Reasons to buy a hybrid -- or not

Story Highlights

There are two reasons to buy a hybrid -- save the world, or save on gas costs.
Your reason for wanting a hybrid will determine whether you should buy one.
If gas prices drive your decision, it could be 2 to 4 years before you break even.
The trim package will determine how soon you recoup paying extra for a hybrid.

OK, it's official: Hybrid vehicles are definitely the wave of the future or at least one of them. With gas prices remaining over $3 a gallon and oil prices up around $100 a barrel, the need to save on fuel -- and fuel costs -- is clearly not just a passing trend. And, of course, concerns about air quality and global warming seem to mount every day.

So, it would seem that this is the right time to take the plunge and buy a hybrid. But first there are some questions you need to ask yourself. One key question is this: Why are you buying a hybrid? Is it to save on gas costs -- or is it to do your part when it comes to cutting back on fossil-fuel emissions, which foul the air and contribute to rapid climate change?

(Picture Left: Ford Escape Hybrid)

That question has been a valid one the last few years, because hybrid vehicles can be more expensive than their non-hybrid counterparts, if you're comparing apples to apples. (That is, if you're comparing two cars of the same size, same equipment levels, etc.)

One school of thought that was advanced a year or two ago is that you pay such a high up-front "premium" for a hybrid that it could take many years before you "break even" on the amount you would save in fuel costs. In that scenario, your incentive for buying a hybrid vehicle would have to be largely driven by a concern for the environment. Which, of course, is not a bad thing. If we're going to clean up the air and reverse the effects of rapid climate change, perhaps that's just the premium we'll all have to pay as we do our part.

But more recently, with gas prices rising even further and hybrid car prices getting closer to non-hybrid counterparts, it is likely that you will recoup that up-front premium in just a few short years.

So we decided to find a couple of experts on the topic, and pose this question: "Why should people buy a hybrid -- for the cost savings, or just for the environmental benefits?"

One such expert is Bill Reinert, the manager of alternative-fuel vehicle development for Toyota, which produces the most popular hybrid vehicle on the road today -- the Toyota Prius.

"First, let's take a look at the fact that the courts have ruled that C02 is a harmful pollutant, and that Congress has also pushed the auto industry to investigate alternatives to fossil fuels, and is considering regulations as we speak," says Reinert. "So it's clear the government is addressing this problem -- how to reduce C02 emissions -- in a fairly aggressive manner. And hybrid vehicles are one of the most effective ways to do that right now. So it's unavoidable that this is going to be a major direction the industry will go in, even if it didn't want to."

Reinert points out that that there are also emission reductions to be achieved in the "total fuel cycle."

"You also have to consider the emissions that are produced when you extract the oil from the well, and transport it, and convert it to gasoline, and get it into the pump," he says. "So when you drive a hybrid, you're also helping to reduce all of those 'upstream' emissions."

Another factor to consider is the urbanization of the world's population.

"At this point in history, half the world's population lives in urban environments," says Reinert. "And although urban areas cover only 4 percent of the world's land mass, they use 90 percent of our resources. So, how a vehicle performs in urban environments is crucial when it comes to the impact on the environment. That's where a hybrid really offers some key benefits.

"In urban settings, you can just shut off the engine and run it in purely the electric mode for six or eight miles -- and that range is going to get better with every generation of hybrids. And this ability is going to go a long way toward reducing or eliminating emissions signatures of automobiles -- which also happens to be a key issue in the development of the lungs of young children in these urban areas."

Which brings us to the cost issue. Trying to calculate how long it will take you to recoup your up-front premium when buying the Prius is problematic, because there is nothing to compare it to. The Prius only comes as a hybrid, so you can't compare it to, say, "a V6 gas-only version" of the Prius. The Prius's MSRP is $20,950 - $23,220, depending on level of equipment, and has a fuel economy rating of 48/45/46 (city/hwy/combined).

However, it is possible to compare a Toyota Camry Hybrid to a "regular Camry."

