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Green Car Time Machine - archive articles from Green Car Journal.

Plug-in hybrids are expected to play an increasingly important role in the mission to decarbonize transportation. While many think that interest in PHEVs is a recent phenomenon, that’s not the case since the concept has been intermittently explored throughout automotive history. Real momentum gathered soon after mass-market gas-electric hybrids hit our shores over two decades ago, with some envisioning a huge benefit in evolving hybrids to enable driving exclusively on battery power. Here, we share an article focused on this vision from the Green Car Journal archives, just as it ran 18 years ago.

Excerpted from Fall 2005 Issue: It’s hard to imagine a more gripping state of affairs at the start of the 21st century. A cloud of smog hangs over our cities while the threat of global warming looms ever larger. Oil prices are rising to record highs and while there’s no imminent danger of running out of petroleum, no one knows how long supplies will last. For a final dramatic touch, most of that oil sits beneath the powder-keg that is the Middle East.

A hydrogen hero is on the way, but many worry that we don’t have time to wait, unsure of what happens if oil supplies drop off and we’re caught without a safety net. A growing chorus is clamoring for a near-term solution, something that can be implemented now to significantly reduce oil consumption. The stage has been set for plug-in hybrids.

How Plug-In Hybrids Work

The plug-in hybrid is an evolution of the ‘conventional’ hybrid vehicle. Plug-in hybrids function the same way, assisting the engine with battery power or electric energy captured during deceleration, but take the idea a step further. Increased battery capacity allows plug-ins to rely more on electricity and less on gasoline, extending electric-only driving range and delivering even better fuel economy. The extra electric power is drawn from the electrical grid by plugging into power outlets while a vehicle isn’t being driven.

The virtue of the plug-in hybrid comes to light with some statistics. A majority of Americans live within 20 miles of their jobs and most trips are less than 20 miles long. With an electric-only range of up to 60 miles, daily drives to work in a plug-in hybrid might not require any gasoline at all as long as the battery is recharged each night. For longer trips, the vehicle reverts back to conventional hybrid operation. If plug-in hybrids are ever designed and built from the ground up, rather than being converted from existing models like we’re seeing today, an even smaller engine could improve fuel economy at every stage.

Prius Hybrid a Good PHEV Platform

Though the Toyota Prius is not a plug-in hybrid, it serves as a good platform for a conversion. The California Cars Initiative, a non-profit organization, first built one to show it could be done. The conversion turned out to be so promising that some companies are looking to make a for-profit business out of it.

Engineering firms EnergyCS and Clean-Tech have joined forces to form EDrive Systems, which is developing a conversion kit for the second-generation Toyota Prius. The kit removes the stock Panasonic nickel-metal-hydride (NiMH) battery and replaces it with a Saphion lithium-ion battery from Valence. The new battery adds 170 pounds to the Prius, but also makes about 9 kWh instead of the original's 1.3 kWh. That means there's much more electrical power available to drive the car.

Some careful software tweaks are made to handle the extra power of the hardware. The EDrive system takes advantage of a built-in ‘EV mode’ that forces the Prius to run purely on electric power until speeds reach 33 mph. This ensures that no precious fuel is sapped until the computer deems it absolutely necessary. According to EDrive, in a stock Prius, the batteries would only provide about one mile in this mode; the company’s converted plug-in Prius extends that range to as much as 35 miles.

Drive System for Plug-In Hybrids

To further hold off engine intervention, the computer is told the battery is full until the actual state of charge dips below 20 percent. This bit of misinformation forces Toyota’s Hybrid Synergy Drive to inject as much electric power as possible into the drive system. After the battery is about 80 percent depleted, the EDrive Prius carries on like a normal hybrid and maintains the charge of the battery as needed. Once the EDrive Prius is parked, it’s plugged into an external 110-volt charger that can replenish a fully depleted battery in about seven to nine hours.

Experimental battery pack for plug-in hybrids.

