Q1 2012 Shows Sales of Fuel-Efficient Hybrids and Plug-In Vehicles Soaring

We already know that April was a great month for Toyota Prius hybrid sales, but it turns out that the first quarter of the year produced stellar sales numbers for hybrids in general, as well as plug-in electric cars.
More than 100,000 hybrids and plug-in cars--113,457--were sold in January, February, and March combined, against roughly 79,000 in the same period of 2011.
The vast bulk of those sales--106,207--were hybrids, of course.
The hybrid sales included not only much higher sales of the Toyota Prius, now a lineup of three models plus a plug-in, but also Buicks and Chevrolets fitted with the General Motors eAssist mild-hybrid system.
All varieties of plug-in cars accounted for 7,250, according to data compiled by industry trade journal Automotive News.
Plug-in sales totaled about 17,000 units for all of 2011, the bulk of them either the Nissan Leaf battery-electric vehicle or the Chevrolet Volt range-extended electric car.
For 2012, the strong new plug-in entrant is the 2012 Toyota Prius Plug-In Hybrid, whose April sales beat those of both the Volt and the Leaf.
Analysts expect perhaps 30,000 to 40,000 plug-in cars to be sold in the U.S. during calendar 2012, against perhaps 400,000-plus conventional hybrids.
As always, the bulk of the hybrid sales will come from Toyota.



Source: Green Car Reports

Prius Plug-in helps Toyota extend lead for April's alt-fuel sales

"Meet the new boss. Same as the old boss."

The classic couplet from the Who's "Won't Get Fooled Again" applies to April's alt-fuel vehicle sales, as Toyota not only continued to dominate the hybrid market, but also shoved aside the Chevrolet Volt and the Nissan Leaf in plug-in vehicle sales. Last month, Toyota sold 1,654 Prius Plug-in Hybrids. That total beat the 1,462 Volts sold and dominated the Leaf's 370 units sold in April.

The new Prius variant's popularity also helped Toyota easily continue its reign as the most popular seller of alt-fuel vehicles to the U.S. while helping push total alt-fuel sales far beyond year-earlier figures despite the fact that last month's 24 selling days were three fewer than the 27 selling days in April 2011.

Overall U.S. sales of hybrids, plug-in hybrids, battery-electric and diesel-powered vehicles jumped more than 50 percent from a year earlier to almost 50,000 vehicles, as Americans stepped up alt-fuel sales to cope with continually high gas prices.

Coming off its most successful single month of sales since its introduction to the U.S. in 2000, the Prius doubled its April sales from a year earlier. The "standard" Prius Liftback sales increased 26 percent from a year earlier, while the Prius C compact and Prius V wagon moved 4,006 and 3,847 units, respectively.

That success carried through to other Toyota-produced models, as non-Prius Toyota hybrids (i.e. the Camry and Highlander) tripled sales from a year earlier, likely because of the upgraded Toyota Camry Hybrid that debuted late last year. And Lexus hybrid sales were up 4.5 percent to 2,467 units. Overall, Toyota and Lexus hybrid sales doubled from a year earlier to 32,593 vehicles and, as usual, accounted for about two-thirds of the U.S. alt-fuel market.

Toyota and Lexus hybrids appeared to gain favor with U.S. consumers looking to save money amid gas prices that, until last month, had been rising all year. Regular gas prices jumped to about $3.90 a gallon in early April, up from about $3.35 at the beginning of the year, before tapering off to about $3.80 a gallon this week, according to AAA.

The effect of gas prices on sales of alt-fuel vehicles from other automakers ran the gamut. General Motors followed a monthly-record March for its Chevrolet Volt extended-range plug-in with 1,462 sales in April, almost triple year-earlier figures. Factoring in mild-hybrid models such as the Buick LaCrosse, Buick Regal and Chevy Malibu eAssist-powered vehicles, GM's alt-fuel sales jumped fivefold to 4,500 units.

Volkswagen, which hasn't jumped into the electric-drive market yet, boosted its clean diesel sales by 35 percent from a year earlier to 7,993 units. On a smaller scale, Porsche increased its hybrid sales by 22 percent from a year earlier to 130 vehicles, while the Mitsubishi i battery-electric moved 79 models, hitting its monthly U.S. record for the third straight month.

Not faring so well were Nissan, Honda and Ford. Nissan sold 370 Leafs in April, marking a 35-percent drop from a year earlier and a 36-percent decline from March.

Honda's Civic Hybrid sales jumped sixfold to 766 units, but that wasn't enough to offset a plunge in both CR-Z and Insight sales. Overall, Honda hybrid sales dropped 60 percent from a year earlier to 1,839 vehicles.

As for Ford, hybrid sales plunged 59 percent from a year earlier to 1,175 vehicles, as the automaker discontinued the Escape Hybrid and had sales declines for both the Fusion Hybrid and Lincoln MKZ Hybrid. That said, Ford is on the verge of introducing its Focus Electric to the U.S., so things could get real interesting right quick.





Source: Autoblog Green

Toyota Still Looking To Move Prius Production To U.S.

I’m not sure how long ago it was when I first heard that Toyota was looking to move Prius production to the United States. Besides being their biggest market, Toyota was probably hoping to stifle some criticism regarding the green credentials of a car that is produced from parts shipped all over the world (sometimes more than once). That was back in 2008.  
Toyota talking about moving production of the Prius to North America once again, and they’ve set a target date of 2015.

Granted, once the Great Recession hit, a lot of companies, big and small alike, had to change their plans. In the wake of last year’s devastating Japanese tsunami, which crippled Toyota’s ability to build the Prius, Toyota is now looking to secure local suppliers of hybrid components in North America. Not only will that reduce costs (as the high Yen is driving Japanese production costs skyward) but it will also add to the Prii’s green cred.

Alas, sourcing hybrid parts in North America is easier said than done. Many components for hybrid drivetrains come from China, and require Chinese rare earth elements. That said, moving production of the Prius and its components to the U.S. would not only be a big boon for American manufacturing, but it make the Prius more resilient to industry-rattling events like the tsunami, which affected automakers the world over.

Toyota is aiming to open the new plant by 2015, right around when a new generation Prius should be hitting dealerships. 


 Source: Gas2.0

City CarShare's electric vehicle program grows, with glitches

San Francisco's City CarShare service, which is adding plug-in vehicles to its fleet as a way to boost demand, must contend with the occasional glitch involving drivers unfamiliar with the technology. For example, one driver recently ran out of juice while driving a Nissan Leaf battery-electric vehicle from San Francisco to Sacramento, according to the San Francisco Chronicle. The problem? He didn't realize the car was electric.

As Mike Harrigan, the head of City CarShare's plug-in vehicle operations, told the Chronicle, "There's two kinds of members. There are the ones who are totally into EVs and understand what to do, and there are people who are totally oblivious, don't even realize it's an electric car and drive off to Sacramento."