The Camry Hybrid is powered by a 4-cylinder engine, but for comparison purposes, Toyota spokesman John McCandless claims that, "if you take into account the equipment level of the Camry Hybrid -- and that it has the performance of a V-6 -- the best apples-to-apples comparison is to compare the hybrid to a V-6 Camry LE. Those base prices are less than $2,000 apart -- $23,640 for the Camry V6 LE, vs. $25,000 for the Hybrid."

Toyota reports that the Camry Hybrid's fuel economy rating is 33 mpg city/34 mpg highway. Meanwhile, the Camry V6 gets 21/31 mpg, city/hwy.

For purposes of comparison, McCandless used a combined fuel economy rating, splitting the difference between highway and city mileage.

"So if you drive 15,000 miles a year, and you buy the Hybrid version, you'll be using about 454 gallons a year," says McCandless. "Meanwhile, if you get the V6 LE, you'll be burning 635 gallons a year. At $3.20 a gallon, that's a fuel-cost saving of about $547 a year. So it should take you three or four years to recoup the up-front premium you paid to buy the Hybrid. Plus, you get the satisfaction that you are easing the emission imprint on the planet."

Another popular hybrid on the road is the Honda Civic Hybrid, which can be purchased for even less than the Camry Hybrid. The MSRP of the regular Civic with the 4-cylinder gas engine ranges from $14,810 - $29,500, while the Civic Hybrid's MSRP is a flat $22,600. So, in the case of the Civic, the calculations will depend on what trim level and features you order if you go with the regular Civic 4-cylinder. The Civic Hybrid's fuel economy rating is 45 mpg hwy/40 mpg city compared to 34/26 for the regular Civic.

"The Civic EX [AT] has an MSRP of $19,510 and gets 29 mpg in the EPA combined cycle," says Martin. "The Civic Hybrid has an MSRP of $22,600 and gets 42 mpg in the combined cycle. That's an MSRP price difference of $3,090, and a mileage difference of 13 mpg.

"At an of assumed gas price of $3.20/gallon for 15,000 miles/year, it would ordinarily take a little over 6 years to pay back that difference," he continued. "However, the Civic Hybrid still qualifies for a $1,050 federal tax credit until June. That credit can bring the price difference between the two trim levels to only $2,040. Taking that into account, using the same cost per gallon and 15,000 miles/year, it would only take 3.98 years to pay back the difference."

Another popular hybrid is the Ford Escape Hybrid. The Escape Hybrid's MSRP ranges from $26,330 - $28,080, and its fuel-economy rating is 30 mpg hwy / 34 mpg city, while the regular Escape has an MSRP range of $18,770 - $25,520, and a fuel economy rating of 28/22. At press time, Ford had not yet provided its own "payback-time" calculations.

One expert who extols the virtues of hybrid vehicles -- both for their environmental benefits and cost savings -- is Bradley Berman, the editor of Hybridcars.com who also writes about hybrid vehicles for publications like the New York Times and Business Week.

"Not all hybrids are created equal, when it comes to price, because it depends on what equipment level you're looking at," says Berman. "But if you buy the most fuel-efficient ones, you'll definitely get a return on your premium within a few years."

As for the Prius, Berman points out that "people who are considering a Prius are probably not entry-level buyers who are also looking at a Toyota Yaris or some other sub-compact. They're going to the next tier. They're comparing the Prius to other cars in that price range -- cars that, if they bought them, they'd be spending that extra money on other features and options."

Berman also notes that "the data I've seen, from J.D. Power, and Polk Automotive, show that the customer satisfaction rate among buyers of hybrid vehicles is 80 to 90 percent. And the market penetration of the hybrid vehicles is increasing. Initially, it was just early-adopter types, but now we're seeing more and more people buying them who probably wouldn't have considered them two or three years ago."

Berman also cites the "tech appeal" of the hybrid vehicles. "Hybrids definitely appeal to people who are into 'fun technology'," he says. "If you were one of the folks who went out and got an iPod or iPhone as soon as they came out, and if you use a TiVO instead of a VCR, then you'll probably like the fact that today's hybrids are the most advanced vehicles out there today in terms of electronics. So they have sort of a 21st-Century-Geek appeal," he adds with a laugh.

