In a move to chip away at Toyota’s market dominance of hybrid cars, Ford will roll out two new hybrid models in 2012. The no-plug C-Max Hybrid and plug-in C-Max Energi are based on the five-passenger C-Max sold in Europe. In an announcement in June to expand production of the two C-Max hybrids, Ford said it had changed its mind about the seven-passenger gasoline-only version of the Grand C-Max in the U.S and the C-Max will be a dedicated hybrid vehicle. The C-Max Hybrid will arrive in the first half of 2012 followed by the C-Max Energi.

“This is our Prius fighter,” said Ford’s head of global marketing, Jim Farley, during a recent press announcement. “We did a lot of research that suggested having a distinctive shape that is easily recognizable not only helps Toyota sell more Prius hybrids but gives an image benefit to the rest of its lineup.”

Of note, the C-Max Hybrid and plug-in C-Max Energi will both be built on the same assembly lines as the 2012 Ford Focus and Focus Electric at a Ford plant in Wayne, Mich. Also, Ford recently announced that the electric drive transaxles would be produced at another Michigan facility instead of using the current supplier in Japan. Additionally, the lithium-ion batteries for both hybrids will be assembled in a third Michigan plant rather than the existing supplier in Mexico.

About The C-Max

The 2012 Ford C-Max is an American version of the European five-passenger C-Max that shares its underlying global C platform and many key components with the 2012 Ford Focus. “C” refers to an international size class, which in the U.S. falls into the compact class. In Europe, the C-Max is called a multipurpose vehicle (MPV), while most Americans will dub it a hatchback.

Like virtually every car in the category, the 2012 C-Max has front-wheel drive. Front drive positions the weight of the engine and transmission over the wheels that propel the car. That benefits traction on slippery road surfaces and, by placing the powertrain components in the front of the car, provides maximum space for passengers and cargo.

A critical dimension is wheelbase, which is the distance between the front and rear axles and a key factor in cabin space, particularly rear-seat legroom. At 104.2 inches, the 2012 C-Max’s wheelbase is just one-tenth of an inch less than the 2012 Focus, indicating adult rear-seat passengers will have adequate leg room.

In other dimension comparisons, the C-Max is two-inches longer than the Focus hatchback, a fraction wider and, at 63.7-inches in height, is six-inches taller. Space behind the rear seats is 25 cubic feet, and cargo space expands to a generous 60.7 cubic feet with the rear seats folded.

Hopefully the U.S. C-Max will have the clever rear seat arrangement as its European counterpart. The three individual 40/20/40 seats can slide, fold or be removed completely. An optional Comfort feature allows the two outer seats to slide backwards and towards each other to give huge leg and shoulder room while the narrow center seat is folded out of the way.

Styling of the C-Max was created by Ford’s European design group and follows the company’s new “kinetic” styling themes. Ford calls this edgy look “energy in motion.”

Up front, a large, lower, inverted trapezoid grille and small upper grille are becoming signature design elements of Ford cars. Long flowing headlights establish an athletic look and the sculpted hood kicks up at the rear edges adding a touch of sportiness. The outer corners of the bumper boast eye-catching fog lights that direct the eye to prominent front wheel arches. The business end features an upright tailgate and taillight shapes that mimic the headlights.

The profile of the steeply raked windshield continues with a sweeping, coupe-like roofline that ends with a strong-rising C-pillar, similar to the smaller Fiesta. The shape is not only striking, but plays a major role in the C-Max’s aerodynamic drag coefficient of just .30.

Although not confirmed, a look inside the Euro C-Max is an indicator of what to expect when the U.S. C-Max arrives. Like the Fiesta, the same Ford kinetic design language shapes the distinctive features and surfaces of the dashboard, reflecting the dynamic and modern character of the exterior. Center console controls are inspired by modern mobile phones. It’s clear the design is targeted at a generation that’s grown up with all manner of mobile infotainment devices.

C-Max Hybrid

The less-electrified C-Max Hybrid will be the first Ford model to employ the third-generation version of Ford’s hybrid system. It also marks Ford’s first integration of lithium-ion battery technology in a hybrid. According to Ford, lithium-ion designs are 25 to 30 percent smaller and 50 percent lighter, which makes them easier to package in a vehicle, and can be tuned to either increase power to boost acceleration, or to increase energy to extend driving distance.

Ford is light on details, but technically speaking, the C-Max Hybrid is similar to the Fusion Hybrid. Both drivetrains have a high-voltage electric traction motor generator that drives the front wheels and recharges the battery. And both feature an Atkinson-cycle four-cylinder gasoline engine. (C-Max engine size has not been released.) Without delving into details, an Atkinson-cycle engine gives up a little power output in exchange for improved fuel efficiency and reduced emissions.

Ford’s hybrid system is a powersplit architecture design. In a powersplit hybrid, the gasoline engine and electric motor can work together in blended mode or individually to maximize efficiency. The engine also can operate independently of vehicle speed, providing power to the wheels or charging the batteries as needed. The motor alone can deliver enough power to the wheels in low-speed, low-load conditions, and can work with the engine at higher speeds. A planetary gear set transmits the blended output to an electronically controlled continuously variable transmission (CVT) that directs the power to the front wheels.

With updates to the hybrid system, including the new lithium-ion battery pack, Ford says the C-Max Hybrid will deliver better fuel economy than the Fusion Hybrid, which has an EPA-estimated 41 mpg city/36 highway/39 combined. The company is also hinting that the top electric-only speed will be higher than the Fusion’s 47 mph.

C-Max’s direct competitor will be the new 2012 Prius V. While both are four-door, five passenger hatchbacks, the Prius V has a five-inch longer wheelbase that yields eight additional inches in vehicle length. The results are more interior cabin space than the C-Max.