An additional dash-mounted readout precisely meters fuel consumption and displays how far the throttle pedal can be depressed before prompting the engine to start up. It’s a useful tool because driving style matters. Aggressive driving and 75 mph cruising will yield 70-80 mpg, say the EDrive folks, while relatively mellow driving earns well over 100 mpg. Low speed city driving and cruising at 55 mph can reportedly push fuel economy closer to 200 mpg. And when the battery is depleted after 50-60 miles of driving, fuel economy reverts back to the roughly 45-50 mpg of the stock Prius.

EDrive Systems hopes to sell its conversion kit for $10,000 to $12,000 in early 2006. At this cost, EDrive’s market is limited to those with the bucks to support making such a statement, but it’s a start.

Others Working on Plug-In Hybrids

The Prius is not the only vehicle lending itself to plug-in conversion. DaimlerChrysler is working with the Electric Power Research Institute (EPRI) to build 40 plug-in hybrid versions of its Sprinter commercial van for use in demonstration fleets. Electric boost comes from a 70 kW motor positioned between the transmission and clutch, which is fed by a 14 kWh NiMH battery stowed beneath the cargo floor.

Drivers of the plug-in Sprinter hybrid can push a button to put the vehicle in electric-only mode, which is good for a range of about 19 miles. When not selected, the hybrid’s electronic controller alternates power between the vehicle’s diesel engine and electric motor to optimize fuel economy, or combines the two when power demands are high. This plug-in variant is designed for recharging on Europe’s 230 volt network, a task that takes about six hours for a fully depleted battery.

Valence battery for plug-in hybrids.

The stock Sprinter, with its small, 4- cylinder diesel engine, is already quite the efficient hauler with fuel economy as high as 30 mpg. Converted to a plug-in hybrid, DaimlerChrysler says fuel economy improves anywhere from 10 to 50 percent, depending on use. That means up to 45 mpg from a commercial delivery vehicle – simply unheard of in its class. So far, DaimlerChrysler is the only automobile manufacturer producing its own plug-in hybrids.

California Cars Initiative

One of the most notable forces behind the rising profile of the plug-in is Felix Kramer and his Palo Alto-based California Cars Initiative. The group is mobilizing support from fleets, government agencies, and private buyers in an attempt to break the vicious cycle that plagues many new technologies: Motorists won’t buy plug-ins on a large scale unless the price is right, and the price won’t come down until automakers are convinced there will be buyers.

Not content to wait around for the manufacturers, Kramer is looking at other ways to put plug-in hybrids on the road. The plan is to utilize venture capital, set up a Qualified Vehicle Modifier company that could work with automakers in a fully certified capacity, and convert existing hybrid models without voiding original vehicle warranties. In Kramer’s mind, conversion possibilities include Ford’s Escape Hybrid and models using Toyota’s Hybrid Synergy Drive such as the Prius, Highlander Hybrid, Lexus RX400h, and other upcoming models.

The potential of the plug-in hybrid in reducing emissions and oil dependency has put environmentalists and conservative think-tanks in an unusual position: They’re on the same side. Set America Free, the Center for Security Policy, and others have joined electric vehicle die-hards in calling for mass production of plug-in hybrids. Support from former Secretary of State George Shultz and former CIA director James Woolsey lends considerable credibility to the cause.

ED Drive Systems will produce plug-in hybrids.

Plug-In Hybrids and Government

Despite this clamoring, the U.S. government has yet to respond in a big way. An amendment to the massive energy bill recently approved by President Bush allocates a relatively tiny $40 million for hybrid vehicle development, some of which could go toward plug-in hybrids...but there’s no guarantee.

This leaves local government to take charge. The City of Austin, Texas, with help from its municipal utility Austin Energy, has become the first city to develop an incentive plan for plug-in hybrids. ‘Plug-In Austin’ is looking to raise $50-$100 million to provide rebates on plug-in hybrid purchases for public and private use, as well as for running an educational campaign to generate consumer interest. Austin is one of 10 cities that will begin testing DaimlerChrysler’s Sprinter plug-in hybrid next year.