If you're ready to make the leap into the hybrid-car world and are wondering which one to buy, there are a few factors to consider, says Berman. "One important decision is the size of the vehicle." If you really, really need an SUV-sized vehicle, there are a number of hybrid SUVs that are on the market now or coming onto the market soon," notes Berman. "But even the most fuel-efficient hybrid SUVs aren't as fuel efficient as most of the conventional gasoline-powered sedans, just because of their size, and the size of the engines."

Styling is another factor. "Some people think the Prius is the ugliest thing ever, but others love it. And environmentally-minded folks love the way it looks because the body style calls attention to the fact that it's a 'green' car. But if you're into more conventional styling, the Civic or Camry or Escape might be the way to go."

One key point that Berman likes to make is that today's hybrids "are still essentially gasoline vehicles. The importance of today's hybrids is that they're forming a bridge to future technology -- to what we will see 20 years from now. And it's a symbolic shift away from the gas-burning internal combustion engine. And that's a key, because the facts about climate change and the global oil markets are incontrovertible.

"We definitely need to get off of fossil fuels, and hybrid vehicles of both today and the future are an excellent way to do that."

Taken from AOL, LLC. All Rights Reserved.

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Expert: Head-turning hybrid has good performance

Some car companies just can't leave well enough alone. After all, if you have the best-selling car eight of the past nine years, have projections to sell 420,000 more next year and your new model has won just about every automotive award available, except the Indy 500 Milk Bottle, why would you place the engineering equivalent of a graffiti mustache on it?

Toyota has three reasons for creating a new hybrid version of their wildly popular Camry. First, Toyota is out to retain and expand its reputation for leadership in hybrid technology that started with the "It Ain't Easy being Green" Prius.

Second, the Camry Hybrid sedan joins the new Highlander Hybrid as another model in a long-range plan to develop hybrids to fit all marketing segments.

The third is financial: through innovation, aggressive product development and offering the car shopper a wide choice, Toyota hopes to make more sales.

Completely redesigned to be more declarative and aggressive, the Camry Hybrid, which has an MSRP of $25,200, is described by Toyota as "athletic and elegant," and that it is. Today, despite the fact that thousands of hybrid Camrys are mingling with traffic on our streets and roads, the perception has not become seen-one-seen-em-all.

Although not quite a Maserati Quattroporte, the Toyota Camry can do its fair share of head turning. Its newly-designed semi-sinister (or smiling, depending on your outlook) grille features projector-headlights highlights with a low, ready-to-spring crouch. From there, a sleek, shark-swoop fender line streaks back along gracefully-curved flanks to a naturally-melding high trunk profile which seems to fit the overall design better than the BMW protruding butts. Our test car was a high-luxe metallic white with the sheen of a giant pearl.

Inside the vault-clunking doors, there is 101.4 cubic feet of passenger volume, seemingly room enough for the starting backfield of the Dallas Cowboys. The feeling of spaciousness is enhanced because the huge windshield and cleverly curved dashboard have been pushed considerably forward. The Camry rear legroom is now over 38 inches. Those rear seats now recline eight degrees and have personal reading lamps on the moonroof-equipped models. Add two jet engines and this vehicle could replace six major airlines.

The entire cockpit has a Lexus-Mercedes-Cadillac feel, enhanced by easy to understand and operate buttons and switches that make everything instantly manageable. Even the optional voice-operated navigation system will make a non-direction-asking husband fall in love. Instruments are large, readable and viewable in bright sunlight. Instead of the usual tachometer, there is a constant readout mpg gauge marked from 0 mpg to 60 and then into a range beyond the numbers when the Camry drives without engine power.

The Camry Hybrid we tested didn't miss a stop on the production line, came as well-equipped as any of its top-shelf Lexus relatives. In addition to the companionable voiced navigation system were seating surfaces covered in leather, a multi-position sun/moon roof, 12v plugs, cup holders, multiple storage bins, a display showing outside temperature, estimated range, average speed, average fuel use and trip odometer, a 440-watt JBL audio system, Bluetooth technology for hands-free cell phone calls, and a keyless push button start system for the engine which takes some getting used to.