City CarShare, a nonprofit that serves about 15,000 subscribers, currently has seven plug-ins sprinkled among its fleet of 380 vehicles and is looking to have half its fleet be powered by either hybrid, plug-in or biofuel powertrains by 2015. Currently, about a quarter are Toyota Prius hybrids. Each EV costs City CarShare about $30 a month to charge. Additionally, the organization is planning to have 30 electric-vehicle charging stations installed around the Bay Area by year-end.

Even with some "oblivious" drivers, San Francisco is a pretty ideal place for such a service because of the combination of an environmentally conscious population and the city's relatively small area – San Francisco proper is just 49 square miles. In fact, City CarShare, which received the first-ever fleet delivery of a Mitsubishi i EV in December, in February said it would start an electric-bike sharing program that will be sponsored by the U.S. Federal Highway Administration and would include 45 e-bikes by the end of the year.

As for absent-minded customers still looking to go green, City CarShare does have a solution for that: the organization's fleet does include Chevrolet Volt extended-range plug-in vehicles and Toyota Prius Plug-in Hybrids. Get in, go nuts.



Source: Autoblog Green

Monthly record sales for Prius, Volt help drive up March alt-fuel sales almost 40%

Rising gas prices may not have lifted all alt-fuel vehicles last month, but they did a pretty good job for some of the higher profile models.

Overall, U.S. March sales of hybrids, extended-range plug-in hybrids, battery-electrics and diesels jumped about 40 percent from a year earlier as both the Toyota Prius hybrid and Chevrolet Volt extended-range plug-in set all-time monthly sales records. One possibility for the surge is that U.S. customers, beaten down by rising gas prices last year, are now willing to spend the extra money for more fuel-efficient, advanced-powertrain vehicles as gas prices continue to rise.

The sales surge was led, of course, by the Prius.

The sales surge was led, of course, by the Prius, which moved 28,711 vehicles, up 54 percent from a year earlier. Toyota, in fact, set an all-time U.S. monthly sales record for the Prius, which was introduced here in 2000. Fueling the increase was a combination of a broader range of models – the Prius C compact and Prius V wagon both debuted in the U.S. this year – and 2011 sales figures that were held down by supply constraints stemming from the earthquake and ensuing tsunami that struck Japan last March.

Meanwhile, sales of Toyota's non-Prius vehicles, including the Camry and Highlander, jumped 61 percent from a year earlier to 6,011 vehicles. And, while Toyota didn't break out Camry Hybrid sales, the Camry's overall sales jumped 35 percent from a year earlier to a March-record 42,567 vehicles, hinting that the updated Camry Hybrid that was introduced late last year has been well-received. Sales of hybrids under Toyota's Lexus luxury badge were up 5.8 percent.

As for the Volt, General Motors sold 2,289 units last month, more than triple the Volt's year-earlier sales and beating previous monthly record from December 2011 of 1,529 Volts. With such record sales, GM may shorten the five-week Volt shutdown that started March 19 by a week, and the automaker made good on former GM Vice Chairman Bob Lutz's prediction last month that March would mark record sales for the model. In fact, when factoring in the estimated 2,500 Buick LaCrosses, Buick Regals and Chevrolet Malibus sold with the eAssist mild hybrid powertrains, GM sold almost 4,800 hybrids and plug-in hybrids in March. That's more than the hybrids sold by Ford and Honda combined.

While Nissan Leaf battery-electric vehicle sales weren't as gaudy, they still almost doubled from a year earlier to 579 units.

While Nissan Leaf battery-electric vehicle sales weren't as gaudy, they still almost doubled from a year earlier to 579 units, and were also up from 478 Leafs in February. Additionally, in the smaller victories department, Mitsubishi sold 52 of its i battery-electric vehicles, beating the previous monthly record in February of 44 vehicles, while sales of Porsche's Cayenne and Panamera Hybrids jumped a combined 46 percent from a year earlier to 167 vehicles.

Since late last year, the average price of regular gas has jumped almost another 60 cents a gallon and is approaching the $4 mark, according to AAA. Determining how much such gas prices drove up alt-fuel vehicle sales is tough to determine because makers of smaller-production hybrids such as BMW and Mercedes-Benz don't break out hybrid numbers, and Audi didn't break out diesel sales a year ago.

U.S. sales of hybrids, battery-electrics and diesels increased about 38 percent to more than 57,000 vehicles in March.

Still, with most of the alt-fuel market accounted for, U.S. sales of hybrids, battery-electrics and diesels increased about 38 percent to more than 57,000 vehicles in March, with the Prius, as usual, accounting for about half the market. Additionally, Volkswagen's diesel sales appeared to spike from the rising gas prices, jumping 44 percent from a year earlier to 8,452 units.

Toyota, GM, Nissan and VW's alt-fuel sales more than offset continually lagging hybrid sales from Ford and Honda. Ford sold 1,797 hybrids, down 45 percent from a year earlier, and Ford Fusion Hybrid sales dropped 31 percent from a year earlier. Ford Escape Hybrid sales plunged 86 percent.

Honda, who, like Toyota, suffered from supply constraints last year, fared even worse than Ford. Honda's hybrid sales were cut in half from March 2011. While Civic Hybrid sales actually doubled from a year earlier, CR-Z sales dropped 68 percent and sales of the Insight, which was designed to challenge the Prius for hybrid supremacy, plunged 63 percent. Overall, Honda sold 2,475 hybrids, down from 4,908 a year earlier.

See the details in our chart after the jump.

Source: Autoblog Green

Minimalist Toyota FT-Bh Concept boasts 112 miles per gallon

If what Toyota tells us about the FT-Bh is true, it's not some futuristic fantasy, but a design study that points to what a next generation Yaris hybrid might look like. With an unbelievably low, sub-1,800-pound curb weight and a 0.235 coefficient of drag, the FT-Bh uses minimalist design rather than sci-fi technology to achieve 112 miles per gallon.

The FT-Bh packs a two-cylinder, one-liter gas engine that runs on the Atkinson cycle, and uses lithium-ion batteries for it's hybrid drive system. Toyota says a compressed natural gas hybrid and a plug-in hybrid version would also be possible.

But what's really impressive about the FT-Bh is its massive weight reduction. Toyota says it managed to reduce the mass of the car by 25 percent when compared to the current Yaris. Much of that came in the interior parts and trim, which weigh half that of the production car. Toyota says that this drastic diet also makes possible a low center of gravity – just over 21 inches – that helps improve the FT-Bh's handling.