As for fuel economy, to be competitive, the C-Max will have to at least match the Prius V’s EPA-estimated 44 mpg city/40 highway/42 combined. But don’t be surprised if Ford pulls a little fuel mileage one-upsmanship.

Pricing for the C-Max Hybrid has not been announced. But again, to be competitive it needs to be close to the estimated $26,000-$27,000 price of the Prius V.

C-Max Energi

The Ford C-Max Energi applies the technology found in the less-electrified C-Max Hybrid and the Focus Electric and will be the automaker’s first-ever production plug-in hybrid.

Ford says the C-Max Energi’s battery pack will reach a full charge overnight on a 120-volt outlet. The company doesn’t mention the availability of a faster charging 240-volt system, but it is likely the Energi can use the same charger as the Focus Electric which has a four-hour fill-up time. The charge port is the same as on the Focus Electric, with lights surrounding the charge port that light up in sequence to visually indicate state of charge.

The Energi’s lithium-ion batteries are engineered for recharging and extended discharge during all-electric mode, whereas the C-Max Hybrid batteries are designed for shorter surges of electrons. Another difference between the two vehicles is the hybrid batteries are air cooled while the plug-in has a temperature-control circuit for its battery pack.

When the Energi is started, it operates as an electric vehicle until the battery reaches a level that requires charging. It then switches to a charge-sustaining mode and operates in regular hybrid mode.

As with the C-Max Hybrid, Ford is sketchy on details about the Energi and has only provided limited information about the electric drive operation. We recently tested the Prius Plug-In and, with a full charge and using a fairly light foot, we consistently traveled close to 15 miles before the gas engine took over. Top electric-only speed was slightly more than 60 mph. Expect the Energi to closely parallel those numbers.

One number that Ford has thrown out is 500, as in 500 miles of overall driving range using the battery and engine. That’s the most range of any current plug-in vehicle, including the Chevrolet Volt.

Not surprising is a MyFord Touch telematics system tailored for electrified vehicles with specific electric and hybrid information. A novel feature is Brake Coach that helps drivers optimize the regenerative brake system. At the end of each trip it will show information including miles gained from regenerative braking, miles driven and total fuel consumption.

MyFord Mobile app can keep owners connected to their Energi. Free for five years, the app can locate charging systems, show the battery pack’s state of charge, preset charging times for off-peak utility hours and a host of other functions. These can all be done via a smart phone or laptop.

Like the C-Max Hybrid, Ford is mum about the Energi’s price. Best guess is $30,000-$33,000.

Ford’s Electrification Future

Against a backdrop of increased fuel economy standards in the U.S. and tougher European emission mandates, hybrid-electric and pure-electric vehicles will play a significant role in complying with these regulations. The Toyota Prius is king-of-the-hill when it comes to hybrids and Nissan is hoping the Leaf will have that position when it comes to EVs. General Motors has made a splash with the Chevy Volt and Ford; while Ford appeared to be asleep, or at least drowsy, behind the wheel—until now.

Ford says it is tripling production capacity of electrified vehicles through 2013, from a current volume of around 35,000 today. That starts with five advanced battery-powered vehicles planed by 2012: Transit Connect Electric, on sale now; Focus Electric before the end of this year; The C-MAX Energi plug-in hybrid and C-MAX Hybrid will be followed by an additional next-generation hybrid in 2012. Our guess for that model is either an all-new Escape Hybrid or the European Kuga small crossover.

Derrick Kuzak, Ford’s director of global product development, says the automaker is predicting that electric propulsion—conventional hybrids, plug-in hybrids and battery-electric vehicles—will make up anywhere from 10 to 25% of its global fleet by 2025.

Kuzak notes that the electrification technologies have been developed in a manner that will allow them to be adapted for other global platforms. That indicates the likelihood of additional battery-based models from Ford in the not to distant future. We vote for a Grand C-Max Hybrid, and perhaps a plug-in version as well. That would keep the C-Max as a dedicated hybrid vehicle.

The post Ford C-MAX Hybrid appeared first on HybridCars.com.

Ford hit a grand slam two years ago with the introduction of an all-new Ford Fusion Hybrid. It was awarded the North American Car of the Year prize at the 2010 Detroit auto show, named Motor Trend’s Car of the Year, was one of Car and Driver magazine’s “10 Best Cars for 2010” and was given the inaugural Hermance Vehicle Efficiency Award by the publishers of HybridCars.com.

Why did the Fusion Hybrid rack up so many awards? Because the vehicle established a new benchmark in hybrid technology. Marrying a seamless, sophisticated hybrid powertrain to the outstanding Fusion platform – positioned solidly in the middle of the mainstream market – proved to be a winning combination. It’s fun to drive and speaks of refinement all around, from handling and braking through comfort and convenience. And then there was the icing on the cake – class-leading fuel economy of 41 city/36 highway and 39 combined.

But Ford is not resting on its laurels. An all-new 2013 Fusion Hybrid will be in dealer showrooms this fall. It not only ups the fuel economy numbers to an expected 47 city/44 highway, it is blessed with the styling of the gasoline-powered Fusion that auto critics are calling the best-looking midsize car, bar none.

Given that the 2013 Fusion Hybrid arrives later this year, there are no changes for the 2012 Fusion Hybrid.

Correcting the Bad Rap Against Hybrids

“The Toyota Prius and other hybrids are great for eco-geeks who hold fuel efficiency, low emissions and high-tech auto technology as sacrosanct – and all other car features as sacrifice. But drivers looking for a smooth, comfortable ride – with a modicum of style and performance – might as well forget hybrids.” So went the opinion of many auto journalists who historically dinged hybrids for lackluster driving characteristics, squishy brakes, and clunky transitions between gas and electric power. But that was before the Ford Fusion Hybrid, a family sedan that offers 41 mpg in the city – and more importantly, some fun and refinement behind the wheel.

