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Hybrid Vehicles Toyota Prius What to expect from the next model year Prius
311 messages, Last post on Apr 26, 2009 at 5:43 AM
You are in the Toyota Prius Forum. Your Host is pf_flyer
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Replying to: bksmith1 (May 21, 2008 12:50 pm) Why would you compare MPG of vehicles of different types? That's where the Outback/Prius conversation started. Then I was responding to a 'mathematical' comparison of the Outback vs. Prius safety, which like you say is bogus to begin with, but on top of that the math was bogus. Then there's those that want you to believe that the government is trying to kill us all with faulty safety data. That the worst thing you could do is trust the NHTSA ratings. Its a conspiracy! I doubt that very much. I think of the Prius as among the least likely vehicles out there to be able to AVOID an accident, let alone survive it. Its as stable as a pig on iceskates, with arthritis in the back feet. Fortunately, the best mileage occurs in the city, where high speed crashes are less likely. And both major Prius wrecks I saw this year were on a 65mph highway. |
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Replying to: bigmclargehuge (May 21, 2008 11:09 am) In your quote it talked about the Yukon / Tahoe hybrids. It said nothing about the Prius. That was your own biased interpretation, incorrect BTW. It said '...like other hybrids the Tahoe and Yukon are equipped with regenerative brakes that capture energy normally wasted during braking ....' PERIOD, new subject, IT says nothing about the Prius and LRRT's.
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Replying to: bigmclargehuge (May 21, 2008 12:36 pm) 2008 Prius specs, Gen 2, are 185 / 65 R15 or 195 / 55 R16 depending on model Regarding the NHTSA tests there's a long discussion on the website of the 'Enhancements' needed....Here's a sample Eighty-seven percent of MY 06 vehicles received four- or five- stars for the driver. Consequently, the side NCAP ratings are reaching the point of providing little discrimination between vehicles. Since the fleet has changed both in terms of weight and front end characteristics, and since the side impact occupant protection systems have improved over the years, it is necessary to revisit the design of the side test to better reflect what is occurring in the real world when serious injuries result. Approaches to enhancing Side NCAP • The agency can use NCAP to encourage head protection by using the pole test proposed for FMVSS No. 214 until such time as the rule is fully phased-in. This test would continue to measure performance while at the same time indicate to consumers the importance of good head protection devices.16 Some research will be needed to develop a new rating system. Also, since both the ES-2re and SID-IIs dummies were specified for use in the proposed FMVSS No. 214 pole test, a decision will be made on whether one or a combination of these dummies would be used for ratings in the NCAP program. • Research that focuses on the assessment of the injury mechanisms in a fully equipped side impact air bag and window curtain fleet needs to be conducted. The purpose is to evaluate how serious injuries occur in a fleet fully equipped with inflatable head protection and develop test procedures to reflect these impact conditions. The outcome of this research could be used to further raise the level of side impact protection. More research is needed, as outlined below: • A new barrier test protocol. The research will evaluate the side impact crash conditions that generate serious injuries to the occupants of the struck vehicles in the new fleet. This includes examining vehicle orientation at impact, vehicle trajectory at impact (e.g. barrier impact angle), and impact location. • Increase speed. This strategy would potentially address the serious injuries that occur in the 21-25 mph delta-V range. The 21-25 mph delta-V range has the highest number of serious injuries (5,638) in vehicle-to-vehicle side crashes. • Increase barrier weight, change geometry, and/or modify stiffness characteristics. This is an opportunity to refine barrier characteristics as the fleet changes. It is also a chance to evaluate the different MDB characteristics around the world in hopes of developing one common barrier. This strategy could adopt the IIHS barrier or build on previous research to develop other methods. • Use of new dummies, such as WorldSID. Considerable effort by industry and governments has been devoted to development of WorldSID, a new 50th percentile side impact male dummy. NHTSA is evaluating the WorldSID dummy. If development progresses to the stage that it is ready for incorporation into NHTSA’s test dummy regulation (49 CFR Part 572), inclusion in side NCAP would follow. • Develop additional lateral injury criteria. If new dummies are used, the agency would take full advantage of new dummy capabilities to measure additional lateral injuries. If you read the whole discussion you will see that they state that the test criteria were first set up in the late 70's. A few minor adjustments have been made since then but nearly the entire fleet is 4 or 5 star. |
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Replying to: kdhspyder (May 21, 2008 3:15 pm) Golly Gee you're only 6-1/2 years out of date!!!!! You do realize that since the Gen2 came out there are no such thing as LRRT's on any of the OEMs. How can you make a post like that based on completely inaccurate data? Pretty soon it will be 2004 and you can bring yourself up to date. In your own words you said "none of the Original Equipment Manufacturers used LRRTs." Incorrect BTW. My only interpretation is that you are easily offended by someone who correctly challenges your own limited knowledge and misinterpretation of reference matierial. PERIOD. new subject.
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Replying to: kdhspyder (May 21, 2008 3:43 pm) P195/65R15 P205/55R16 P215/45R17 Yup, all bigger than the Prius tires. And we're on Gen. 10 actually. Maybe thats where you got the wrong numbers quoting the car that was built in 2005. http://en.wikipedia.org/wiki/Toyota_Corolla_E140
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Replying to: kdhspyder (May 21, 2008 3:43 pm) Of course they want to improve year-to-year. How else would they make progress? Like they have over the last 30 years. They have improved, the tests have worked, and cars on average are safer. So they have to up the standards to discern the good from the average. You said it was because they were admitting that people were dying because unsafe cars were incorrectly labeled. That's your own propaganda ministry at work, nothing more. You'll never figure it out. I think somewhere in there you know you're flailing like you have a bag over your head. But if you to stay on the offense to save face... its not gonna work.
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Replying to: kdhspyder (May 21, 2008 3:43 pm) |
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Replying to: bigmclargehuge (May 21, 2008 3:50 pm) However I do see where you might have been confused by the wording. To be precise.... There have been no LRRTs on the Prius model since the end of the Gen 1s in Sept 2003. This subject was about the Prius nothing else. You jumped the Yukon/Tahoe into it somehow and for some unknown reason.
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Replying to: bigmclargehuge (May 21, 2008 3:55 pm) Yes for two months the new Corolla model has larger tires and we'll have to wait for the new Prius model next summer to finish the comparison. But your two original statements were faulty and not founded in fact. That's all I wanted to prove. Just be precise and don't let bias get in the way of a rational viewpoint. |
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Replying to: bigmclargehuge (May 21, 2008 4:02 pm) Congressional interest has also indicated a need for a more comprehensive review of the NCAP. In April of 2005, the Government Accountability Office (GAO) published a report based on its study of NCAP.9 The study examined the impact of NCAP on vehicle safety and investigated opportunities to enhance its effectiveness. The GAO’s general recommendations were that “NHTSA examine the direction of the New Car Assessment Program to ensure that it maintains its relevance in improving vehicle safety, including identifying tests that best address the fatalities occurring on the nation’s roads,” and that “NHTSA enhance the presentation and timeliness of the information provided to the public.” More specifically, the GAO cited the recent abundance of four- and five-star ratings and suggested that pending changes to compliance testing that would render NCAP’s tests less meaningful. It also pointed out that NHTSA must update NCAP to stay current with changes in the characteristics of the fleet. NHTSA generally agreed with GAO’s findings. Reading between the lines for those that need it... The GOA directed the NHTSA to get moving and update its 30 yr old tests because these current tests predict little or nothing. The NHTSA generally agreed with GAO's findings
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