. The market never stands still, and competitors are increasingly ready to take its place.
This update should help keep America’s best-selling car – and hybrid sedan – ahead for another couple years or more until a full overhaul which will include a new hybrid system after next-year’s Prius gets its updates first.
When Toyota dropped off the Barcelona Red Prius Five, I was a bit confused that I wasn’t going to be driving the Prius V. “I thought you were dropping off the van one,” I said to the driver. “You know which one I’m talking about? The Prius ‘V’?”
“That’s what the last guy (who drove it) said, too!” he chuckled.
So, here we are. Instead of the still relatively new-and-different Prius V people-mover, we have a 2015 Toyota Prius. A nice car, but a nice car which- apart from snazzier headlights and some swoopier sheetmetal- didn’t seem to be all that different from the wife’s 2nd-gen Prius.
Or, was it?
Inside the 2015 Toyota Prius Five
The new interior has improved textures …
… and a more comfortable center console.
Still slow, though.
The biggest visual difference between the 2nd-generation Prius and the newest 2015 model is in the dashboard. New for 2010, the third-generation Prius introduced the more organic, “swept” look for Toyota interiors (above) that has since influenced the designs of the new-for-2014 Corolla, 2015 Camry, and the upcoming 2016 Toyota Mirai hydrogen fuel-cell car. Comparing the 2015 car to the 2nd-gen, then, would be tough. Luckily, my mother-in-law’s 2012 Prius was also handy- and it was here, with a visually similar interior, that the improved plastics, textures, and leather seating materials of the Prius Five really stood out.
In the 2015 Five, the dash and door plastics have a sort of “wave” pattern etched into them. The effect is almost invisible at a casual glance, but is tactilely rewarding to the touch and gives the whole interior a very artsy, Japanese sort of feel.
Also worth noting was the LATCH-placement in the rear seats of the third-generation car. For some, non-obvious reason, these easily accepted my daughter’s rear-facing Recaro seat, which is something that the second-generation car simply won’t do.
Driving the 2015 Toyota Prius Five
The energy monitor said we were doing well …
… but we ever reached 51/48 MPG.
Despite the many detail improvements over the 2nd generation Prius, the 2015 Toyota Prius Five still drives like a golf cart. An under-powered golf cart, in fact, and not in the same sort of giddy fun way that the Chevy Spark feels like a golf cart. In EV mode, the Prius leaves the line slowly. It gets up to speed slowly, too, without any hint of the “on demand torque” that EV enthusiasts (myself, included) often cite as the best thing about driving an electric vehicle.
That’s not to say that the Prius is a bad car. Sure, it’s a slow car, but the Prius effectively took my family all over the Chicagoland area for some early holiday shopping in reasonably-spacious, climate-controlled comfort. So, while the performance was a bit of a let down, that’s forgivable in a car that is definitely not about performance.
What wasn’t forgivable, in my case, was the Prius’ fuel economy- since I never got close to the car’s claimed 51/48 MPG figures (according to the car’s “ECO Savings Record” dash function).
We never took a trip- even around town- that returned better than 46 MPG. That was surprising, given that the last high-MPG Toyota products we tested (here, here, and here) all exceeded the manufacturer’s claimed fuel economy figures in my real-world testing (as much as Oak Park is the real world, anyway).
Final Thoughts on the 2015 Toyota Prius Five
If you put a sporty-car enthusiast behind the wheel of a new Prius for a few days, then ask him/her what they thought of it, they’d report a miserable, slow, and insipid driving experience. This isn’t a car for enthusiasts- and that’s OK, because enthusiasts (and journalists) don’t buy new cars.
The people who do buy new cars- the people who matter to Toyota, in other words- can’t get enough of the Prius. Further, the sales manager at my local Toyota dealer told me that the pricey, top-of-the-line Five model was the fastest-selling version of Prius. “We can’t keep them on the lot,” he said, more-or-less confirming that people who buy Prii don’t necessarily do so to save money.
So, the big question: should you buy a 2015 or wait for the new 2016 model? As for us, when it came time to buy her next car, the wife picked out one of the new, AWD Volvo wagons for its all-wheel-drive, bigger cargo capacity, and its superior performance and horsepower. So, make of that what you will.
Original content from Gas 2; photos courtesy Toyota.