USA Today emphatically stated, “The Ford Fusion Hybrid is the best gasoline-electric hybrid yet.” And Car and Driver said, “High mpg is a hybrid must, but the Fusion interpretation adds a modicum of fun-to-drive, thanks to precise steering.”

From Gas to Electric and Back

Ford engineers did a remarkable job of eliminating the flutter-rumble that many hybrids make when transitioning from gas engine to electric mode. In the Fusion Hybrid, the gasoline engine seamlessly starts up and shuts down “with only the very faintest shudder” according to Automobile magazine. USA Today goes further: “There was no – none, nada, zip – vibration or shimmying in the test car when the gasoline kicked in to help the electric. No other hybrid – not even that $112,000 Lexus – can make that claim 100 percent of the time.”

The Fusion Hybrid – and its sibling at the time, the Mercury Milan Hybrid – were the first vehicles to use Ford’s second-generation hybrid system. Hybrid-electric vehicle systems engineer Gil Portalatin told us that the control logic for the new hybrid system provides much tighter integration of engine operation and power delivery. The new logic goes as far as to vary the engine’s valve timing, fuel delivery, and spark timing to match the power delivered through the electric motor, permitting very aggressive fuel shutdown under light loads. As a result, the Fusion Hybrid’s 2.5-liter four-cylinder engine shuts itself off twice as often as the earlier hybrid design, with the electric system providing more power. In addition, new control logic for the regenerative brakes recaptures up to 94 percent of the braking energy and feeds it to the battery.

Zesty Drive

Enthusiasm from the auto press is also extended to the Fusion Hybrid’s road manners. Car and Driver said, “While most hybrids squeeze the fun out of driving, the Fusion has nicely weighted steering, a nimble chassis, and rides in a controlled, supple manner. You can hustle the car down a back road and get a smile on your face, which is not something one can say about the Camry hybrid.” Automobile magazine wrote, “Yeah, sure, there’s some of that artificialness in steering and braking responses that afflicts all hybrids, but it’s quite benign, and the car really does go down the road quite well. Anyone who’s shopping the Toyota Prius needs to check out this car also.” Nadaguides.com commented that the Fusion Hybrid’s 2.5-liter 4-cylinder engine provides plenty of power for freeway ramps, while hugging the road and offering a comfortable ride.

The combined output for the Fusion Hybrid’s engine and motor is 191 horsepower. In addition to the Hybrid, the 2012 Ford Fusion lineup offers a choice of three different engines: a 2.5-liter inline-four with 175 horsepower; a 3.0-liter flex-fuel V-6 with 240 horsepower; and a performance-tuned 3.5-liter V-6 with 263 horsepower.

The one consistent criticism regarding the Fusion Hybrid’s drive is that Ford exaggerated with its claim that the sedan can go 47 miles per hour, and as much as two miles, in all-electric mode. That requires just the right conditions for acceleration, load, battery charge level, weather – and proper alignment of stars. Unless you exert extreme care to stretch the electric drive, you shouldn’t count on more than a few blocks at relatively low speeds.

Exterior & Interior Design

The entire line of Ford Fusions – including the base S, mid-level SE, well equipped SEL, and the Fusion Hybrid – were spruced up for the 2010 model year. Car and Driver said, “The refresh makes the Fusion sharper looking, particularly since the weird headlamps of the original have been replaced.” Reviewers said the Fusion Hybrid looks like an uplevel Fusion SE or SEL. But not everybody likes the design. Bloomberg wrote, “From the lackluster rims, which look like they’re made of plastic, to the generic sedan shape, the Fusion has no flash whatsoever.”

The interior, especially the high-tech features, gets mixed reviews, but mostly positive. Detroit News said, “The new instrument cluster looks much more sophisticated, and the dash has an easy flow. The touch points are soft, and every inch of the cabin uses high-quality materials. Car and Driver added, “Inside, the Fusion also receives a new instrument panel, redesigned seats, and more stylish trim, although the quality of some of the materials isn’t yet on par with those of the class leaders.”

The Fusion Hybrid offers Ford’s popular Sync voice-activated digital entertainment and integrated mobile phone system. Other options include blind-spot information mounted on the outside mirror, a backup camera screen cleverly hidden in the rearview mirror, cross-traffic alerts when reversing, and real-time traffic and weather through the Sirius Travel Link satellite radio system.

MyKey, added last year, will keep parents at ease when their teen drivers are behind the wheel. It chimes continuously when seat belts aren’t buckled, gives earlier low-fuel warnings, limits radio volume to 45 percent and can sound chimes at 45, 55 and 65 mph.

Standard features include bags, belts, 110-volt outlet, six-CD stereo (instead of the typical single setup), dual-zone climate control, auto on-off headlights, and auto-dimming mirror.

The Fusion Hybrid uses a new nickel metal hydride battery with 20 percent more power, in a package that’s 30-percent smaller. That means the Fusion Hybrid sacrifices only a negligible amount of trunk space compared to the standard version – but not enough to retain rear folding seats, which are not available in the Fusion Hybrid. The Camry Hybrid manages to keep folding back seats.

Fusion Hybrid Comes With Fuel Economy Nag

The 2012 Ford Fusion Hybrid continues with Ford’s SmartGauge technology. Inspired by the Toyota Prius’ hybrid energy/consumption monitor, the SmartGauge goes further by helping the driver to learn specific techniques to achieve higher efficiency. The dashboard interface offers feedback to the driver – both visual and sound. In other words, it actually talks to you.

The gauge cluster is comprised of dual hi-resolution LCD screens to display instantaneous mileage and fuel economy history – as well as key data including battery charge, engine output, and accessory power consumption. One animation depicts a vine of leaves that grows larger as the driver becomes more efficient over time. To prevent sensory overload, the system allows the driver to decide how much information to see, and what can be ignored. That’s critical, because many reviewers believe the fuel economy system is distracting. And others experienced “false alarms” from the cross-traffic alerts.