In short, the Hybrid Camry has all the operational gee-whizzes and touchy-feely gleams and textures one usually associates with much more expensive cars.

But, as they say, beauty is only skin-deep, so after sating ourselves with surface appeals, we went hunting for our top-of-the-list musts: safety engineering, equipment and operation.

Here, the Camry Hybrid takes care of its own and, obviously, yours too.

Like the other Camrys, the Hybrid features dual-stage driver and passenger SRS airbags, seat-mounted side airbags and side curtain airbags, even a driver's knee airbag. Toyota uses their exclusive whiplash Injury Lessening Technology on the front seats. There is also a standard (ABS) anti-lock braking system, Electronic Brake-force Distribution and Brake Assist which applies enough pressure to engage the ABS if the driver has not mashed the brake pedal hard enough in emergencies.

The Hybrid is also equipped with the Vehicle Dynamics Integrated Management System that helps control vehicle traction and stability through throttle control, brake application on individual wheels and even minor steering correction, if needed. Shortly, it would seem, we will all be safer if the vehicles start driving themselves and we can all relax in on our reclined back seats.

But as fetching as the Hybrid looks and as safe as it keeps its occupants, how does it scoot down the road? We set out to see and the going was, as they say, good. On a 78 degree day, on three runs, we got 0-60 mph two-way average times of 8.2, 7.9, and 8.0 seconds. Those 0-60 times compare very favorably to several models in its class.

The dual driving forces behind this surprisingly good performance are the two parts of the Toyota Hybrid Synergy Drive System which carries power between gas and electricity and/or both as needed

The first half of the combined 187 horsepower (same output as the 2006 Camry V-6 3.0 liter) unit is a 147 horsepower, 2.4 litre four cylinder Atkinson-cycle engine (a more efficient engine design) mated to a CVT or continuously variable transmission. The second half is a small, high torque 40-hp electric motor with a small inverter, compact battery and a transaxle, a component that combines the transmission, differential and the drive into one integrated assembly, handling power from both engines.

Because there are times when the gas engine shuts down completely to conserve fuel, Toyota engineers have designed the air conditioning and power steering systems to be driven electrically. There is also an ECO button which can control how much energy is being used by the climate control system.

Also helping the Camry Hybrid accomplish its mpg levels are racing-inspired design elements like wheel spats and underbelly pans which help yield outstandingly low draft coefficients. The slipperier a vehicle is in sliding through the air, the better draft coefficients it has. As examples, the older boxy Volvo 960 had a Cd of .36 while the newer, sleeker model S80 went down to 0.28. The Camry Hybrid has 0.27 Cd.

The EPA estimates 40mpg city/38mpg highway for this new Hybrid. Our experience, including the mini 0-60 mph drag meet, heavy-footed runs along the freeways, shopping mall stop-and-go with lots of air conditioning and general around town cruising, was a bit less with an overall average of 34 mpg. This was generous enough, seemed to us, for a full out, good performing, full sized luxury-type sedan.

If you are still undecided about a Hybrid car and want to wait and see where the industry is headed; whether that is more look-at-me models or me-too versions, Toyota is evidently planning to cover both bases. Word is that the factory fanciers of the Prius look will soon add additional models to the existing four door sedan, including an SUV. Over at the business-as-usual design shop, plans seem to be to just add hybrid technology to existing models and demand and future product planning dictate.

Either way you look at it, Toyota will be offering consumers with more choices and we think the Camry Hybrid is a great one.



By Terry Galanoy taken from CNN/AOL Auto

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Automotive dreams in the queue

In our lifetime we will witness the age of 100 mile-per gallon cars, lifetime headlights and taillights, streaming entertainment and information content, and cars that drive themselves. Actually, all this will be here a lot sooner than you think -- within the next few years.

Here's the stuff of automotive dreams, already on queue for production.

(Picture Top-Left: Mercedes Bluetec Engine)

Engines

Diesels are aiming to be the new hybrids. The problem is, diesel's used to be dirty engines and have had a hard time making any progress in the U.S. market. But new emissions technology solves that, giving these oil burners a clean bill of health in all 50 states.