The ‘Plug-In Austin’ campaign is designed to expand to other communities around the country. Representatives from Austin Energy are approaching the nation’s 50 largest cities in an effort to encourage them to replicate Austin’s program. Already, Seattle City Light in Washington state has shown interest in offering customers incentives to buy plug-in hybrid vehicles in the Puget Sound region. Across the country and across the political spectrum, the plug-in hybrid is winning fans.

Professor Andy Frank at the University of California, Davis is an ardent proponent of plug-in hybrids and, having built plug-in prototypes since 1972, is also one of the most experienced. Rather than an intermediary step to hydrogen, Professor Frank believes the plug-in hybrid could be an end in itself. A plug-in hybrid with a 60 mile electric range, like the ones Frank and his students build, reportedly uses only 10 percent gasoline and 90 percent electricity on an annual basis. “That 10 percent of gasoline could be replaced by biofuels,” says Frank, taking an interesting direction that could find gasoline use eliminated altogether.

$7,000 Additional Cost for PHEVs

The possibilities don’t end there. “We have the capability, for the first time, of integrating the electric grid with transportation,” explains Frank. The electrical grid right now has enough excess capacity to support half the nation’s vehicle fleet if they were converted to plug-in hybrids, says Frank. The energy is domestically produced, the infrastructure already exists, and, though much of our electricity today comes from coal-burning powerplants, renewable and non-polluting sources such as wind and solar power could play a larger role. “People don’t think of plug-ins as alternative fuel cars, but they are,” says Frank. “You could be running your car on solar or wind power.”

At less than a dollar per gallon during off-peak hours, when most plug-ins would be recharged, plug-in hybrid drivers would be paying a lot less in fuel costs. As for the extra up-front cost, Frank points to a UC Davis study that shows how automakers could build plug-in hybrids by adding only $7,000 to the price of a $20,000 car. So why isn’t this already happening? Some in the auto industry maintain that battery technology isn’t ready yet, a claim that Frank and others dismiss. More significantly, Frank asserts there’s a general reluctance to invest, with struggling giants in the industry unwilling to take risks unless convinced there’s a good chance that a sizeable return will result.

“What I’m trying to demonstrate is that if a bunch of students can do it, the car companies should be able to do even better.” Andy Frank, the California Cars Initiative, the City of Austin, and many others feel it’s up to them to take the lead in getting the word out and generating demand. With the success they’ve met, and the wide-ranging benefits that plug-ins put within reach, there’s every reason to believe that at least some in the auto industry are paying very close attention.

2017-prius-prime-front-1Toyota’s 2017 Prius Prime aims to fill the needs of drivers who love the efficiency of the ubiquitous Prius but want the added benefit of a plug. As is the case with most hybrids, all-electric drive in the conventional Prius hybrid is limited to very short stretches with light pressure on the accelerator, otherwise it’s running on gasoline-electric hybrid power. The Prius Prime changes this with truly usable battery electric range before resorting back to hybrid propulsion.

Prime is a significant advance for Toyota as the company seeks to establish the highest conceivable standard for a plug-in hybrid, all packaged in edgy sci-fi styling. Think Blade Runner and you’re not far off, but in a clean Zen environment. Three distinct models of the Prius Prime are offered to fit varying tastes, including the Prime Plus at $27,100, the Prime Premium at $28,800, and the Prime Advanced at $33,100.

2017-prius-prime-side-action-1

All Prime models share their silhouette with the Prius Hatchback but with unique front and rear end treatments. Prime is also 6.5 inches longer and just a bit lower and wider than the standard Prius model. To achieve increased front and rear head room, engineers lowered placement of the gasoline engine, electric motor, and seats. An additional benefit Toyota designers targeted was slippery aerodynamics, which they achieved with a coefficient of drag of just 0.25 – lower than most sports cars. Less wind resistance is an important element in achieving Prime’s exceptional fuel efficiency of 54 combined mpg as a hybrid and 133 MPGe when running on battery power. With an estimated driving range of 640 miles, Prime will outrun most anything for distance. EPA estimates an all-electric range of up to 25 miles.