Economics

If you like the Fusion Hybrid’s more dynamic handling and performance, and smoother hybrid system, compared to the Camry Hybrid, then get ready to pay for it. The 2012 Fusion Hybrid, with a base MSRP of $28,700 is $2,800 more than the 2012 Camry Hybrid LE and $1,300 more than the top line XLE model. Depending on the model, the Camry gets either more or less city fuel economy than the Fusion. Hyundai’s Sonata Hybrid is also several thousands less than the Fusion Hybrid and offers a sleek exterior plus generous interior features. The Sonata Hybrid has worse fuel economy than the Fusion Hybrid in the city, but its EPA-estimated highway fuel economy rating is better than the Fusion.

For reference, Ford’s other hybrid, the Escape Hybrid SUV, is comparably priced to the Fusion at $29,865 and offers fuel economy at 34 in the city and 31 on the highway. (Ford is dropping the Escape Hybrid in March.)

A dilemma is, should you buy a 2012 Fusion Hybrid or wait for the 2013 model with its stunning looks and improved fuel economy?

If you don’t place a premium on the latest styling or technology buy the 2012 Fusion Hybrid, it will serve you well. Plus, you can save money with the expected manufacturer incentives and dealer discounts as inventories of the 2012 model are cleared out to make way for the 2013 Fusion Hybrid.

Wait for the 2013 Fusion Hybrid if you want the advances in fuel economy, high-tech gear and safety features that accompany an all-new design. Waiting will also mean the car’s styling will look current for several years and it will be worth more at resale than the outgoing 2012 model.

Prices are Manufacturer Suggested Retail Price (MSRP) at time of writing and do not include destination charges, taxes or licensing.

This review was originally posted when the Ford Fusion Hybrid was introduced in early 2009.

The post Ford Fusion Hybrid appeared first on HybridCars.com.

After leaving the original RX hybrid series dormant in 2009, Toyota came back in the 2010 model year with the 450h, which offered more power and significantly improved fuel economy. The current model may only be three years old, but with competitors rolling out updated or all-new premium crossovers, it’s already high time for the RX to be refreshed. Mechanically, this is the same vehicle as its previous model.

For 2013, Lexus has given the RX 450h and its gasoline sibling a mild face-lift, revisions to the backside and a modest interior makeover. The RX 450h is available in a front-wheel drive (FWD) model with a base price of $45,910, an increase of $675 over the 2012 model, and an all-wheel drive (AWD) version starting at $47,310, up $465.

Under The Hood

The gas-electric RX 450h features a 3.5-liter V6 Atkinson-cycle engine (a more fuel-efficient version of the conventional four-stroke Otto-cycle engine) that is rated at 245 horsepower and 234 pound-feet of torque. The front-drive model’s hybrid powertrain employs two motor-generators. One is an engine-driven generator that operates as an engine starter and can charge the battery pack or power other electric motors as needed. The second is a 167-horsepower motor that works with the gas engine to deliver power to the front wheels. Total output of this pairing is 295 horsepower. And no, the combined horsepower rating of 295 is not a typo. Peak output for the RX 450h’s gas engine and electric motor occur at different rpm ranges. Therefore, combined power ratings represent peak power delivery in real-world operating conditions and take into account the unique rpm when each peak occurs.

The engine and drive motor are connected to a continuously variable transmission, which is engineered to manage the various sources of power in a way that maximizes the RX 450h’s efficiency. Beyond the engine and the motor, there’s a 288-volt nickel metal hydride battery pack tucked neatly under the second-row seats. When the vehicle brakes, some of the energy is captured and sent to the battery pack.

A third, rear-mounted motor-generator is added on the AWD model to drive the rear wheels. Though the luxury hybrid SUV is an all-wheel drive vehicle, it is not suited for off-road driving. The system does not have a mechanical driveshaft from the front to the rear, and doesn’t require power-transfer gearing. Instead, it simply demands more torque from the rear electric motor as road conditions demand.

Like all Lexus hybrids, the RX 450h can operate in electric-only or gas-engine-only modes as well as a combination of both. Under certain circumstances, a driver-selectable EV mode can allow the vehicle to be driven short distances (read: a mile or so) using only the electric motors. And, with the batteries sufficiently charged, the hybrid system can shut off the engine when the car is stopped, and then turn it on again when the brake pedal is released.

The result of this electronic wizardry when combined with the V6 is an EPA fuel mileage rating of 32/28 city/highway and 30 combined for the FWD model, while the AWD version has estimates of 30/28/29. As for emissions, the RX 400h achieves California’s Super Ultra Low Emission Vehicle (SULEV) certification.

Exterior

The 2013 Lexus RX 450h’s signature styling feature is its sewing spindle-shaped trapezoidal grille that’s already made its debut on the GS sport sedans. The upper grille and slanted lower grille have been combined and integrated into a single element that projects an aggressive frontal design. A new headlamp shape incorporates LED daytime running lights that reflect the Lexus “L” design motif, as do the redesigned combination rear lamps, an as do also the combination rear lamps.

The fastback profile hasn’t changed and the RX 450h continues with pronounced front fenders that flow into the doors, along with integrated rear fender flares that neatly sweep around to pull together the taut rear corners of the vehicle.

Interior

Changes to the interior are subtle, including a redesigned steering wheel that Lexus says has a more comfortable and relaxing grip. The glove box receives new metallic accents and designers squeezed more storage room in the center console. The cabin also gets new Ebony Bird’s-Eye Maple wood trim and available Saddle Leather interior. In addition to ECO mode, for 2013, Lexus added a Sport mode that modifies the steering effort, throttle mapping and transmission shift priorities to provide a quicker response to driver inputs.