The high cost of diesels is also coming down to more affordable levels. Look for these cleaner, more efficient diesel engines in the Jeep Grand Cherokee, Volkswagen Jetta TDI; Mercedes' E320, ML320 and GL320 BLUETEC models, Chevy Silverado/GMC Sierra 2500/3500 HD, Dodge Ram 2500/3500 and the Ford F-250/F-350/F-450. Also on the horizon is a diesel powered Honda Accord, set to debut in 2009, which is apparently capable of 52 mpg.

Hybrids are hot now (who's going to argue with 50 MPG?), but they'll be getting hotter as prices in this segment also come down.

J.D. Power predicts 345,000 hybrids will be sold in '07 -- a 35 percent increase over '06. Honda and Hyundai are gunning for the big mileage (and sales) numbers by dropping their smallest engine into their most lightweight chassis (a Honda Fit-sized car and Hyundai Accent respectively). Also look for large models, like the Chevrolet Malibu Hybrid and Saturn's Vue and Aura Green Linemodels to deliver modest fuel savings at practical prices and stylish packaging.

More exciting than both diesels and hybrids is a technology that has gone from theory to aluminum in the last couple of years because of advances in computer technology. HCCI, or homogeneous charge compression ignition (also see more on HCCI here http://www.autoblog.com/tag/HCCI) is a gas engine that acts like a diesel motor.

Like a diesel engine, gas inside the cylinder is ignited through compression and the heat generated by the engine itself. No spark plugs. The result? Diesel economy and efficiency at roughly half the weight and materials cost of a conventional gas engine with no need to treat the exhaust.

GM demonstrated two vehicles fitted with HCCI engines in August. Mercedes wowed crowds even more recently at the Frankfurt auto show with their DiesOtto implementation that merges HCCI technology with a mild hybrid module to produce 238 hp, 295 lb.-ft. of torque and 39 mpg in a vehicle the size of an S-Class sedan. Mercedes squeezed that performance from a 1.8-liter four-cylinder engine.

All of these technologies are stop-gap solutions until the most efficient answer arrives on our shores -- hydrogen. How soon? FreedomCAR, a partnership of the U.S. Department of Energy and the United States Council for Automotive Research, projects that hydrogen technology will be broadly available to the masses by 2015.

On the fuel cell side, Honda has indicated that their new FCX Concept will slide alongside the existing previous-generation FCX already on the road by 2008. GM's Project Driveaway is putting at least 100 fuel-cell powered vehicles in the hands of lucky testers this year, but the hydrogen-powered Equinoxes are not available for sale.

As for hydrogen combustion engines, small numbers are popping up as manufacturers like BMW (see the BMW Hydrogen 7) keep real-world testing and refining concepts, but there are no production plans as of yet. Obviously, both solutions face infrastructure challenges for refueling that are still being worked out.

Until the heady days of hydrogen power are realized, you still have radical alternatives to diesel and conventional hybrids if you want to drive green.

Internet reports abound of home-customized Priuses topping the 100 mpg mark with the advantage of enhanced battery packs and modified software keeping the cars running on electric power far longer than their stock counterparts.

Plug-in hybrids hold the potential to dwarf the fuel economy potential of diesels and hybrids, but cheeky price points, mostly from the cost of hefty battery packs, might be what are holding off production announcements from manufacturers. Not even a date can be pegged to the darling of poster boards, Chevrolet's Volt. While plug-ins are being researched and developed by major manufacturers like Toyota, Ford and GM, the impatient can check out a handful of small companies which offer plug-in conversion kits for hybrids, complete with instructions.

Or the impatient can skip the gas motor all together. The smooth exterior lines and booked solid pre-orders of the Tesla proved that the electric car is far from dead ... it's just pretty expensive.

Miles Automotive Group aims to change that. Their coming XS500, an electric midsize sedan, will arrive in the states in 2008 with a top speed of 80 mpg and a range of 120 miles. The price: $30,000. The XS500 could be joined by a $45,000 electric sport-utility truck and SUV from Phoenix Motorcars sometime in 2009. The SUV and SUT would start with a 130 mile range, a 0-60 time of 10 seconds and a top speed of 95 mph.