While the FT-Bh may look a little weird – we're reminded of how odd the Prius looked before we'd gotten used to the shape – this may well be what the next generation of hybrids will look like. While Toyota has thrown out some branding buzzwords to describe the FT-Bh's "Ecomotion" theme (or is that "Under Priority" design language? or "Keen Look" styling?) the bottom line is that it's all about aerodynamics. This is why the FT-Bh uses cameras rather than side-view mirrors and doesn't have door handles. It's also why the front end has those "air curtain" intakes and there's an underfloor spoiler in the rear.

While we certainly wouldn't expect to see something so radical roll off a production line next year, as the company shows more concepts like this and the NS4 it showed at Detroit, it seems that Toyota wants its next hybrid designs to be as revolutionary as its first.


Source: Autoblog Green

The Chevy Volt Is Dead; Long Live The Volt?

To hear some people tell it, the five-week Chevy Volt production hiatus that GM announced last week is the death blow to GM’s plug-in hybrid. After missing 2011 production goals by about 24% and selling less than 1,700 Volts in the first two months of 2012, the Chevy Volt really seems to be struggling over a year after production first began. But is it really?

No doubt GM has a had a hand in the politicizing of the Volt. Then again, I’m not sure anything would change even had GM kept the hype toned down. We’ll never know. What we do know is that there are a lot of people hoping and praying for the failure of the Chevy Volt, and they’ve had some success in that regard, despite their complete and utter distortion of the facts. Perhaps the greatest detriment to Volt sales has been conservative-commentators’ ability to link the Volt to President Obama, even though the Volt Concept debuted in January 2007, two years before Obama was sworn into office and a year before he even started campaigning for office.

The NHTSA investigation of the Volt battery pack was much ado about nothing, but the damage has been done in regards to the Volt’s image. Furthermore, GM and the Obama administration’s incredibly generous production estimates make it seem like there will be a $40,000 Volt in every other driveway. Perhaps in a strong economy with more generous government subsidies, these numbers would have been achievable. But in the middle of a recession? Not likely.

But let’s take a step back and analyze the situation, without making excuses for the Volt. Let’s just look at the facts.

First and foremost, the Volt went on sale in just a few select areas at its launch, starting in California, New York City, and Austin Texas. Only in November did the Volt go on sale nationwide…right around the time the NHTSA battery scandal developed. It was a small issue blown out of proportion, truly awful reporting by most of the mainstream media. But the damage was done. Still, sales of over 7,600 Volts in just a handful of markets isn’t exactly awful.

GM missed its own imposed 2011 sales target of 10,000 vehicles by almost 2,400 units, and in January sales barely broke 600 cars. February sales were only slightly better at about 1,000 units, prompting GM to halt production for the third time. The first time was over the summer, when the Hamtramck assembly plant was shut down for retooling that would allow GM to build up to 1,200 Volts per day.

The second shut down came in December, when GM sought to align production with sales. Even though December 2011 was the Volt’s best sales month yet, moving more than 1,500 cars, that’s only a little more than a day’s worth of the plant’s possible production capacity. One of GM’s biggest problems pre-bankruptcy was over-production, which resulted in a lot of fleet sales that impacted resale value and brand perception. It hurts the Volt’s image to have production shut down for five weeks, but it may also preserve long-term value. It also does GM no good to have a bunch of unwanted Volts just sitting on dealer lots.

Historically speaking, the Volt’s slow initial sales are not necessarily an indicator of future success. Someone correct me if I am wrong, but in the summer of 2000 the Toyota Prius went on sale nationwide. In six months on sale across the nation, the Prius sold only 5,600 units. The first full year the Prius was on sale in 2001, Toyota only sold about 16,000 Prius hybrids in the U.S., and a grand total of just 30,000 Prii worldwide. In 2010, Toyota sold over 2 million.

One does not even have to look outside of General Motors to see the history to see tales of cars that almost failed, only to go on to be huge successes. The original Chevy Corvette, born in 1953, was subject to terrible sales for its first 3 years. Sales were so bad, in fact, that GM came close to killing off the Corvette altogether. Flash forward almost 60 years, and the Corvette is ingrained into the hearts and minds of Chevy fans world wide.

Edward Niedermeyer over at The Truth About Cars opines that GM should have marketed the Volt more as the “anti-Corvette,” an expensive technological wonder whose technology would eventually trickle down to other vehicles. I think he’s absolutely right, and GM has bungled its marketing of the Volt almost from day one.

But this is not the end of the Volt, not by a long shot. GM has too much invested into the Volt to just abandon the project, and there may be better sales just on the horizon. Gas prices are going up, and the Obama administration is talking about hiking the EV tax credit from a $7,500 tax credit to a $10,000 immediate rebate that would bring the cost to purchase a Volt down to about $31,000. Even if that doesn’t happen though, GE and other companies may buy the Volt for the simple fact that it can use little or not gasoline for a vast majority of short-distance trips.

In short, the demise of the Chevy Volt has been greatly exaggerated. I’m not saying the Volt isn’t in trouble. It’s image is tarnished, its sales are slow, and its future is uncertain. But I still wouldn’t bet against the Volt, and GM, to make a strong comeback starting this year. Politics tend to go out the window when gas prices go up.

Source: Gas2.0

Owner Explains Why he Purchased Plug-in Prius versus Volt and Leaf

Last month, Toyota said that it had 2,100 pre-orders for the 2012 Prius Plug-In Hybrid.

Now, with first sales of that car being logged this week and dozens of them delivered to dealers, we have a third viable, high-volume plug-in car available to U.S. buyers.

Consumers can now buy a pure battery electric vehicle (the Nissan Leaf), a range-extended electric (the Chevy Volt), or the first plug-in hybrid (the plug-in Prius).

Their EPA electric ranges are 73 miles for the Leaf, 35 miles for the Volt, and 11 miles for the Prius Plug-In. Each is priced between $32,500 and $40,000 before incentives.

Given all that, we'll be very curious to see what the sales mix of these three plug-ins turns out to be--and how buyers evaluate each car against the other two.

One reader and early buyer of a Prius Plug-In Advanced model, Jim Bradbury of Rowlett, Texas, agreed to share his thoughts with us:

I test drove a Nissan Leaf, which is a little small. The range anxiety kept me from buying one. I liked its dash and the futuristic sounds.

It's nice to know I can drive the Plug-In Prius across country, and where there IS a charging station along the way, I can charge up and save a little gas.

What helped make the decision against the Leaf is the fact that DFW Airport is 43 miles from my home. I can't make it there and back in a Leaf, even on a full charge, but I can in the Plug-In Prius.

As for the Chevrolet Volt, I test-drove it. It's only a four-seater; the Prius has five seats. And I'm a big guy, so it was harder for me to get in and out of the Volt. There's more headroom in a Prius than a Volt.

While the Volt will go up to 40 miles in electric mode, the engine doesn't drive the wheels, and the Volt only gets 36 miles per gallon when it runs out of battery--while the Prius Plug-In gets 50 MPG.

