2013 Buick Regal To be Outfitted with Mild Hybrid eAssist as Standard

It takes a lot of money and time to develop and produce hybrid cars and electric vehicles, but that's not to say regular gasoline cars can't benefit from some of their technology.

Mild hybrid technology is a cost-effective way of improving the gas mileage of a car using a fairly simple electric motor and battery setup.

That's the approach Buick is taking, when it equips its 2013 model-year Buick Regals with eAssist.

The 2.4-liter gasoline Regal will use the system, that pairs a small lithium-ion battery pack with a small electric motor, to assist the engine. That will allow it to achieve an estimated 36 mpg on the highway, under the EPA cycle.

That's an improvement of 5 mpg over the 2012 Buick Regal 2.4, and raises combined economy from 23 mpg to 29 mpg, or enough to save around $450 in gas each year on the EPA's 45 percent highway, 55 percent city, 15,000 mile estimate.

eAssist is already available on the 2012 Buick LaCrosse luxury sedan. Tony DiSalle, U.S. vice president of Buick Marketing, explains that “Buick is committed to increasing innovation across the lineup,"

"By making the advanced eAssist powertrain standard on a second vehicle, we are putting the spotlight on smart technology" he adds.

Buick hasn't yet announced an on-sale date. Pricing for the 2013 Buick Regal eAssist is also yet to be confirmed.



Source: Green Car Reports

Chevrolet Malibu Eco with eAssist goes on sale in Q1 2012; estimated 37 mpg highway

Malibu Eco with eAssist. Click to enlarge.

The 2013 Chevrolet Malibu Eco with eAssist will be the first model of the new 2013 Malibu lineup to reach dealer showrooms in North America, starting in the first quarter of 2012. The 2013 Malibu Eco is the first Chevrolet vehicle to feature eAssist, GM’s light electrification system already introduced in the Buick lineup. Along with specific aerodynamic enhancements, it achieves 12% greater highway fuel economy than current models equipped with the 2.4L engine; GM estimates highway fuel economy of 37 mpg US (6.4 L/100km).

The eAssist system consists of a 32-cell, 0.5-kW lithium-ion battery, an electric motor-generator and next-generation Hydra-Matic 6T40 six-speed transmission. The system’s electric motor-generator is mounted to an Ecotec 2.4L four-cylinder engine, in place of the alternator, to provide both motor assist and electric-generating functions through a revised engine belt-drive system. The motor-generator is a high-performance, compact induction motor that is liquid-cooled for increased performance and efficiency.

The air-cooled 115V lithium-ion battery is integrated into a power pack located in a compartment between the rear seat and trunk. The compact power pack weighs only about 65 pounds (29 kg), and allows rear access to the trunk via the split-folding rear seat. Trunk space is slightly reduced from 2011 models, but still offers 14.3 cubic feet (405 liters) of storage. An electric fan cools the power pack, drawing air from a vent located in the package tray, behind the rear seat.

The induction motor-generator bolsters the engine with approximately 11 kW (15 horsepower) of electric power assist during heavy acceleration and 15 kW of regenerative braking power. This power capability enables the battery to capture energy during regenerative braking for improved fuel economy.

e Assist technology also allows for a numerically lower 2.64 final drive ratio. Significant internal transmission changes to clutch controls and hardware provide reduced spin losses while improving shift response and time. The added electric power provided by the eAssist system allows for higher gearing to improve steady state efficiency without impacting acceleration performance or driveability. The system’s ability to provide some electric assistance at cruising speeds allows the driver to accelerate lightly or ascend mild grades without the transmission downshifting. Automatic Grade Braking keeps the transmission in a lower gear when decelerating or coasting on a downgrade, helping to improve brake wear performance.

An auxiliary, electric-driven transmission oil pump is added to the 6T40, which keeps the transmission primed and the fluid flowing when the engine shuts down at a stop.

The system also enables the Ecotec engine to shut down fuel delivery in certain deceleration conditions, which saves fuel. While in fuel shut-off mode, the motor-generator unit continues spinning along with the engine to capture regenerative braking power and provide take-off power when the driver presses on the accelerator. Then, as the vehicle comes to a stop, the motor-generator unit spins the engine, bringing it to a stop and positions it for a smooth and seamless restart.

Malibu Eco’s eAssist system is mated to an Ecotec 2.4L direct-injection four-cylinder engine and next-generation six-speed automatic transmission. The 2.4L engine features dual-overhead cams, direct injection, continuously variable intake and exhaust timing and electronic throttle control, as well as a lightweight aluminum cylinder block and cylinder head. It is rated at an estimated 182 horsepower (134 kW) and is a variant of the same engine recognized as one of Ward’s Ten Best Engines in 2010.

A power flow display in the driver information center—or the center console screen when equipped with the navigation system—indicates in which of the following modes the Malibu Eco is operating:

• Battery charging: the eAssist motor is charging the high-voltage battery when the vehicle is slowing.