We spent time behind the wheel of a fully-equipped Prime Advanced model on twisty mountain roads and highways to get a feel for Toyota’s new plug-in hybrid. Our test drive included stretches of high speed curves with little traffic, where we found the Prime Advanced doing quite well with good mid-range power while passing on two-lane roads. We’ve driven a friend’s first-generation 2016 Prius Plug-in Hybrid regularly over the past year and found it very efficient, but mundane and cumbersome on our own mountain road. A few fast turns into our drive instilled much more confidence in Toyota’s latest plug-in hybrid as we continued increasing our speed in turns.

2017-prius-prime-tire-detail-1The Prime’s major improvement in handling stems from a much more grounded feeling in turns, a nod to the Prime’s use of independent McPherson strut front suspension and double-wishbone rear suspension, with stabilizer bars front and rear. This is what some of the better-handling sports car utilize for their superior driving characteristics. Another significant change to enhance handling was moving the car’s 287 pound lithium-ion battery to the rear, with the weight transfer making a big difference in balanced handling. The only thing that holds you back from driving faster is the squeal of tires that are primarily designed for fuel economy.

Prime uses all-season P195/65/R15 tires mounted on 6.5J X 15 inch 5-spoke aluminum wheels. There are no optional wheel or tire choices and no spare. For tire repairs there is a repair kit and three years of 24-hour roadside assistance at no charge. Prime’s basic warranty is 36 month/36,000 miles with an additional 60 months covering the powertrain, with no mileage limitations. Hybrid-related components including the HV battery and modules are covered for 8 years/100,000 miles.

2017-prius-prime-engine-1Toyota’s Hybrid Synergy Drive powers all Prius Prime models using a dual motor drive. This dual motor capability did not come with the addition of a second drive motor, but rather repurposing the drivetrain’s motor-generator (MG1) for additional use. In this configuration, a one-way clutch engages both MG1 and the car’s primary electric drive motor (MG2) for motive force, the first time MG1 has been used in this way. During deceleration, regenerative braking recaptures electrical energy through MG1 and stores this energy in the battery for later use. Energy is supplied to the motors via an 8.8 kWh lithium-ion battery pack. The gasoline engine used in this hybrid powertrain is a 1.8 liter, 95 horsepower Atkinson-cycle four- cylinder. Combined, the engine and motors deliver 121 net system horsepower.

For some, the best new feature will be changes in charging requirements. While the Prime’s 8.8kWh battery delivers over double the energy of the previous Prius Plug-In’s battery pack, no special wall charger is needed. Just plug it into a standard 120-volt household outlet and in less than 5 1/2 hours you’ll have a full charge. Toyota recommends a dedicated 15A GF1 outlet for this. Faster charging in under two hours is achieved using a public charger or a 240-volt home charger, if desired.  Prius Prime apps can manage charging, locate charge stations, set climate control, and handle numerous other functions that take advantage of the Prius Prime’s connected capabilities.

2017-prius-prime-plugged-in-1Different operating modes can be selected. EV Auto Mode will automatically rely on electric capability in urban driving and during short trips. Under certain driving conditions such as negotiating steep hills, Prime’s gas engine will kick in to provide additional power. Selecting Hybrid Mode uses the gas engine for primary drive force with supplemental power from the electric motor. Power is transmitted via a planetary-type continuously variable transmission.

The most distinctive styling elements of Prime are its quad LED headlights that give this car its futurist look. These automatically adjust brightness to its environment and oncoming cars. Without a doubt, a Prime will always be readily identifiable at night given its full-width LED rear light panel that follows the shape of the double-wave rear window and spoiler. In fact, the first time you see a Prime on the road at night an immediate impression might be that of a new Lamborghini…the taillights have that kind of styling impact.

2017-prius-prime-rear-detail-1Contributing to the Prius Prime’s overall light weight of 3,375 pounds is a rear hatch made from carbon fiber. This superior strength material is usually only found on exotic or race cars due to its expense. In this application it is used for lightweighting purposes and to make opening and closing the hatch effortless. Rear visibility is enhanced by a full-width glass panel and standard backup camera.