Finally, the Chevy Volt looks too much like an ordinary car. The Prius Plug-In and Leaf are both unique looking and make a statement about "Being Green". The Volt looks too much like a Chevy Cruze, and the average person doesn't notice the difference.

2012 Toyota Prius Plug-In Hybrid - production model

But the Leaf and the Volt are both good cars. I spent a lot of time looking at the cars and their features. I have test driven a Prius twice now, and it's a fun car to drive.

I wish the Prius had a bigger battery so it could go 20 miles or more in all-electric mode, but it's only 3 miles from my home to the grocery store, the bank, and the post office.

So, the 11+ miles of electric range for the Plug-In Prius is adequate to run those errands in pure EV mode.

I teach at a community college 11 miles from the house. There are charging stations at a recreation center 2 miles from the college where I can charge my car on the way home while I exercise. I won't use much gas on those 23-mile round trips.

I'm a Digital Systems Engineer and I like the Prius from an engineering perspective. The regular hybrid Prius has been around for 13 years, and has a proven track record for quality and reliability.

And there you have it: one man's clearly articulated reasons for choosing the 2012 Toyota Prius Plug-In Hybrid over a Leaf or a Volt.

Source: Green Car Reports

EPA Says Prius Plug-In Gets 11 Miles Electric Range

Depending on how one drives it, Toyota’s Prius Plug-In can go a few miles farther than its U.S. Environmental Protection Agency rating, but officially it can be expected to travel 11 miles with “Electricity + Gasoline,” and the sticker lists All Electric Range at 6 miles.

This falls short of the “up to 15 miles” at speeds up to 62 mph estimated after consulting with Toyota and reported in HybridCars.com’s full review.

Although not an apples-to-apples comparison, the Plug-In Prius is often weighed against the extended-range electric Chevy Volt. With its larger battery pack, the domestically produced rival from GM is intended to stay in all-electric mode at speeds of up to 100 mph for an EPA-estimated 35 miles distance – though this too can vary greatly depending on usage and ambient temperature.

As mentioned, plug-in Prius test drivers have routinely seen over 11 miles electric range, especially when driving in a gingerly manner.

And where the Prius Plug-In’s EPA efficiency ratings begin to outdo the Volt is in other drive modes. In “EV Mode,” it’s rated at 95 mile per gallon equivalent, which a tad above a fully charged 2012 Volt’s estimated 94 MPGe. In hybrid mode, the EPA says the Prius Plug-In returns 50 mpg combined. This compares very well to the Volt’s 37 mpg combined in gasoline-only mode and means – in the absence of on-the-way recharging facilities – for longer trips the Toyota starts to pay back more.

While the two vehicles are often compared and contrasted based on more metrics than the scope of this brief can consider, in short it is a qualified decision to determine between the two.

###

Note - As an extra bit of PIP news, the plug-in Toyota is also eligible for $1,500 California Clean Vehicle Rebate and application for a solo HOV sticker under certain conditions. It’s available in 14 states this year and Toyota is no longer taking online reservations. It says in 2013 it will offer nationwide availability. It’s eligible for a $2,500 federal tax credit, and aside from California, other states or localities may have subsidies available. MSRP for the base Prius Plug-In is $32,000 and price for the Advanced model is $39,525. This latter version comes standard with features including Premium HDD Navigation with Entune, Plug-In Hybrid Applications through a smartphone, Head-up Display, Dynamic Radar Cruise Control, and more.

Source: GM-Volt.com

First Prius Plug-In production models arrive in U.S., ready for up to $4,000 off in California

The brand-new Toyota Prius Plug-In has arrived in California, and Toyota wants to make sure that potential buyers know that the plug-in hybrid can be up to $4,000 dollars lower than the sticker price might make it seem, plus other benefits.

The new Prius qualifies for the State of California's Clean Vehicle Rebate Program (CVRP) worth $1,500. The corded Prius can also get California's HOV lane access sticker and qualifies for a $2,500 federal income tax credit. This is the same program that gives Nissan Leaf and Chevrolet Volt buyers up to $7,500, but the Prius Plug-in has a smaller battery and thus only gets a third as much money back.

The Prius Plug-in Hybrid is expected to get 95 miles per gallon equivalent, can go up to 11 miles in pure electric mode and, once the battery is emptied out, gets an EPA combined rating of 50 mpg. The car will have two trim lines, the standard for $32,000 and the Advanced for $39,525



Source: Autoblog Green

MPG Comparison: 2012 Volt vs. 2010 Prius

I suppose I’ve always been a bit of a car guy. At the age of 16, my brother and I already had three cars and performed a nearly successful engine rebuild on our 1957 Chevy convertible. During my adult life as a parent, engineer, runner, amateur cook, and car aficionado, I’ve had several GTOs, BMWs, and other non-performance cars. My two most recent BMWs are shown below.

2008 BMW 135i 2000 BMW Z3

However, my 2012 Volt is unique among all of them. Although not as peppy as the 135i that I traded-in on my Volt, it is nearly as much fun to drive.

My recent fascination with electrics started a few years ago when I started a consulting gig for a battery supplier. Although not responsible for the design of vehicles, my job brought me close enough to get bitten by the electric car bug. I knew I had to have one. At this point I must give some credit to my dear wife of nearly 40 years. As an environmentalist of long-standing she convinced me back in 2004 that the new model Prius would be a wise investment. So, now on our second Prius (a 2010 model IV), we have some street credibility when it comes to environmentally friendly vehicles.

2012 Volt and 2010 Prius IV (blue in background)

So How Do They Compare?

As an engineer you just knew there would be some tech talk. Yes, but it will be short and sweet. In comparing my 2012 Volt and 2010 Prius I want to know which car is better to drive on a trip. For example, if we are planning a 100 mile journey which car is most economical? How about a 200 mile trip or longer?

Before I can get down to comparing the two vehicles, I needed to install one piece of monitoring equipment for the Volt, i.e. an energy meter that would tell me how much energy my Volt consumes during a recharge.

This is necessary because the Volt’s internal readout only tells how much electrical energy (KWh) is used from the battery to travel a given number of miles, i.e. net energy used. I call this the battery specific energy (KWh_b/mile). However, for a valid comparison what is needed is the total amount of energy to charge the battery, i.e. gross energy used. I call this the true specific energy (KWh_T/mile). The battery and true specific energies are different because of the pumping and fluid heating/cooling energy required to maintain the battery temperature during charging. The true specific energy should always be greater than or equal to the battery specific energy.

Figure 1 shows the gross and net specific energy history over the past three months or so. Again, the difference between these is that the net specific energy is determined using the Volt instrument readout while the gross specific energy is determined using the KWh meter readout. There appears to be a 0.032 KWh/mile overhead associated with the pumps and heaters when charging the Volt’s batteries.