Inside, the RX 450h is everything you’d expect from a luxury SUV, but some features you might expect to come standard will cost a little extra. The 450h comes standard with a power tilt/telescoping steering column, a nine-speaker sound system, an interactive information screen, dual-zone climate control and a power liftgate among others. But if you really want the full luxury car experience you’ll have to pay more. Leather seating is now extra; a 15-speaker sound system is available, as are video monitors for blind spots, and most importantly, Lexus’ Remote Touch control system, which is packaged with the optional navigation system.

Lexus believes Remote Touch is the technology that will replace touch-screen consoles, which require too much attention and reach from the driver. With Remote Touch, the driver can navigate the vehicle’s onboard computer using a small touch-activated joystick located at the base of the center console. Though there is a bit of a learning curve, once you get the hang of it remote touch is a revelation.

Like the luxury brand’s other hybrids, the RX 450h’s display screen can display the power flow between the drivetrain’s electric motors, engine and battery. In place of the RX 350’s tachometer is a gauge showing electric motor assist versus battery recharging.

Standard 10-way power front seats are shaped and cushioned for long-haul comfort, and abundant seat and steering wheel adjustments make it easy to tailor a comfortable driving position. Rear seats mimic the fronts’ comfort plus, they slide fore and aft, as well as recline.

Behind the rear seats, the RX 400h has an average amount of space for a five-passenger midsize SUV. It provides 40 cubic feet with the seats up and 80.3 cubic feet with the rear seats folded down.

On The Road

The hybrid powertrain is seamless in operation and the engine stop/start function is imperceptible. Overall, the RX 450h delivers a very quiet and a comfortable, car-like ride. Power delivery is immediate, but smooth, and merging, passing or moving through fast traffic is effortless.

When it comes to handling, the RX is no corner carver. It is a tall, heavy vehicle, with the suspension dialed toward comfort resulting in noticeable body roll, even on gentle curves. In other words, exciting performance is absent.

But the “fun factor” isn’t the whole story when it comes to the RX 450h. Sure it’s what gets people who test drive cars for a living out of bed every morning, but most drivers are looking for something smooth, safe and fuel efficient – qualities the RX 450h has in spades.

And about that fuel efficiency; our 127-mile test drive of an AWD model a couple years back yielded 31.6 mpg, easily beating EPA numbers.

Economics

The RX 450h is quite expensive. The starting price of $45,910 means that the added fuel economy comes at a cost of $6,600 over its non-hybrid sibling, the RX 350. For city driving, this efficiency boost is 14 mpg, on the highway the difference is a much more modest 3 mpg. Even with fuel prices where they are, it may not be possible for this hybrid to recoup its higher cost from its overall efficiency.

For about $1,500 less than the base FWD RX hybrid, a Toyota Highlander Hybrid Limited comes with a host of luxury standard features, including leather seating, which is optional on the 450h. Plus, it seats seven, all-wheel drive is standard and its 28/28/28 fuel mileage rating isn’t that far off the Lexus.

If you’re set on a luxury crossover but sporty performance is more important than fuel economy, check out BMW’s X5. It’s one of the sportiest in the luxury SUV segment, and each of its turbocharged engines packs plenty of punch. Starting at $47,500 the X5 is expensive compared with the rest of the class, but not much more expensive than the Lexus RX 450h.

Want luxury, good handling and above average fuel economy? The diesel-powered Volkswagen Touareg shouldn’t be overlooked. The interior is spacious, comfortable and the quality of the materials and fit and finish are top drawer. The VW’s twin-turbocharged diesel engine spools out 225 horsepower and a massive 406 pound-feet of torque while delivering an EPA fuel economy rating of 19/28/22. Priced starting at $46,875, it’s more fun to drive than the Lexus but not more than the BMW.

Bottom line: There are more powerful, entertaining and attractive means to transport five people and their weekend gear, but that’s not what the RX hybrid is about. It’s about the destination, not the drive. And, finances aside, this crossover appears to have more value as a green, eco-conscious alternative for people with money, who want to do their small part to mitigate climate change or reduce oil dependence.

Prices are manufacturer suggested retail price (MSRP) at time of publication and do not include destination charges, taxes or licensing.

The post Lexus RX 450h appeared first on HybridCars.com.

If you’ve decided your next vehicle will be a hybrid but you don’t want one that stands out like the Prius – and also wouldn’t mind increased luxury and fun-to-drive quotient – the 2012 Lexus CT 200h could be the one for you.

The CT 200h is Lexus’s fifth hybrid offering – the most of any automobile nameplate – and with a combined city-highway mileage of 42 mpg, it is the only vehicle in the luxury segment to top 40 mpg. Since coming on the market last year, while decidedly below the kingpin Prius in sales numbers, it has otherwise ranked relatively well.

Classified as a compact car, the CT (Compact Tourer) is the smallest Lexus at 170.1 inches long, 69.5 inches wide, and 56.7 inches tall. It is built on a version of the platform that also underpins the Scion tC, Toyota Corolla and the larger Lexus HS 250h.

Using the HS 250h’s rear double A-arms, the suspension has been retuned for sportier handling and features a Yamaha front and rear damping system that stiffens the structure and minimizes body vibration.

New For 2012

For 2012 the CT200h is available with two new option packages for the top-end Premium trim: the F-Sport Package and the F-Sport Special Edition. The F-Sport Package includes a tuned suspension, 17-inch wheels, an exclusive mesh grille, larger rear deck spoiler and F-Sport badging. Inside, extra touches include aluminum sport pedals, a leather-trimmed shift knob, metallic trim added to the dash panel and a black headliner.

The F-Sport Special Edition includes the F-Sport Package’s upgrades but with different wheels, Ocean Blue NuLuxe leatherette-trimmed seats, and a TUMI duffle bag and backpack with F-Sport logos. The F-Sport Special Edition production is limited to 900 cars.