All Prime models feature a four-seat layout with a center console front and rear, with 60/40 folding rear seats. The front console has a handy wireless charging pad for Q-i compatible devices. Auxiliary 12-volt power outlets are provided up front and in the rear, with a USB 2.0 port for iPod connectivity and control standard. The shiny white plastic used for the console has a Star Wars trooper look to it and may be too bright for some tastes. A 4.2-inch gauge panel mounted above the dash is considerably easier to read in daylight than that of the previous model. A heads-up display is available.

2017-prius-prime-cabinThe most obvious interior feature is Prime’s optional 11.6-inch tablet-like HD multimedia screen that’s mounted vertically in Premium and Advanced models. A standard Entune multimedia system provides audio, navigation, and an App Suite. Suffice to say if it’s on the market, Prime has bundled it...unless you want to play CDs. Apparently there is no place for CDs in the future. Audiophiles will be particularly pleased with the Prime Advanced model since it includes JBL audio with 10 speakers and delivers an exceptional concert hall experience.

For those who find parking a challenge there’s the Advanced model’s included Intelligent Clearance Sonar (ICS) with Intelligent Parking Assist (IPA). Once selected, the system’s sonar sizes up an available parking space and reverses the car into the space. Perpendicular spaces are also negotiated, plus it will also steer you out of a parallel spot.

2017-prius-prime-display-1The Prime's Safety Sense P list of standard safety features is as impressive as it is extensive. Prime bundles a Pre-Collision System with Pedestrian Detection and Automatic Braking, Lane Departure Alert and Steering Assist, Full-Speed Dynamic Radar Cruise Control with full stop technology, and Auto High Beams. The Advanced model adds Blind Spot Monitor and Rear Cross Traffic Alert. Also, there are eight airbags for additional driver and passenger safety.

Toyota is out to raise the standard by which plug-in hybrids are measured. They have done so with the Prius Prime by adding leading edge technology systems coupled to a powertrain that is a marvel of efficiency. Factoring in a price reduction in the thousands from the earlier generation Prius plug-in and an expanded 25 mile battery-only driving range, this Toyota model certainly holds appeal for Toyota Prius fans and new converts to a plug-in hybrid society.

2017-prius-prime-instrument-panel-1

2016-toyota-prius-nighttimeToyota’s all-new 2016 Prius promises to deliver the very attributes beloved by its legions of fans over the years with significant technology updates. Its recent reveal in Las Vegas and subsequent release of additional information shows that it clearly is an all-new generation, but one that doesn’t stray too far afield from the familiar design that’s recognizable at a glance. That’s probably a good thing for Toyota since over 3.5 million Prius models have been sold globally, with 1.8 million in the U.S. alone. So…why rock the boat?

Highlights to the 2016 Prius include a more refined exterior design, new double wishbone suspension attached to an all new vehicle platform for enhanced driving dynamics, and an expected 10 percent improvement in mpg. Conceivably, that could move the non-plug-in Prius close to the 60 mpg mark. The new design stretches the Prius 2.4 inches longer than the previous model with slight width and height expansions, all in the name of greater passenger comfort and cargo area.

2016-toyota-prius-powertrain-layoutThe 2016 Prius is based on Toyota’s New Global Architecture, which allows models to share components and platforms for manufacturing efficiencies and cost savings. This new architecture brings tangible benefits like a lower center of gravity, increased body rigidity, and a more responsive suspension package to improve overall handling and safety.

CLOSER LOOK AT NEW PRIUS TECH

The new Prius retains its 1.8-liter engine but it’s been completely re-engineered for improved performance, better fuel economy, size and weight reductions, and a maximum thermal efficiency of 40 percent. Improvement comes partly through a large-volume exhaust gas recirculation (EGR) system and advancements in combustion efficiency.  A redesigned air intake port improves airflow inside the combustion chamber. Coolant passages have been redesigned to optimize internal engine temperature. Low-viscosity oil reduces friction between sliding engine components and friction created by the piston skirts, rotating parts and oil pump has been reduced.