The graph below makes the decision easy. Figure 2 compares the Volt and Prius based on the energy used (mpg_e) as well as on the cost of the energy (mpg_$). It shows the breakeven trip at around 90 miles or 60 miles depending on whether energy or current cost is the basis of the comparison, respectively.

The assumptions used to generate figure 2 are given below:

1) average EPA gasoline mileage

2) see figure 1 which is based on data from my volt between 11/18/11 and 2/16/12

3) recent price of 89 octane gasoline in my locality

4) based on recent utility electric bills

5) average Prius mileage between 9/18/10 and 2/17/12 ~ 50.1 mpg

6) data averaged from several websites

Figure 3 is presented to show the effect of $4 per gallon gasoline on the comparison. This is a very real and I feel reasonable projection given recent trends.

Figure 3 now shows the breakeven trip at around 90 miles or 67 miles depending on whether energy or cost is the basis of the comparison, respectively. The two curves overlap at $6 per gallon gasoline. This suggests that the true cost of gasoline based on its energy content should be around $6 per gallon.

Conclusions:

1) The criterion upon which a comparison can be made between the performance of the Volt and Prius is technically straightforward. If we use as a criterion the amount of energy consumed, the Volt shows a miles driven breakeven of about 90 miles. Whereas, if we use the cost of the energy consumed, then the miles driven breakeven falls to about 60 miles.

2) A clear implication here is that as gas prices rise relative to the electric rate, the $-breakeven will approach the energy-breakeven at around $6 per gallon.

3) Of course the electric rate and gas price are both relative to the local market in which the comparison is made.

4) Also, the time-of-year and temperature are additional variables that will affect the comparisons.

5) During the time of my comparison when I had the KWh meter installed there was not much variation in the amount of energy required for pumping and heating the battery. The average remained fairly constant at 1 KWh.

Source: GM-Volt.com

Toyota: If all Americans drove a Prius, dependence on foreign oil would drop by 70%

Speaking at the Economic Club of Chicago during the Chicago Auto Show last week, the president and COO of Toyota Motor North America, Yoshi Inaba, laid out his company's near-future plans, and made about as strong a case for hybrids as you're likely to hear this month. This is to be expected, since Toyota is going to launch 19 new or updated vehicles this year (including some from the Scion and Lexus brands) and, Inaba said, "nearly half will be hybrids or electric vehicles."

Now, it's clear that Toyota wants to increase sales of it's most popular hybrids, the Prius family models. In Chicago, Inaba made the point that increased Prius sales would benefit the U.S. by reducing the amount of gasoline we need. In fact, he said, studies show that "if everyone in the U.S. drove a Prius, we could reduce our dependence on foreign oil by 70 percent."

Inaba talked up all the Toyota brand's hybrids, including the Highlander SUV, and gave that gas-electric a U.S. connection by announcing that it will soon be built in America. To date, all the Highlander hybrids have been built in Japan, even though some non-hybrid versions are built in Princeton, IN. Following a $400-million investment in that plant, Toyota will be able to make 50,000 more Highlanders there each year, some of them hybrids. Inaga said this will directly create 400 jobs as well over 1,000 indirect "spin off" jobs.



Source: Autoblog Green

2012 Toyota Prius C

2012 Toyota Prius C From being a fan of hybrid car, fuel, or just sipping green cars is now hip, it only seems natural for Toyota to try and have their Prius for young people around the world. Before all that happens to have to rethink their approach and created an entirely new version of its Prius as a Toyota Prius C. Ok, it may not be different, but it's something youthful about it Toyota Prius C.

What the Japanese really hope will make the 2012 Toyota Prius C more appealing to the tree hugging hip youngsters is the price. For a while it had been missing from the picture but it’s now officially out there. Like they’ve originally claimed, you can get a brand new Toyota Prius C for under 19.000 dollars in the United States but as you’d imagine, that only applies for the base model and is subject to a condition. A Prius C One, as the base model is called, costs the average American youngster 18.950 USD 2012 Toyota Prius C.

Toyota's Strong Showing at Chicago Auto Show

As with any good carnival, there were rides aplenty at the 2012 Chicago auto show … and Toyota had a huge section of floorspace reserved for guests to hop into the passenger seat of a 3rd-gen Prius, Prius v, or a Camry hybrid and experience the hybrid magic at work. Fellow Gas2 writer Jo Borras and I took advantage of some “massive” announcement that had nothing to do with hybrid or electric anything (it was a new Shelby Mustang – Ed.) to hop into Toyota’s hybrids for a quick spin.

The Camry

The all-new-for-2013 Camry looks like a Camry. Which is quite handy, since that’s exactly what it’s supposed to look like. They’re all over, and the new one will blend right in (Jo had to tell me we were in a new one, that’s how much it retains the “Camry” flavor). The hybrid has a 2.5 liter 4-cylinder gasoline-powered engine (156 HP) and a 105 kW AC electric motor, that work together to give a combined EPA rating of 41 mpg.

Once we got into the Camry, the brightly lit display in the center of the dash proudly showed off the gas engine, the electric motor, and the batteries, along with little arrows connecting all three elements. As the (politely informative) Toyota employee took us around the very short track, the display showed how the electric motor drives the car at slow speeds, the gas engine kicks in at high speeds, and regenerative braking recharges the batteries. It is entirely possible that were I to actually drive one of these, I would crash it because I was watching the display instead of the road. (I’m easily distracted, please don’t take that as a comment on the drivability of the car!!)

The other main difference between the hybrid and standard Camry is of course the trunk space playing host to the batteries. One seat folds down and there’s a pass-through, so if you buy something in a narrow box at IKEA you’re good to go. The 2012 was supposedly redesigned for more space than the 2011, though, so that’s another point in its favor.

Final impression of the Camry hybrid? I liked it!

The Prius v

We also hopped into a Prius v, with another perky and informative Toyota employee in the driver’s seat. It’s easy to see why the Prius outsells every other hybrid in the United States (even if you’re not thinking about how reliable it is, which is very). It’s not necessarily a pretty car (it looks kind of buggy to me), but it was really comfortable to ride in. A very short list of cars stood out as something I would be happy to climb into for five minutes or five straight hours, and the Prius was one of them.

We had the same display in the Prius v as in the Camry, which – as I failed to mention above – also had nifty little back-up cameras. Both cars will tell you as your back end approaches an obstacle. I approve of this wholeheartedly. We didn’t engage the gasoline engine in the Prius, either, but we did note that despite having been driven around the track (admittedly, at super low speeds) all day, the batteries were still in pretty good shape.