Pricing for the CT 200h is unchanged for 2012.

Also new for 2012, all CT 200h models receive an audible pedestrian warning system. As federal regulators study warning sound devices eventually to be made mandatory for electric and hybrid vehicles, Lexus is doing what others are as well and bringing in its version early.

The warning system is designed to help make pedestrians to be aware of the presence of hybrid or electric vehicles traveling at low speeds on city streets and automatically turns off above a certain speed.

Pricing for the 2012 CT 200h is unchanged from 2011: $29,120 for the base model, $31,250 for the premium trim.

Under The Hood

The CT 200h is powered by a version of the Prius powertrain with an efficient Atkinson cycle 1.8-liter four-cylinder engine that generates 98 horsepower and 105 pounds-feet of torque. Combined with an 80-hp electric motor, a generator and a 202-volt nickel-metal hydride battery pack, the series and parallel hybrid system produces a total of 134 hp. A continuously variable transmission (CVT), the only transmission available, directs the push to the front wheels.

Fuel Economy Or Fun?

The CT’s hybrid system features four driving modes: EV, Eco, Normal and Sport. EV mode allows drivers to go all electric for up to a mile – as long as the car is kept below 25 mph on flat paved surfaces (think parking lots). Normal mode brings the CVT into play, allowing the car to respond to changing driving conditions by instantaneously adjusting its gear ratios. Eco mode alters that formula to provide maximized fuel economy for gas-electric driving – slowing cabin cooling, limiting throttle and accelerating battery charging. The Eco mode is where drivers are most likely to achieve the government’s estimated 43 mpg city and 40 mpg highway fuel mileage.

Eco mode offers maximum fuel economy.

The “touring” personality of the car is introduced with the Sport mode which is calibrated toward performance and handling. In this setting, the throttle is cranked up considerably, power control from the battery is increased from 500 to 600 volts and the CT’s electric power steering is adjusted to be more responsive. To liven things up a bit, the stability and traction control systems become less intrusive.

These adjustments obviously cut into fuel economy, but much of the pleasure of owning a car like this isn’t so much the extra performance it provides in all driving situations, but the knowledge that it’s there when you’re in the mood for it.

Does this new system live up to Lexus’s claim that with the CT, “fun-to-drive and hybrid can be used in the same sentence?” Motor Trend’s test drive says, “Lexus quotes a 0-to-60 time identical to the Prius at 9.8 seconds. Despite the not-so-sporty times, no amount of flogging by us journalist types during the drive could get the indicated fuel economy under 34 mpg. Not bad.” The magazine also commented, “The most remarkable thing about the CT 200h is how easy it is to forget that you’re driving a hybrid. Regardless of driving mode, transitions to and from electric power and gasoline power are so seamless that you simply forget they’re happening. Power is plenty adequate in most situations, but can leave you wanting when passing or climbing hills.” Car and Driver reports that, “We think the CT has a nicely balanced chassis, although it is difficult to tell because the stability control kills the fun before any mirth has a chance to materialize, and there’s little power with which to modulate the car’s cornering attitude.”

Exterior And Interior

Placing a big back door instead of a trunk on a small car doesn’t seem very Lexus-like, but the CT 200h was designed for Europe where luxury five-door hatchbacks are becoming a large segment of the market. The question is, will the CT sell in Peoria? After all, American automotive history is awash with hatchbacks that didn’t make it, like the short-lived Lexus IS 300 Sportcross.

In its favor, the CT 200h has strong visual links to the LF-Ch concept Lexus unveiled at the 2009 Frankfurt Motor Show. Athletic styling is highlighted by a slightly raked roofline, while the eye-catching details include the character line streaming down its side and the crease above the rocker panel. In the front, sharp contour lines add extra dimension to the sculpted hood while deeply recessed fog lights give it an aggressive look. In back, the unique-to-Lexus rear-access door straddles the line between hatchback and wagon and has a small, stylish lip that runs through the middle of the liftgate. In true hybrid fashion, the CT has impressive aerodynamics with a coefficient of drag at 0.29, just behind the Prius’s 0.25.

Like the outside, the CT’s cabin also plays off the LF-Ch concept with a two-tiered dash. While the design is untypically stylish for Lexus, it is somewhat spoiled by a drive selector lever that is standard Toyota hybrid equipment and not very sporty in appearance. Switchgear is familiar Lexus offerings, meaning the tactile feel is quality and substance. Of note, when the Sport mode is selected, illumination of the instrument panel changes from blue to red and the left Eco gauge changes to a tachometer.

As for the interior, Popular Mechanics commented, “Drivers will appreciate the CT 200h’s low seating position, rakish steering angle, and fat steering wheel, all of which are decidedly un-Prius-like.” Conversely, Motor Trend had some rather unkind words about the interior design: “The overall design of the dash is unconventional and brings to mind the cockpit of a jet airliner, but it looks as though Lexus has simply dropped in parts wherever they fit with little thought to aesthetics.”

Lexus did a credible job of carving as much space as possible in a compact car. The driver and front seat passenger will find comfortable seating positions and those in back, well, it’s a compact. The 60/40-split rear seatbacks fold forward, providing a flat cargo floor. A retractable cargo cover provides privacy in back, and there’s plenty of room behind the backseat for a week’s worth of groceries. This is the first Lexus equipped with faux leather that the automaker calls “NuLuxe.” Real cowhide is available as an option.

To compete in the compact luxury class Lexus has equipped the CT with all of the desired standard features: keyless entry with touch sensors on exterior front door handles; dual-zone climate control; cruise control; steering-wheel audio controls; heated seats; Bluetooth for phone and music streaming; USB/iPod connectivity; and a six speaker audio system with a CD player. There’s a magnum load of options that can push the $29,120 starting price beyond $40,000: LED headlamps with washers; rain-sensing wipers; dynamic cruise control; backup camera; and a navigation system that uses a mouse-like controller. Surprisingly, the Mark Levinson audio system is missing from the options list.

