[sustran] Re: Hybrid cars- article from IHT

[Brendan Finn]

Dear Carlos, 

It sounds like 40 mpg is considered some sort of breakthrough in the USA - have I misunderstood? My wife's regular diesel Audi A4 consistently averages 50 mpg across city and open road, better than cars used to be, but we don't think it's anything special. 

I think this just reinforces your point about clever (or sneaky) "green" branding by the auto industry.

With best wishes, 


Brendan.
_____________________________________________________________________________________
>From Brendan Finn, ETTS Ltd.   e-mail : etts at indigo.ie   tel : +353.87.2530286
  ----- Original Message ----- 
  From: Carlos F. Pardo SUTP 
  To: carfree_cities at yahoogroups.com ; WorldTransport-unsubscribe at yahoogroups.com ; NewMobilityCafe at yahoogroups.com ; sutp-asia at yahoogroups.com ; 'Asia and the Pacific sustainable transport' 
  Sent: Monday, April 17, 2006 12:01 PM
  Subject: [sustran] Hybrid cars- article from IHT


  A nice, centered article about the reality of hybrid cars and their "fuel efficiency"

   

  Source: http://www.iht.com/articles/2006/04/16/opinion/edkitman.php

   

  Life in the green lane 
  Jamie Lincoln Kitman The New York Times

  MONDAY, APRIL 17, 2006

   

  If you've gone to any auto show in the last year or so, you'll know that hybrid cars are the hippest automotive fashion statement to come along in years. They've become synonymous with the worthy goal of reducing gasoline consumption and dependence on foreign oil and all that this means for a better environment and more stable geopolitics. 

   

  And yet like fat-free desserts, which sound healthy but can still make you fat, the hybrid car can make people feel as if they're doing something good, even when they're doing nothing special at all. As consumers and governments at every level climb onto the hybrid bandwagon, there is the very real danger of elevating the technology at the expense of the intended outcome - saving gas. 

   

  Few things these days say "environmentally aware consumer" so loudly as the fuel-sipping Toyota Prius. With its two power sources - one a gasoline- powered internal combustion engine, the other a battery-driven electric motor - the best-selling Prius (and other hybrids sold by Honda and Ford and due soon from several other car makers) can go further on a gallon and emit fewer pollutants in around-town use than most conventional automobiles because under certain circumstances they run on battery power and consume less fuel. 

   

  But just because a car has so-called hybrid technology doesn't mean it's doing more to help the environment or to reduce the country's dependence on imported oil any more than a non-hybrid car. There are good hybrids and bad ones. Fuel-efficient conventional cars are often better than hybrid sport-utility vehicles - just look at how many miles per gallon the vehicle gets. 

   

  Being a professional car-tester, which is to say a person who gets asked for unpaid car-buying advice practically every day, I know these distinctions have already been lost on many car buyers. And I fear they're well on their way to being lost on our governments, too. 

   

  Lately, people have been calling me and telling me they're thinking about buying the Lexus 400H, a new hybrid SUV. When I tell them that they'd get better mileage in some conventional SUVs, and even better mileage with a passenger car, they protest, "But it's a hybrid!" I remind them that the 21 miles per gallon I saw while driving the Lexus 400H is not particularly brilliant, efficiency-wise - hybrid or not. Because the Lexus is a relatively heavy car and because its electric motor is deployed to provide speed more than efficiency, it will never be a mileage champ. 

   

  The car that started the hybrid craze, the Toyota Prius, is lauded for squeezing 40 or more miles out of a gallon of gas, and it really can. But only when it's being driven around town. On a cross- country excursion in a Prius, the staff of Automobile Magazine discovered mileage plummeted on the Interstate. In fact, the car's computer, which controls the engine and the motor, allowing them to run together or separately, was programmed to direct the Prius to spend most of its highway time running on gasoline because at higher speeds the batteries quickly get exhausted. 

   

  Indeed, the gasoline engine worked so hard that we calculated we might have used less fuel on our journey if we had been driving Toyota's conventionally powered, similarly sized Corolla - which costs thousands less. 

   

  For years, most of the world's big car makers have shied away from building hybrids because while they are technologically intriguing, they are also an inelegant engineering solution - the use of two energy sources assures extra weight, extra complexity and extra expense (as much as $6,000 more per car.) The hybrid car's electric battery packs rob space from passengers and cargo and although they can be recycled, not every owner can be counted on to do the right thing at the end of their vehicle's service life. And an unrecycled hybrid battery pack, which weighs more than 100 pounds, poses a major environmental hazard. 

   

  So the ideal hybrid car is one that is used in town and carefully disposed of at the end of its days. Hybrid taxis and buses make enormous sense. But the market knows no such distinctions. People think they want hybrids and they'll buy them, even if a conventional car would make more sense. The danger is that the automakers will co- opt the hybrids' green mantle and, with the help of a government looking to bail out its troubled friends in Detroit, misguidedly encourage the sale of hybrids without reference to their actual effect on oil consumption. 

   

  Pro-hybrid laws and incentives sound nice, but they might just end up subsidizing companies that have failed to develop truly fuel-efficient vehicles at the expense of those that have had the foresight to design their cars right in the first place. And they may actually punish citizens who save fuel the old- fashioned way - by using less of it, with smaller, lighter and more efficient cars. All the while, they'll make a mockery of a potentially useful technology. 

   

  (Jamie Lincoln Kitman is the New York bureau chief for Automobile Magazine and a columnist for Top Gear, a British magazine.)



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