No trunk space is sacrificed in the Prius v either – the back seats fold down completely and the entire contents of a college kid’s dorm room minus furniture could be crammed into the back (probably). Toyota has gotten it right. Full points on correctly placing the batteries, Toyota, really well done there. The back seats on the third generation Prius also fold down, so that actual things can be fit into the trunk. The plug-in hybrid, though, has the same issue as many other hybrids – just a narrow pass-through. Check out the v (seriously, I love this):

One final (not specifically green but pretty awesome) option available on every Prius is the hands-free parallel parking feature. Engage option, drive past parking place, tap icon on screen – and the car will parallel park for you. I am the worst parallel parker I know. I want this.

We did not get a chance to ride in the Prius c, as it was not part of the ride-along experience. We were told that the floor model was driven into the building, so it’s fully functional. And actually rather cute.

Final impression of the Prius? All of the other automakers trying to dislodge it from the market definitely have their work cut out for them … and the v version is even more “real-life” friendly than the vanilla version.

Source: Gas2.0

Toyota prices 2012 Prius C under $19K*

PRESS RELEASE

Following the North American debut of the all- new 2012 Prius c at the 2012 North American International Auto Show in Detroit, Toyota Motor Sales (TMS), U.S.A., Inc., will bring this dynamically styled, five-door hatchback to market in March 2012, extending Toyota's Hybrid Synergy Drive to the subcompact segment.

The letter "c" represents "city" in the Prius c name. Designed to function as an urban-friendly vehicle with an engaging driving experience, hatchback utility, and an EPA-estimated city fuel economy rating of 53 mpg, * Prius c offers the highest city mpg rating of any vehicle without a plug. The all-new Prius c joins the Prius Family, which includes the third generation Prius Liftback, the versatile new Prius v and the Prius Plug-in Hybrid, which will also be available in early 2012.

With over two and a half million units sold worldwide, Prius remains the world's premier eco-vehicle brand, and it has established consumer trust in hybrid technology. With Prius c, Toyota will make the market's most proven hybrid technology available to subcompact car shoppers with a starting MSRP of $18,950.

Unique Place in the Prius Family
A gateway into the Prius Family, the new Prius c will find favor with younger shoppers seeking a smartly designed, fuel-sipping subcompact car packing advanced drivetrain and in-car technology. The Prius c will offer engaging driving dynamics and superior urban maneuverability. When the 2012 Prius c arrives in showrooms in March 2012, this all-new hatchback will offer:

• The highest rated city fuel economy of any vehicle without a plug*; 53 mpg in the city, and 46 mpg on the highway, for a combined rating of 50 mpg
*2012 EPA-estimated 53/46/50 city/highway/combined mpg. Actual mileage may vary.
• A starting MSRP of $18,950 with a proven hybrid powertrain and premium technology
• A premium subcompact car experience thanks to a wide array of available convenience and advanced in-car electronics features, including a standard 3.5- inch full color TFT multi-information display, Bluetooth® hands-free phone capability, USB port with iPod® connectivity, and available Display Audio system with Navigation and EntuneTM

Value-oriented Hybrid in Subcompact Segment
The Prius c will be available in four grades, offering desirable features, equipment, and enhanced capability providing consumers compelling value. The Prius c will offer many standard features such as automatic climate control; tilt-telescopic steering wheel with audio, climate, multi-information display and Bluetooth® hands free phone controls; and remote keyless entry with illuminated entry among a long list of standard equipment.

Grade	2012MY MSRP
Prius c One	$18,950
Prius c Two	$19,900
Prius c Three	$21,635
Prius c Four	$23,230

The smaller scale of the all-new Prius c becomes apparent in comparison to the familiar proportions of the midsize Prius Liftback. This reduced vehicle size necessitated a challenging scaling-down of the Hybrid Synergy Drive to adapt the propulsion system to the Prius c. The Prius c is smaller and lighter than its midsize Prius Liftback stable mate with 19.1 inches less length (157.3 vs. 176.4 inches OAL), and 542 lbs. less weight than the Prius Liftback (2,500 vs. 3,042 lbs.). The Prius c rides on a wheelbase that is nearly six inches shorter than the midsize Prius (100.4 vs. 106.3 inches). In adapting the Hybrid Synergy Drive to the smaller Prius c platform, each of the system's major components were re-designed to reduce weight, scale and improve vehicle efficiency.

	OAL	OAH	OAW	Wheelbase	Curb weight
2012 Prius	176.4 in.	58.7 in.	68.7 in.	106.3 in.	3,042 lbs.
2012 Prius c	157.3 in.	56.9 in.	66.7 in.	100.4 in.	2,500 lbs.

Efficient Packaging
The Prius c's effective packaging design strategically situates key drivetrain components within the chassis to help optimize interior space and handling. The gasoline engine, transaxle and power- control unit are optimally positioned within the vehicle to help enhance weight distribution and lower the center of gravity, which aids handling. The hybrid battery is positioned directly beneath the rear seat while the fuel tank is beneath and just aft of the rear seat. Such positioning ideally distributes mass within the wheelbase improving weight distribution to help enhance handling. By strategically placing the hybrid drivetrain components and battery to maximize interior space, the Prius c is able to offer 104 cu. ft. of interior volume (87 cu. ft. passenger volume, 17 cu. ft. cargo volume with 2nd row up).

The Prius c's smart packaging layout offers elements of convenience and ease- of-operation for driver and passenger. The vehicle has a 20.9 inch hip point (measured from the ground) and a 30.1-inch door opening height (measured from the hip point) to help ease ingress/egress events. The packaging of engine components low within the chassis allows for a lower hood angle, enabling a 9.0-degree angle of depression for the driver. This angle, coupled with a less intrusive A-pillar design help improve the driver's forward visibility. The Prius c's shorter 31.9-inch front overhang contributes to the vehicle's tight 15.7-foot turning radius, helping make it extremely maneuverable in urban settings.

Youthful Exterior, Interior Design
The Prius c exterior design projects a fun, youthful attitude for this all-new addition to the Prius family, while offering excellent aerodynamic performance. Adding to its character the Prius c's lower-body styling is wider below the beltline, and features sculpted rear flares to help express a sturdy, athletic stance that communicates a more agile driving experience.

The rear design of the Prius c tapers the cabin toward the rear hatch to help enhance aerodynamic performance. Extensive aerodynamic features were engineered into the Prius c to help achieve a 0.28 coefficient of drag. The side mirrors incorporate fins and smooth shapes to aid aerodynamic performance.

The Prius c's available exterior colors include vibrant hues that are unique and expressive. The available colors include three new colors – Habanero, Moonglow, and Summer Rain Metallic – along with Blue Streak Metallic, Absolutely Red, Black Sand Pearl, Magnetic Gray Metallic, Classic Silver Metallic, and Super White.

The Prius c interior design seeks to create a space that is futuristic yet passenger friendly. The layout of the drive-system controls and the utility functions enhance the feeling of comfort. The thin, wide instrument panels, and placement of displays and controls, help convey a greater sense of spaciousness in a subcompact interior. The door trim, seat surfaces, and instrument panel feature treatments in lighter colors to help create contrast against the base black interior color.