The expected safety gear includes eight air bags, anti-lock disc brakes with brake assist, electronic stability control and traction control.

Competitors

If you recognize the sensibleness of the hatchback design and want the amenities that the luxury class offers, the CT 200h might work, but a more sporty alternative to consider is Audi’s A3.

The Audi’s TDI clean diesel has an output of 140 horsepower and 236 pound-feet of torque that serves up 42 mpg on the highway – 3 mpg better than the CT 200h. However, its 30 mpg city rating is 13 mpg less for city driving. Starting at $30,250, the additional $1,130 may be worth it if performance and handling are important considerations.

Or, if most of your driving is in town and a hatchback just isn’t your style, the Lincoln MKZ Hybrid should be on your-cars-to-test- drive list. Yes, the $34,755 base price is $5,600 more, but its 41 mpg city (only 36 highway) is close to the CT’s and the MKZ has more room inside, is more comfortable and has way more cargo space.

Then again, there’s the Prius V. Starting at $26,400, it’s a hatchback, has more interior room and offers something the CT doesn’t have, light-emitting diode (LED) headlamps and foglamps. It may not be as sporty as the Lexus, but it does offer something else not available on the CT, the cachet of the Prius nameplate.

Prices are Manufacture Suggested Retail Price (MSRP) at time of writing and do not include destination charges, taxes or licensing.

The comments posted below were posted after this article was originally posted in March 2010.

The post Lexus CT 200h appeared first on HybridCars.com.

Volkswagen has a long history of integrating diesel engines into its lineup and is the leader in bringing modern, clean diesel technology to the U.S. The German automaker currently offers four clean diesel models with sales that total more than all of the other diesel offerings combined. The Jetta TDI (Turbocharged Direct Injection), sedan and SportWagen, is the leading seller, racking up more than 28,000 units through July.

For 2013, the Jetta TDI SportWagen has only minor changes over 2012 models; a leather-wrapped multi-function steering wheel and multi-function display on the S Trim.

Updates for the 2013 sedan TDI build on a series of changes VW began last year that include exterior styling tweaks and new interior appointments. On the outside, the sedan gains chrome grille accents and chrome window trim. Inside now includes power-recline driver and front passenger seats in addition to a leather-wrapped steering wheel, shift knob, and handbrake lever. A new iridium trim enhances the dash and door panels. Later in the model year, the TDI sedan will receive a soft-touch dash.

The top-of-the-line TDI Premium with Navigation trim now includes a six-way power driver seat and new 17-inch aluminum-alloy wheels that differentiates it from the 16-inch standard wheels of other models.

Pricing for the 2013 Jetta TDI sedan starts at $22,990, a $215 increase over the outgoing 2012 model. The SportWagen TDI has a sticker price starting at $25,540, the same as last year. EPA estimated fuel economy for both models is 30 city/42 highway and 34 combined.

Jetta TDI Sedan

The most significant change for the 2011 Jetta TDI sedan was that it received its own platform – it’s no longer a Golf hatchback with a trunk added to the rear end. The car strains the definition of compact, pushing the envelope nearly into the mid-size arena. Its wheelbase grew 2.9 inches, to 104.4 and overall length is increased the same, to 182.2 inches.

By adding nearly three inches to the space that must be negotiated by hips, thighs, knees and toes, VW turned the backseat into adult-ready territory. And the trunk is large enough to handle more gear than any other sedan in the compact class.

The growth was accompanied by a new body-style that continues for the 2013 model year. Tossed was the distinctive wide mouth grille, replaced with a more determined and synchronous face. Rearward of the toned-down proboscis, the look is less Germanic, more generic. While the Jetta is not stirring or striking, it is clean with sharp lines that provide an overall appearance of understated sophistication. It’s a look that outdistances its intended compact car competitors.

The exterior’s contemporary look is carried inside the car, with a driver-focused instrument cluster and uncluttered center stack. When used, switchgear has that solid feeling expected in a German automobile. That said, the cabin is the first place where the bean counters’ influence is noticed – the rich looking, soft-to-the-touch materials of the outgoing model were replaced by shiny, not-so-soft plastic. VW obviously is correcting that.

The inside isn’t the only place where the accounting types had their way with the sixth-generation Jetta. The multi-link rear suspension was replaced with a less expensive torsion-beam design. Those who regularly check the engine’s vital fluids will find the gas struts that hold up the hood are gone, ditto the trunk lid struts, replaced with gooseneck type hinges that intrude into the trunk space.

Jetta SportWagen TDI

The 2013 Jetta SportWagen TDI is basically the same vehicle it’s been for several years, with an underbody structure of the 2005-2010 Jettas. Notwithstanding its own distinct styling, the SportWagen is easily identified as a Jetta family member. The cabin continues with high-quality materials that are noticeably better than the sedan.

Riding on a three-inch-shorter wheelbase, the SportWagen is smaller than the Jetta sedan resulting in a more constricted rear seat area than the sedan. But if you’re buying a wagon you’re looking for cargo room and the wagon boasts 32.8 cubic feet of cargo volume behind the rear seat and 66.9 cubic feet with its rear seat folded. That’s comparable to many crossovers.

There’s a new SportWagen in the works that should show up in fall 2013, and may or may not be named a Jetta SportWagon. It’s expected that there will be shortages of the wagon around the end of the year so, if you like the current edition, buying sooner than later is advised.

For 2013 both the sedan and wagon are equipped standard with remote keyless entry; power windows, locks and outside mirrors; air conditioning; an AM/FM radio with CD player; adjustable front seats; and a tilt and telescopic steering wheel. Most of the usual options are available including a navigation system that includes the new Fender audio system with an SD card slot and iPod integration.