• Electric assist: the eAssist motor is providing electric power boost to the engine.

• Auto-Stop: the vehicle is stopped, the engine has automatically shut off and is ready to automatically restart when needed.

Driver-selectable modes include Eco mode, which maximizes the frequency and duration of Auto-Stop; and Comfort mode, which reduces the frequency and duration of Auto-Stop to maximize cabin comfort.

Aerodynamic improvements. Click to enlarge.

Engineers removed about 60 counts of wind drag from the 2013 Malibu’s design, compared to its predecessor. Malibu Eco is among the first vehicles in the midsize segment with a standard fuel-saving, active shutter system. Located in the lower grille, the Malibu Eco’s active shutter system automatically closes airflow through the lower intake opening when air intake is least needed.

When closed, the shutter system enhances aero performance by redirecting airflow around the front of the vehicle and down the sides, rather than through it. The shutter is open or closed based on engine coolant temperature and speed. For example, the shutters open when the car is traveling up a hill, pulling a trailer, or in hot city driving; the shutters close at highway speeds when less engine cooling is required.

Other aerodynamic features on the Malibu Eco include:

• Dual-port grille upper is closed to redirect air flow up and over the hood;

• Outside rearview mirrors designed to maximize efficiency;

• Tail lamps shaped for aero performance without design penalty;

• Four underbody panels cover approximately 50% of the lower portion of the vehicle and provide a cleaner airflow path beneath the vehicle.

The new Malibu is also the quietest Chevrolet yet, according to GM. To achieve that, interior engineers used road testing, sound evaluation tools and vehicle components to reduce, block and absorb noise from entering the cabin. Some of the contributors to its quiet driving experience include:

• Malibu’s stiff body structure and isolated engine cradle help reduce noise and vibration from being transmitted to the interior.

• The wind tunnel-tuned exterior has a low coefficient of drag; a low drag count of .30 Cd (Eco model) helps reduce wind noise to what GM expects to be a segment-best 33 decibels.

• Air leakage into the passenger compartment, a primary noise source for all vehicles, is expected to be the best in the segment, at about 20-25 cubic feet per minute.

• A 5.4-mm acoustic-laminate windshield and 5-mm acoustic-laminated front door glass reduce wind noise by about 3 decibels when compared to conventional tempered glass.

• Sixteen expanding-foam acoustic baffles are placed strategically in cavities throughout the body structure. The foam expands when the body passes through the drying oven in the paint shop, filling the cavities to restrict or eliminate sound paths.

• Liquid-applied sound deadening and melt-on sound deadening materials are used on the floor pan.

The Malibu Eco carries an MSRP of $25,995, including a $760 destination charge. The new Malibu is Chevrolet’s first global midsize sedan and will be sold in nearly 100 countries on six continents.

Source: Green Car Congress

2012 Buick LaCrosse With eAssist - Mild Hybrid

We drove the prototype, and liked it. Now we've driven the real thing. We still like it.

In this case, "it" is the 2012 Buick Lacrosse with eAssist, the only four-cylinder model that Buick offers in its Lacrosse large luxury sedan.

While large Buicks aren't known for their gas mileage, this one is rated by the EPA at 29 mpg combined--no, that's not the highway number--which is higher than most of its non-hybrid competition.

Over a weekend road test of 270 miles, we got an overall gas mileage of 30.2 mpg--on our usual route, which is about two-thirds highway and one-third around-town and suburban driving.

All fours are hybrid

For 2012, all four-cylinder Lacrosse models come standard with eAssist, the name Buick has applied to the second generation of GM's belt-alternator-starter mild-hybrid system.

2012 Buick Lacrosse with eAssist, front fascia with aero shutter

The new version of the system powers the electric motor-generator from a small lithium-ion battery pack, mounted at the base of the trunk toward the rear seat.

For better gas mileage, the eAssist version of the Lacrosse also comes with active grille shutters to lower its aerodynamic drag at speed.

In practice, this means that the engine in the Lacrosse with eAssist switches off when the car is stopped, then restarts as soon as the driver's foot starts to lift off the brake pedal.

Restarting, adding power

That's the only benefit Buick chose to show in its introductory ad for the Lacrosse with eAssist, but there's another benefit to the system's more powerful 15-kilowatt (20-hp) electric motor as well.

The motor not only starts the engine, but also contributes added electric torque to the engine when a little more power is needed. In practice, this means the car's six-speed automatic transmission needs to upshift less.

That allows the 182-horsepower, 2.4-liter engine to continue running at lower, more economical speeds--not to mention making the Lacrosse slightly smoother and quieter in use.

36 mpg highway

The net result is much better fuel economy. The EPA rates the four-cylinder 2012 Lacrosse at 25 mpg city, 36 mpg highway, for a combined gas mileage figure of 29 mpg.

