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5290 messages, Last post on Oct 25, 2006 at 8:37 AM
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Replying to: stevedebi (Oct 16, 2006 11:20 am) I don't think so. Diesel fuel contains something like 20% more energy than gasoline. That's a huge benefit but where do you go from there? Hybrids represent the evolution towards electric vehicles that hold far more potential. I'm not sure why the auto manufacturers are so reluctant to offer plug-in hybrids with a minimal 20 mile all electric range. |
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EPA list of 2007 Top Fuel Economy chart
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Replying to: terry92270 (Oct 16, 2006 11:30 am) As I filled up yesterday, I noticed the diesel pump had a sticker saying it was Ultra-Low Sulfur diesel. |
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Replying to: larsb (Oct 17, 2006 8:44 am) |
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Replying to: bamacar (Oct 17, 2006 12:40 pm) I believe the list is based on city mpg, where the Escape was rated at 32mpg. The Fit Auto is rated at 31mpg city. The Corolla Auto is rated at 30mpg city. The Accent Sedan Auto is rated at 28 mpg city. The Rio Sedan Auto is rated at 29 mpg city. The Civic Coupe manual/auto is rated at 30 mpg city. The Elantra Sedan manual/auto is rated at 27/24 mpg city. The Sentra manual/auto is rated at 28 mpg city. |
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Replying to: rorr (Oct 18, 2006 10:37 am)
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Replying to: bamacar (Oct 18, 2006 12:50 pm) Why ask why? Making sense of the government, and how/why they do things is a endless riddle. 
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Replying to: rorr (Oct 18, 2006 10:37 am) |
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Replying to: bamacar (Oct 18, 2006 12:50 pm) That's a good question. Especially when you consider that the EPA acknowledges their current ratings are not representative of actual driving habits. They plan on modifying their methodology for arriving at these figures. The new ratings system will result in almost all vehicles having lower mpg estimates but the biggest impact is going to be on hybrid city ratings. |
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Good Story on Hybrid Mythology 1. You need to plug in a hybrid car. As soon as the word “electricity” is spoken, you think of plugs, cords, and wall sockets. But today’s hybrid cars don’t need to be plugged in. Auto engineers have developed an ingenious system known as regenerative braking. (Actually, they borrowed the concept from locomotive technology.) Energy usually lost when a vehicle is slowing down or stopping is reclaimed and routed to the hybrid’s rechargeable batteries. The process is automatic, so no special requirements are placed on the driver. Car companies explain that drivers don’t have to plug in their vehicles, but a growing number of them wish they had a plug-in hybrid. The ability to connect a hybrid into the electric grid overnight to charge a larger set of batteries means that most of your city driving could be done without burning a drop of gasoline. Can you say 100 mpg? So far, auto makers have been reluctant to bring plug-ins to the mass market, claiming that today’s batteries can’t take the extra demand. Until a car company takes a chance on the great potential of plug-in technology, hybrids don’t require plugging into the grid. 2. Hybrid batteries need to be replaced. Worries about an expensive replacement of a hybrid car’s batteries continue to nag many potential buyers. Those worries are unfounded. By keeping the charge between 40 percent and 60 percent – never fully charged and never fully drained – carmakers have greatly extended the longevity of nickel metal hydride batteries. The standard warranty on hybrid batteries and other components is between 80,000 and 100,000 miles, depending on the manufacturer and your location. But that doesn’t mean the batteries will die out at 100,000 miles. The Energy Department stopped its tests of hybrid batteries – when the capacity remained almost like new – after 160,000 miles. A taxi driver in Vancouver drove his Toyota Prius over 200,000 miles in 25 months, and the batteries remained strong.
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