2016-prius-li-ion-batteriesFuel efficiency gains also come from improvements to heating performance. An active grille shutter opens and closes the grille as necessary in response to outside temperatures. The exhaust heat recirculation system has also been improved and made more compact. In yet another nod to efficiency, this recycles exhaust heat from the engine to the coolant to be reused in heaters and warm the engine.

The transaxle and motor have been redesigned to reduce weight. The motor is considerably more compact with a better power-to-weight ratio and offers a 20 percent reduction in mechanical losses through friction.  The new-generation Prius will be available with either new lithium-ion or nickel-metal hydride battery packs with increased energy density. This allows the battery to be relocated beneath the rear seat, increasing cargo space.

2016-prius-tft-displayThere is also a new color head-up display that projects essential vehicle data and alerts on the lower section of the windscreen. A Smart-flow (S-FLOW) air conditioning system improves efficiency by detecting whether the front and rear passenger seats are occupied, adjusting ventilation and heating performance accordingly by minimizing air flow around empty seats.

An optional Toyota Safety Sense package, previously reserved for upscale Lexus products, is available in 2016 and may become standard equipment in 2017. The TSS package includes a Pre-Collision System with Pedestrian Detection that alerts a driver if a collision is imminent. It also brings the car to a halt if a pedestrian is detected ahead of the car while driving under 18 mph.  Full-speed Dynamic Radar Cruise Control will slow or stop the vehicle to avoid collisions as well. A Lane Departure Alert with Steering Assist signals a driver if it senses the car drifting from the lane and also assists with steering input when needed. Automatic High Beam control turns the high beams on and off depending on traffic to enhance nighttime driving.

Toyota’s all-new 2016 Prius is sleeker and more efficient than the current model despite the fact that a first glance delivers that familiar Prius look. For the market the Prius successfully brings into the fold, this is likely a good thing. It is clear that the new Prius, nine years in the making, will continue to be a highly recognizable signpost on the green car highway.

2016-toyota-prius-wind-tunnel

 

2016-green-car-of-the-year-finalistsFive exceptional ‘green’ cars have just been identified by Green Car Journal as its finalists for the coveted 2016 Green Car of the Year® award. These 2016 models include the Audi A3 e-tron, Chevrolet Volt, Honda Civic, Hyundai Sonata, and Toyota Prius.

The magazine points out that this is the strongest field of finalists the annual Green Car of the Year® program has considered, with each nominee making a strong environmental statement in distinctly different ways. All share a common strategy of recognizing what’s most important to today’s drivers through the use of diverse powertrain technologies and their own brand of ‘green’ features. The bottom line: All approaches are essential to achieving today’s important environmental goals, including greater fuel efficiency, lower tailpipe emissions, reduced carbon emissions, and overall environmental improvement while providing satisfying performance and retaining the joy of driving.

Audi A3 Sportback e-tronFINALIST: AUDI A3 E-TRON

The A3 Sportback e-tron is Audi's entry in the hot plug-in hybrid vehicle market. This five-door hatchback uses lithium-ion batteries and a 102 hp electric motor to deliver up to 19 miles of all-electric driving, after which its 150 hp, 1.4-liter gasoline TFSI engine provides power for extended driving in efficient hybrid mode.

2016-chevrolet-voltFINALIST: CHEVROLET VOLT

Chevrolet’s second generation Volt features sportier styling, better performance, and a lighter and more powerful two-motor drive system. The five-passenger, extended range electric now drives up to 53 miles on batteries alone, with its 1.5-liter gasoline powered generator creating on-board electricity to deliver an overall 420 mile range.

2016 Honda Civic Sedan TouringFINALIST: HONDA CIVIC

Now in its tenth generation, the all-new Honda Civic delivers exemplary fuel efficiency in an affordable, conventionally-powered model. The Civic thoughtfully blends hybrid-like fuel economy and appealing style, with an array of desired amenities and advanced electronics that meets the needs of a great many drivers.

MY16 Sonata HybridFINALIST: HYUNDAI SONATA

Hyundai’s stylish 2016 Sonata offers it all with efficient gasoline, hybrid, and plug-in hybrid choices within the Sonata lineup. New this year, the hybrid delivers up to 43 highway mpg and features distinctive styling cues. The Sonata Plug-In Hybrid drives up to 24 miles on batteries with additional range on conventional hybrid power.