2012 Buick Lacrosse with eAssist, Catskill Mountains, October 2011

That's remarkable for such a large near-luxury sedan, and it's far better than the 19 city, 30 highway, and 23 combined of the 2011 model using the same engine, but without the eAssist system.

Though hybrid near-luxury sedans are hardly their own category, likely competition for the 2012 Lacrosse hybrid includes the slow-selling Lexus HS 250h (35 mpg combined) and the Lincoln MKZ Hybrid (39 mpg combined).

Buick also suggests the Acura TL (23 mpg combined), though we think that car's performance leanings and urban and high-tech audience isn't particularly a match for probably Lacrosse buyers.

So as not to scare those buyers, Buick refers to the Lacrosse eAssist system as "light electrification," and it tends to avoid the dreaded H-word in its marketing for the car. Wouldn't want anyone to think it was a Prius, now, would we?

A large sedan

To be honest, the 2012 Buick Lacrosse--with or without eAssist--is not a vehicle we particularly relish driving. It's a surprisingly large sedan, weighing almost 2 tons and stretching 16 and a half feet long.

Buick teaser of 2010 LaCrosse

And the proportions of the cabin from behind the wheel felt a little oversized for our six-foot driver, with the armrests on the door and console just a bit too far apart. In other words, this seems to be a car for large Americans.

The styling features a big toothy chrome grille, slab sides, and unusually low-mounted door handles.

Sitting low down inside

The window openings are short, the beltline rises toward the rear, and occupants sit low in the car, meaning outward visibility isn't great. Five-foot tall rear-seat occupants may not even be able to see out their windows.

From the inside out, in fact, the base of the windshield pillars creates a blind spot that's so large we almost missed an approaching bicyclist. The thick pillars are second only to those of the Chevy Volt in blocking outward vision, and we'd like to have a stiff word with GM's safety engineers about them.

That said, the 2012 Lacrosse is a comfortable and very quiet place to travel, especially if you're in the habit of racking up highway miles.

Minor stumbling

While the eAssist system is almost imperceptible, the drivetrain occasionally stumbles on quick transitions among acceleration, regenerative braking, and the standard friction brakes.

The alternator-starter both drives and is driven by the engine crankshaft, through a special and complex pulley-tensioning system, and once in a while the driver can feel it working.

It was especially noticeable under light engine loads and when the car was moving downhill. But we don't think the occasional stumbling will be a huge impediment to enjoying the car, especially since it may stand out simply because the Lacrosse is so quiet.

The transitions are far less noticeable than in the Hyundai Sonata Hybrid and 2011 Kia Optima Hybrid we've driven, however--showing that the more generations of a hybrid system the automaker has built, the better the blending gets.

Mess of black buttons, noisy electric brake

While our three-day drive was mostly comfortable (and did we mention quiet?), the 2012 Buick Lacrosse has some notable flaws.

2010 Buick LaCrosse

Our first impression after getting behind the wheel was that the dashboard is a confusing mess of small black buttons, switches, and knobs. We counted 43 of them, some with multiple functions depending on which way they were rocked.

We happened to drive the subcompact 2012 Chevy Sonic just a week apart from the Lacrosse, and found its controls--with rotary knobs, bright colors, and a far more intuitive layout--far, far better than those of the Lacrosse. A Buick Regal we drove earlier this year had the same issue as the Lacrosse.

The one exception to the prevailing hush, both at idle and on the road, was a remarkably noisy electric rear parking brake. Engaging and disengaging it produced a noticeable and not-all-that-pleasant electric whine from somewhere to the rear of the car.

Don't Buick drivers use mobile phones?

Finally, the lack of convenient interior storage was nothing short of shocking. The driver had access to a pair of cupholders, one pull-out door bin, and a cubby in the console.

2010 buick lacrosse first drive inset 1

That's it. No tray for mobile devices, no overhead compartment for sunglasses, nothing large and flat enough to hold an old-style road map.

Does Buick think its drivers don't own mobile devices, perhaps?

With delivery, $30,820 or more

The eAssist system is not offered with the optional all-wheel drive system in the 2012 Lacrosse, which is only available with the far thirstier 3.6-liter V-6 engine (16 mpg city, 26 mpg highway, 20 mpg combined).

The base price of the 2012 Buick Lacrosse with eAssist is $29,960, plus a mandatory $860 delivery fee.

As tested, our car with the Premium I group was base-priced at $32,440 and had a bottom line of $36,685 including delivery. That included $600 for the Entertainment Package, including the AM-FM-XM stereo with CD player, an 11-speaker Harman/Kardon system, and a 120-Volt power outlet.

On top of that, the Driver Confidence Package added $1,440 for adaptive high-intensity discharge headlamps (which were excellent), a blind-zone alert system, and the heads-up display (also very good). Finally, the Navigation system with backup camera added another $1,345.

Source: Green Car Reports