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Tags: 2015 Toyota Prius, Fuel economy, hybrid, hybrid cars, mpg, prius, prius five, review, road test, Toyota Prius
About the Author
Jo Borrás I’ve been involved in motorsports and tuning since 1997, and write for a number of blogs in the Important Media network. You can find me on Twitter, Skype (jo.borras) or Google+.
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My 2007 Prius never got the kind of mileage the window sticker said it would, either. And “insipid” is the proper word to describe the driving experience. Maybe a guy like me who drives a Miata in the summer months and does the occasional track day just isn’t meant to drive a Prius.
I did not miss it when I sold it.
Somebody must explain to Toyota that the speedometer readout shuold be directly in front of the driver, not off to the far right.
Why are they still using VFD? They dim over a short period of time and require an inverter to present high voltage to the display. When I had a Prius as a rental, the display looked dated… like a microwave oven. I can’t believe an LCD wouldn’t be a better choice.
Twenty two additional BYD electric taxis will roll in Rotterdam.
Rotterdam Taxi Company (RTC) indicated it is planning to add another 22 BYD e6 electric taxis to its fleet.
RTC became in 2013 the first operator in Europe to put into service BYD’s electric taxi, the BYD e6.
RTC CEO Sjaak de Winter signed a Memorandum of Understanding (MoU) to acquire the new units for its fleet with BYD’s Chairman Wang Chuanfu at a ceremony at BYD Europe’s HQ, which happens to also be located in Rotterdam, Netherlands.
“The experience with our first three BYD e6 taxis has been very positive – they are liked by our passengers and drivers and they have proved very economical to operate,” said De Winter. “We look forward to expanding our fleet of these environmentally friendly and cost effective vehicles”.
SEE ALSO: Chinese Automaker BYD Planning US Launch Next Year
Fleets of BYD e6 taxis are also in use in cities such as London, where a fleet of 32 e6s is expected to increase to 200 in the early months of next year, Brussels and Barcelona. BYD added further fleet sales are expected soon.
“We are delighted that major European cities such as Rotterdam are recognising the role that BYD’s battery technology can play in improving air quality in urban environments,” said Mr Wang Chuanfu. “Our e6 taxis – and our ebus range of pure electric city buses – rely on a proven and reliable battery technology, which delivers excellent range and real operating cost advantages to the operators. It’s great to be able to co-operate further with our friends at RTC”.
The next step for BYD and RTC experts is to conclude finance and leasing arrangements with a view to allowing the new fleet to be in use in Rotterdam during 2015.
Published on December 20th, 2014 by Christopher DeMorro
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Electrifying public transit could have a much more profound impact on transportation emissions than one might think. Beginning in 2016, the Swedish city of Södertälje will launch a project testing a Scania hybrid-electric bus that can wirelessly recharge in about seven minutes. A city deploying a fleet of these buses would save millions of liters of fuel annually.
“To build an infrastructure and convert bus fleets to vehicles that run exclusively on electricity will provide many advantages for a city,” says Håkan Sundelin, research and development coordinator for Scania. “With a fleet of 2,000 buses, the city can save up to 50 million litres of fuel each year. This means the fuel costs decrease by up to 90 percent.”
When the project launches, one of the bus stations will be equipped with an inductive battery recharging system that can transfer enough energy to complete a full journey back to the station. Unfortunately the press release doesn’t note exactly how far this journey is, though it’s hardly the first shot at a fast-charging electric bus. If other wireless electric buses are anything to go by though, it’s probably not very far.
Volvo is testing a similar pilot project in Sweden, but uses a powerful overhead connector to rapidly recharge batteries instead. BMW and Mercedes are among the automakers aiming to bring wireless charging to personal automobiles as well. But buses can carry many times more people, help reduce congestion, and when running primarily on electricity, can reduce urban pollution to a much greater degree.
Hybrid buses might not be the sexiest green technology out there, but wireless charging is pretty damn cool. Imagine being able to recharge your LEAF or Tesla by just parking your car for five minutes? Now that’s kinda sexy, in a nerdy car geek kinda way.
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Christopher DeMorro A writer and gearhead who loves all things automotive, from hybrids to HEMIs, Chris can be found wrenching or writing- or esle, he’s running, because he’s one of those crazy people who gets enjoyment from running insane distances.
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