2016-toyota-priusFINALIST: TOYOTA PRIUS

The Toyota Prius emerges in 2016 a completely redesigned model, faithfully delivering the attributes expected of an industry-leading hybrid with important design, technology, and efficiency updates. It features a familiar yet bolder exterior and incorporates suspension and other improvements to deliver improved driving dynamics.

GREEN CAR AWARD PROGRAM

Since 1992, Green Car Journal has been recognized as the leading authority on the intersection of automobiles, energy, and environment. The GCOY award is an important part of Green Car Journal’s mission to showcase environmental progress in the automotive field.

The auto industry’s expanding efforts in offering new vehicles with higher efficiency and improved environmental impact mean there is an increasing number of vehicle models to be considered for the Green Car of the Year® program. This is a significant departure from when just a limited number of new car models were considered for the inaugural Green Car of the Year® program, which Green Car Journal first presented at the LA Auto Show in 2005.

During the award’s vetting process, Green Car Journal editors consider all vehicles, fuels, and technologies as an expansive field of potential candidates is narrowed down to a final five. Finalists are selected for their achievements in raising the bar in environmental performance. Many factors are considered including efficiency, EPA and CARB emissions certification, performance characteristics, ‘newness,’ and affordability. Availability to the mass market is important to ensure honored models have the potential to make a real difference in environmental impact.

The Green Car of the Year® is selected through a majority vote by a jury that includes leaders of noted environmental and efficiency organizations including Jean-Michel Cousteau, president of Ocean Futures Society; Matt Petersen, board member of Global Green USA; Dr. Alan Lloyd, President Emeritus of the International Council on Clean Transportation; Mindy Lubber, President of CERES; and Kateri Callahan, President of the Alliance to Save Energy. Green Car Journal editors and celebrity auto enthusiast Jay Leno round out the award jury.

Green Car Journal will announced the winner of the 2016 Green Car of the Year award during press days at the L.A. Auto Show on November 19.

 

I recently climbed out from behind the wheel of a 2013 Lexus GS450h. Fully loaded, this very luxurious hybrid will easily top $70,000 MSRP. And that’s not the most expensive hybrid offered by Toyota’s luxury brand. The LS600h L starts at $119,910.

Back to the GS450h: It’s hard not to be impressed with the car’s performance – delivered via 338 combined horsepower and a 34 mpg EPA highway rating, wrapped in a very stylish sedan with luxury appointments.

That got me thinking about the difficulty of bringing advanced technologies to the automotive market. We sometimes hear complaints that a powertrain or technology breakthrough ‘shoulda’ been out years ago. Truth is, it takes considerable time and money to bring any new idea to market these days. Big breakthroughs take even longer and often require a major capital investment on the part of the automaker.

The Prius is a good example. Toyota bet on a forward-thinking, long-term approach with this iconic gasoline electric hybrid. You can bet that Prius isn’t a profitable platform for Toyota when viewed in traditional automotive parameters. But now with over a million Prius models on the road, ‘Prius’ is used as a generic term when talk turns to hybrids. It’s difficult to measure the green halo that the Prius casts across the entire Toyota brand, but it’s certainly a marketing home run. Toyota has the resources to make that kind of multi-year investment. Many companies, especially smaller startups, need to be profitable early in the game.

That’s why we often see green technology introduced in cars that are much more expensive than the Prius. Both Fisker and Tesla took this approach with their launches working the ledger with high-end models eclipsing six figures. In a blog some six years ago, Tesla founder Elon Musk pointed out that his company’s strategy was to “enter at the high end of the market, where customers are prepared to pay a premium, and then drive down market as fast as possible to higher unit volume and lower prices with each successive model.”