The Prius c displays key information on an easy-to-read, digital-display combination meter atop the center of instrument panel, which is offset toward the driver. Locating this digital gauge panel closer to the driver helps reduce the driver's eye movement, and the instrument cluster's revised forward position helps achieve an optimal focal distance from the driver.

The Prius c is equipped with an advanced 3.5-inch Thin Film Transistor (TFT) full-color Multi-Information Display (MID) that helps the driver better utilize the advanced features unique to hybrid vehicles. The new color TFT display illustrates drive information and energy usage in a fun, easy-to-read manner. The display offers, Energy Monitor, Drive Information, and an ECO-Score display that illustrates driving scores for each portion of a trip.

An ECO-savings display allows for gasoline costs and a comparison vehicle to be pre-set to help the system provide an ongoing estimate of the actual cost savings enjoyed driving the Prius c. The system can also display this data as a longer-term savings record, calculating savings and consumption over the span of months.

The Prius c offers a Touch Tracer display that coordinates driver tactile action on the steering wheel controls to a visual indicator on the multi-informational display atop the dashboard to help keep the driver's gaze closer to the road.

The Prius c's front seats have been designed to offer enhanced comfort and safety while reducing weight. The Prius c's seat design incorporates a urethane foam material that has been optimized to help reduce the seat's thickness, mass and weight while retaining comfort. The front seats offer improved seatback support with additional foam in the lower back and lateral bolster areas. They also adopt the Advanced WIL (Whiplash Injury-Lessening) structure that simultaneously support the head and lower back in the event of a collision from the rear.
The rear seats of the Prius c are available as full-fold or 60/40 split fold, depending on trim level. A denser urethane foam material used in the rear seat structure enables a relatively compact seat design that enables greater luggage area.

Seat fabrics available for Prius c include two different kinds of cloth and an available SofTexTM trim. The base seat fabric covering of the Prius c One grade has a solid color with various embossed patterns. The seat trim on Prius c Two and Three grades features a modern two-tone pattern with black bolsters and light blue-gray inserts which provide a pleasing color contrast. The Prius c Four includes premium SofTex trim with heated front seats, offered in black or light blue-gray.

Lightweight trim materials are utilized throughout the Prius c interior to help reduce overall vehicle weight. Durable, highly rigid, lightweight materials cover the A- pillar, center pillar, and trim the rear deck area. Lightweight materials are also adopted for the luggage floor, and the floor carpet is composed of a highly durable material that also provides weight savings.
The Prius c's door trim expresses a sense of advanced design with its shapes, contours and features. The USB port and auxiliary terminal are located in an open tray area in front of the passenger seat, which is ideal for storing of electronic devices.

The Prius c utilizes an efficient, compact air conditioning system. Key air- conditioning system components such as the blower fan, and air flow conduits have been addressed to reduce size and weight, while improving efficiency to help reduce electrical consumption. The system also utilizes a clean air filter that removes pollen, dust, and larger airborne objects. In ECO mode, the air conditioning operation is suppressed to help improve fuel consumption. The Prius c's roof is lined with heat insulating material to help realize better HVAC efficiency.

Display Audio and Connectivity with Entune®
The Prius c offers three audio system configurations; the Prius c One grade's audio system features four speakers and includes AM/FM CD player with MP3/WMA playback capability, auxiliary audio jack, USB port with iPod® connectivity, hands-free phone capability, phone book access, and music streaming via Bluetooth® wireless technology. The Prius c Two grade has the same audio features with a six speaker system.

The Prius c Three and Four grades include a Display Audio System with Navigation and EntuneTM that has six speakers. It includes a 6.1-inch touchscreen, SiriusXMTM Satellite Radio capability (includes a 3-month trial subscription to XM Select package), HD RadioTM with iTunes® tagging, and advanced voice recognition. Toyota's EntuneTM multi-media system functions through a smart phone interface that brings applications such as BingTM and Pandora® to the vehicle audio display. This audio configuration also features real-time traffic, weather, fuel prices, sports, and stocks.

Prius c Hybrid Synergy Drive
As with other Prius models, Prius c relies on Toyota's revolutionary Hybrid Synergy Drive® and excellent aerodynamics to achieve outstanding fuel efficiency. The Prius c relies on the seamless operation of two power sources (a gasoline engine and an electric motor tandem) either in parallel or serial operation as a means of propulsion. During deceleration and braking, the electric motor/generator tandem creates energy that is returned to the Hybrid System's battery to help restore charge. The Prius c's gasoline engine and electric motors can work in tandem or individually to propel the vehicle while powertrain operations (level of power application, power split, and regenerative flow) are managed by computer control to best match the application of power to given conditions.

The Prius c features a SULEV (Tier 2 Bin 3) compliant 1.5-liter in-line, four- cylinder gasoline (1NZ-FXE) engine that utilizes an efficient Atkinson cycle to improve its efficiency. This engine's Atkinson cycle modifies the engine's intake valve opening events to close later during the compression stroke. This delayed closure allows a portion of the intake charge to be forced back into the intake manifold to be used by the next cylinder, maximizing use of the fuel and improving thermal efficiencies. The 1.5-liter engine in the Prius c also adopts an electric water pump, a micro-polishing process that reduces friction of the reciprocating assembly, and a cooled Exhaust Gas Recirculation (EGR) system that also helps improve efficiency.

The Prius c's efficient gasoline engine is mated to a new transaxle assembly that is the most compact, lightweight transaxle designed for a Toyota Hybrid Synergy Drive System which is a two-electric-motor full hybrid system. The new P510 continuously variable transaxle contains two high-output motors (one acts as a starter/generator), a power split mechanism, a speed reducer device, and an open-type differential.

Several components within the Prius c's transaxle feature enhanced designs aimed at enhancing the function of the unit and improving drivability. By optimizing the design
and spring characteristics of the transaxle's vibration damper, low noise performance is achieved as well as increased suppression of the vibrations transferred by the engine. The new compact electric motor/ generator design in the P510 transaxle is smaller and lighter weight than previous motors thanks to a new stator design with rectangular coil configurations to achieve higher outputs from more compact dimensions.

The Prius c's hybrid system includes a 144-volt nickel-metal hydride battery pack that weighs 67.2 lbs. compared to the 201-volt battery in the midsize Prius that weighs 91 lbs. This battery positioning places mass near the middle of the Prius c's shorter wheelbase (100.4 inches), improving the vehicle's center of gravity to benefit stability and handling. The battery pack itself is comprised of 20 battery modules connected in series with each module containing six cells (total of 120 cells vs. 168 cells in Prius).