Additional models coming to U.S. pavement (or already there) include Zap's intriguing Zap-X, Wrightspeed's blazingly fast Wrightspeed X1, and the very affordable NmG from Myers Motors.

Entertainment

A survey conducted by TRG, Telematics Research Group Inc., reveals that nearly 70 percent of announced upcoming 2008 vehicles for sale in the U.S. will have a Bluetooth communications system either as optional or standard equipment. Navigation systems will be available in 80 percent of coming 2008 vehicles, according to the same survey.

We're at the point where digital entertainment storage systems like Microsoft/Ford's SYNC (See video of SYNC ) and Chrysler's MyGiG (see more on MyGig ) are about to go from super cool to everyday accessories like an iPod thanks to broad introductions that span the luxury segment to value-driven cars like the Ford Focus. What's the next frontier?

Streaming media is one. Supplier interviews conducted by the Center For Automotive Research (CAR) point to 2010 as the year when customized or on-demand content will be streamed to vehicles. That customized content could span the gamut from television programming and movies to important local updates, along with new, far more robust real-time traffic data through two-way communication.

Couple this trend with the fact that vehicle-based digital storage (handy for buffering downloads) will increase and drop in price, and you have a done deal. Almost: CAR notes that the challenge isn't displaying the content, but finding the bandwidth and compression necessary to deliver the programming.

A closer star on the horizon of coming entertainment is HD radio, which is popping up in cars by BMW and Ford this year, and will be added to, at least, the Jaguar XJ and Hyundai's Genesis for 2008.

Using technology licensed from a company called iBiquity Digital, HD radio promises to deliver AM radio in FM-quality sound and FM channels in CD-quality sound, along with accompanying data that will begin with artist, song and station information. Digital radio gives a broader frequency response to channels, transforms AM radio from mono to stereo, and allows for better stereo separation.

Check out (http://www.ibiquity.com/hd_radio/hdradio_experience) to hear the difference. Bob Struble, president and CEO of iBiquity sees next-generation HD radios offering users the chance to buy songs and advertised products or even bring TiVo-like qualities to the radio experience. iBiquity estimates that by 2008 more than 90% of the U.S. population will be reached by HD radio broadcasters.

Safety

The Lexus LS 460 is the first vehicle for sale in the U.S. that can park itself. Audi's dynamic steering system adjusts the driver's steering inputs when the vehicle senses that the handling limits have been reached, even making slight corrective inputs on its own when things are getting out of hand.

The Lane Departure Prevention System on Infiniti's new EX35 manipulates the brakes at individual wheels to help steer the SUV back into its lane when it senses an unintentional drift. Welcome to the brave new world of Active Safety 2.0, where your vehicle humbly offers assistance to keep you out of trouble, in addition to trying to save you when you're in it.

In 2005 General Motors announced that the 2008 Opel Vectra would be the first car to boast Traffic Assist, a system that allows the car to drive itself at speeds up to 60 mph -- even in heavy traffic. The system sees road signs, bends and other vehicles in the road to adjust the car's trajectory and speed according to everything going on around it.

As advanced and capable as the system may be, composed of processors, lasers and a video camera, it won't be offered for sale in the United States, but in Germany. Why? Two reasons: one, we live in the most litigious nation in the world. Two, we Americans, as a mass of consumers, aren't comfortable paying additional price premiums for the safety technology we crave -- we feel it should be included in the vehicle's price.

One coming revolution we'll definitely see is brake-by-wire technology. A brake-by-wire system replaces the hydraulic hardware of conventional brakes with faster-acting and more environmentally friendly electric motors and relays that should be more reliable and take up less space. We're already seeing conventional hydraulic systems get smarter with radar-based augmentations like Mercedes' Brake Assist Plus and Infiniti's Preview Braking by pressurizing the brake system earlier, allowing for a faster response and shorter braking distance when the driver decides to hit the pedal. A fully electronic braking system should further improve on stopping times and distances. Automotive News predicts brake-by-wire systems will surface in 2011.

Whether or not you purchase a vehicle with any, or all, of these trends one thing is certain ... automotive dreams do come true.



By Jon Gromer taken from CNN/AOL Auto

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