At the time of his blog, Musk’s plan was to follow through with a second model that would be roughly half the cost of the $89,000 Tesla Roadster. As recent history has shown, that $89,000 MSRP ultimately became $111,000, which meant the cost of a more affordable coming sedan would likely be higher as well. That sedan is the highly acclaimed and awarded Tesla Model S. Initially, Tesla is only delivering the limited edition Model S Signature Series at a cost of $95,000 to $105,000. The plan is to next roll out less expensive Model S variants with an MSRP starting at $59,900 with smaller battery packs and shorter, although still exemplary, electric range.

Though battery cost is a prime contributor, this economic reality is not limited to hybrids or electric vehicles. Even clean diesel feels the influence of advanced technology running up cost. A diesel is generally more expensive to produce than a gasoline engine. When you add the cost of federally mandated high-tech pollution controls and exhaust aftertreatment systems, it’s easier to merge clean diesel into higher-end luxury vehicles and more expensive three-quarter ton and larger pickup trucks.

Clearly, the path to vehicles using highly-advanced technology is not a quick or easy one, nor as it turns out, one without cost.

 

Todd Kaho is executive editor of Green Car Journal and CarsOfChange.com

Integrating photovoltaic cells on vehicles is nothing new. In fact, solar-powered race cars have been around for more than 25 years, proving that the power of the sun can indeed provide enough energy to propel a car down the road.

Of course, these cars are ultra-lightweight and plastered with solar cells on every conceivable surface, tasked with carrying just a driver at a constant speed.

While not practical for driving as we know it, they are valuable engineering exercises that helped move the bar in developing electric vehicle efficiencies. Just one example is GM’s Sunraycer solar race car, built under the guidance of the renowned master of efficiencies, the late Paul MacCready of AeroVironment, which won the World Solar Challenge in Australia in 1987.

Lessons learned were applied to the GM Impact electric car prototype – precursor to the GM EV1 – that AeroVironment built under contract for GM and was unveiled by the automaker at the 1990 L.A. Auto Show.

Solar panels were notably integrated on the hood and rear deck of Solar Electric Engineering’s Destiny 2000, an electric car upfitted from a gasoline powered Pontiac Fiero we test drove back in 1994. Today, Audi uses a solar panel on its top-of-the-line A8. Toyota offers an optional Solar Roof package for the Prius.

While some might think these can help power an electric car, their relatively low energy output can realistically do little more than trickle-charge batteries or, more appropriately, power low-demand ventilation systems while an electric car is parked to help keep interior temperatures cooler on hot days without draining the battery.

Today there’s a new champion of solar ingenuity on the road. The Fisker Karma plug-in electric hybrid luxury sedan features probably the most sophisticated solar roof ever offered on a production model, using the world’s largest continuous-formed glass solar panel on an automobile. Not only does it keep the Karma’s interior cool on a hot day, but also supplies electricity to the car’s 12 volt system used for starting and accessories, relieving the high voltage lithium-ion battery system from tapping energy needed for driving. This can increase range, though admittedly a small amount.

To create the large solar panel, 80 small monocrystalline cells are individually hand-laid under automotive safety glass to follow the contours of the roof.  The solar panel has four electrically separate zones, each consisting of 20 cells in series. Each of the four zones incorporates MPP (maximum power point) tracking to optimize power output under various solar radiation angles and partial shading conditions. The splayed solar cell array design maximizes solar ray absorption under various lighting conditions, while the graphic accent running between the cells lends a unique and futuristic appearance.

A Karma driver can choose three solar power modes. In the Charging mode, as much solar energy as possible is stored in the battery. When Climate is chosen, solar power is used to ventilate the passenger compartment to reduce the effects of radiant heating. In the default Auto mode, the Karma will use solar power to maximize energy recovery and usage.

On a typical day, the solar panel supplies 0.5 kilowatt-hours of electricity. When used for battery charging, Fisker says over the course of a year that translates to maybe 200 emissions-free miles. That’s free energy, for sure. But how meaningful is that in the scheme of things? Like others before it, the Karma’s solar roof – with its imposing look and obvious green credentials – is a step in the right direction, showcasing innovation and yet another way to embrace renewable energy. It is an environmental friend, with benefits…but it’s hardly a statement that solar powered, highway capable cars are upon us. Still, free energy is, well…free energy…and we like it.