The Prius c is equipped with a newly designed power control unit that is lighter weight and more compact to reduce overall hybrid system weight. The power control unit contains an inverter, a voltage boosting converter and an AC/DC converter. The system's inverter converts high voltage direct current (DC) from the battery to alternating current (AC) for consumption by motor/generator tandem, and takes the AC power generated by the generator/motor into DC power to charge the battery. The new power control unit weighs three lbs. less than the unit on the Prius Liftback, and it includes an improved cooling system. The inverter's efficiency is improved with a newly designed Insulated Gate Polar Transistor (IGPT) that helps reduce the hybrid system's energy loss to improve fuel efficiency.

The Prius c hybrid system's DC-DC converter modifies the power generated by the DC 144v power motor/generator within the transaxle converting the electrical flow to DC 12 volt power. This 12-volt electricity is supplied to the vehicle's auxiliary devices and for maintaining charge of the12-volt battery. The size and weight of the Prius c's DC-DC converter has been reduced while the unit is able to realize improved performance and functionality.

Three Driver Convenient Drive Modes
Prius c offers three drive modes: Normal, ECO, and EV modes. Using a drive mode switch, operators can engage ECO and EV modes to best suit their driving needs.

With Prius c's ECO mode, the engine's throttle opening is reduced by a maximum of 12% compared to normal operation to reduce energy consumption. Also, the air-conditioning system operates in such a way to help reduce energy depletion and enhance vehicle efficiency. For instance, when ambient temperature rises above a preset level, internal air recirculation is activated to minimize air ventilation loss. Also, the blower fan airflow volume can be reduced to encourage fuel efficiency.

The Prius c also offers an EV mode that allows the vehicle to be driven a short distance using only the electric motor and hybrid battery for propulsion. The EV mode is well suited to situations when drivers seek to reduce noise while driving in residential areas, or limit exhaust emissions within indoor parking structures, for example. The Prius c can drive approximately one mile at speeds under 25 mph on solely electric power.

Vehicle Structure Helps Enhance Handling and Safety
The Prius c's body structure makes extensive use of light-weight, high-tensile steel to help reduce vehicle weight and help improve fuel economy. The use of high strength steel also lends the Prius c a rigid body structure that also helps enhance occupant safety and vehicle handling. The design of the body's front structure helps disperse impact energies around the passenger cabin, directing frontal crash energies around the passenger cabin and through the floor, rocker structures and A-pillar. The body features a side collision structure that utilizes multiple grades of steel to better manage impact deformity in addition to a reinforced center pillar and rocker panel that use 980 MPA grade steel. The Prius c's roof reinforcement structure uses 590 MPA grade steel to help better resist deformation.

Unification of the front crash-box structure with the radiator support, and optimizing the shape of the front cowl improves the torsional rigidity and stiffness of the Prius c chassis, helping enhance front suspension performance. Strategically placed metal reinforcement members are
applied to the rear door periphery and surrounding the rear suspension to improve the rear structure's rigidity under load. Additional reinforcement metal placed around the rear door openings also help improve the vehicle's torsional rigidity. An aluminum rear bumper reinforcement member is used to help increase rigidity between the rear subframe members, reducing weight while helping control flexing of the subframe to improve handling.

The circles and boxes denote area of the Prius c unibody that are supported with sound and vibration absorbing foam.

The Prius c body structure design implements several countermeasures to help mitigate noise and vibration entering the cabin. A spray-type insulation coating is used beneath the vehicle, and its optimal thickness helps realize the best sound insulation benefit with the least weight penalty. The center floor cross member and under floor reinforcement have been joint to contribute to ensuring handling stability and improve sound insulation. Foam materials are also utilized in various sections of the unibody structure such as the A-pillar, the B-pillar and the ends of the rocker panels among other structures

Suspension and Steering
The Prius c shares the suspension design with the Yaris subcompact. The front suspension consists of a Macpherson strut design, and the coil spring and shock-absorber characteristics have been tuned to help stability, flat turning and smooth ride comfort. The front-suspension- bushing characteristics have been tuned to help suppress vibrations transmitted to the vehicle on bumpy roads and help create a flat comfortable drive. A 24.2- mm stabilizer bar is equipped to the front of the vehicle to help enhance turning stability.

The tuned torsion-beam rear suspension helps create enhanced ride comfort and provide a smooth, responsive steering feel. The coil spring and shock absorbers have been tuned to offer a high level of stability, flat cornering and smooth ride while minimizing road vibrations. The thickness of the rear beam member has also been optimized to enhance rigidity and provide greater rollover resistance. The Prius c rides on a relatively long 100.4-inch wheelbase, which also helps enhance the vehicle ride quality.

Prius c is available with 15- or 16-inch wheel and tire combinations. Fuel- efficient tires that offer lower rolling resistance with improved road gripping performance have been adopted. Aerodynamic considerations helped shape the design of the wheels to help reduce wind resistance and improve fuel economy.

The Prius c is equipped with a column- type Electric Power Steering (EPS) system, which offers reduced steering efforts and power consumption with the adoption of an efficient electric motor and reduction gear that increase power assistance. Among the equipment available for the Prius c Four grade are aluminum-alloy 16-inch wheels which are also accompanied by a quicker steering ratio. The ratio yields 2.28 turns lock- to-lock, compared to the 3.02 turns with the 15-inch wheel specification.

The steering column is a lightweight, compact manual tilt/telescopic assembly. The Prius c's driver controls a D-shaped steering wheel that offers additional knee clearance for easier ingress/egress.

Safety
The Prius c is equipped with several active and passive safety elements. The Prius c is equipped with nine airbags, including driver and front passenger Advanced Airbag System, driver and front passenger seat-mounted side airbags, driver and front passenger seat cushion airbags, front and rear side curtain airbags, and driver's knee airbag.

Star Safety SystemTM includes Vehicle Stability Control (VSC), Traction Control (TRAC), Anti-lock Brake System (ABS), Electronic Brake Force Distribution (EBD), Brake Assist (BA), and Smart Stop Technology (SST).

The Prius c is equipped with a Vehicle Proximity Notification System (VPNS). To help the awareness of those around the vehicle, the VPNS will sound when the vehicle speed is above zero and below 15.5 mph, in EV mode or when engine is stopped, and the shift position is not in "P". The warning sound is a continuous polyphonic tone; the tone's sound pitch is coupled to vehicle speed with pitch of the tone increasing with vehicle speed

Peace of Mind Warranty Protection
Toyota's 36-month/36,000 mile basic new-vehicle warranty applies to all components other than normal wear and maintenance items. Additional 60-month warranties cover the powertrain for 60,000 miles and against corrosion with no mileage limitation. The hybrid-related components, including the HV battery, battery control module, hybrid control module and inverter with converter, are covered for eight years/100,000 miles.

The Prius c will also come standard with Toyota Care, a complimentary plan covering normal factory-scheduled maintenance and 24-hour roadside assistance for two years or 25,000 miles, whichever comes first.