On The Road

Volkswagen provided a Jetta TDI sedan with a six-speed manual transmission for a weeklong evaluation. TDI is a direct injection system where fuel is sprayed directly into each cylinder, rather than into a pre-combustion chamber. A turbocharger and intercooler are also used. Together, these components result in cleaner emissions and better acceleration, the latter due to diesel’s higher-torque characteristics. The 2.0-liter four-cylinder diesel furnishes 140 horsepower and a very healthy 236 pound-feet of torque.

We did three stints with our Jetta TDI to get a reading on fuel economy: We clocked 56 miles on city streets, 241 miles of mostly interstate driving and a fun-filled 137 miles on two-lane back county roads.

During our in-town driving trek I put on my “conservative” driving hat and forced myself to shift gears according to the up-shift arrow on the instrument cluster. Shifting into fourth gear at 30-32 mph, as the arrow directed, was difficult. But apparently the folks at Volkswagen know how one should drive to squeeze out fuel economy because I wrung out 33.8 mpg. (So much for the way EPA arrives at its numbers.)

The following day we topped off fuel two blocks away from Interstate-5 and headed south from Olympia, Washington to Portland, Oregon. On this leg we drove mostly in the right lane and limited speed to between 60 and 65 mph. On the return, far left lane driving seemed more like the natural place for the Jetta and we cruised most of the way at 75-80 mph. We exited where we started and pumped 5.63 gallons of diesel. That’s 42.8 miles per gallon.

Three days later it was time for the turbo to spool up and stay there – and never mind the fuel mileage. There are some marvelous, seldom-used two-lane roads in the South Sound area of Washington State (Olympia/Tacoma). Blacktop surfaces range from silky smooth to almost gravel, with stretches of flat or hilly straight-aways and an abundance of blind corners and off-camber hairpin turns. For most of the 137 miles the transmission was in 3rd or 4th gear, making sure that the 30 to 50 mph posted speeds weren’t exceeded by too much. The 236 pounds-feet of torque produced by 2.0-liter four arrives at 1,750 rpm, proving that you don’t need a large displacement gas engine to have fun. And a 140 horsepower diesel validates that you can have a smile on your face while averaging 32.3 mpg.

The stretched wheelbase improves the Jetta’s ride quality and despite the switch to a torsion-beam rear suspension, the sedan hasn’t lost its taut, Teutonic feel on the road. Steering is tight, well weighted and communicative and the brakes are strong under foot and linear in their response. Cabin noise is at a minimum, even at highway speeds, with less road noise and wind whistle than expected for the class.

On The Green Side

On top of this, super-greenies and energy security hawks can run biodiesel in the Jetta TDI. The Volkswagen warranty only allows a 5 percent blend of biodiesel, but for some, rules are made to be broken – especially when considering the stakes of continuing our national dependence on oil. Biodiesel offers a 100 percent petroleum-free alternative today. (We can’t tell you what to do; let your conscience be your guide.)

These opportunities are only possible because Volkswagen overcame the hurdle of California’s Tier 2, Bin 5 emissions standards. Unlike the Mercedes Bluetec system, which injects urea into the exhaust system to convert NOx to nitrogen and water, the Jetta uses a NOx storage catalyst, which holds the emissions in a reservoir until they can be burned off by the engine. In addition, the common rail fuel injection uses piezoelectric fuel injectors, which permits higher injection pressure than a mechanical system. These clean diesel technologies, developed in partnership with Audi and Mercedes Benz, are a breakthrough in terms of neutralizing emissions and filtering out diesel-related particulates.

Exciting stuff, but when looking at overall low emissions, diesels still can’t compete with hybrids. It’s a big milestone for a diesel to pass California’s Tier 2, Bin 5 standards, but that’s still only about average for a new vehicle. Meanwhile, the squeakiest of squeaky-clean standards is the SULEV, reserved for the Toyota Prius, Honda Civic Hybrid, and a handful of other vehicles including the conventional version of the Volkswagen Jetta.

Diesel-makers will be quick to point out that the difference between Tier 2, Bin 5 and SULEV is negligible—considering that both of these standards are many times cleaner than past generations of cars and trucks. That argument is supported by the federal government’s ruling the Jetta TDI is an “Advanced Lean Burn Technology Motor Vehicle.”

Once upon a time, we all figured exceptional fuel efficiency would be the modern hair shirt—righteous but painful. With the 2013 Jetta TDI, Volkswagen has given lie to dire expectation and delivered a car that not only dispenses that exceptional fuel efficiency, it’s actually a lot of fun to drive.

Prices are manufacturer suggested retail price (MSRP) at time of publication and do not include destination charges, taxes or licensing.

The post Volkswagen Jetta TDI appeared first on HybridCars.com.

CAT-501+ Auto Transmission Cleaner Changer 220V,110V

The transmission fluid inside transmission will go bad after a period of usage of automatic transmission. If the transmission fluid can not be changed completely in time, it may cause the abnormality to the transmission. General auto transmission fluid changer can not control the filling quantity of the ATF as required, the excessive or shortage filling will cause the damage to auto transmission. CAT-501+ auto transmission changer can complete the flush and fluid exchange in 20 minutes for transmission, torque converter and radiator. The fluid exchange rate is nearly 100%.

Feature
Automatic cleaning and oil changing: support semi-automatic, fully automatic cleaning and charging oil function. Set the language guiding operation. Use one-click for any capacity setting and automatic cleaning.
Humanized design: providing the operation of the human interface, daily breakdown tip interface, support multi languages, USB and serial interface of the program and data update feature, special rack, integration module, automatic door and reinforcing wheel. It makes the product is convenient to use, simple and reliable.
Strong compatibility: offers a variety of joint and adapter, Service for ford, Cadillac and other types . Realization the testing for various car brands in Europe, USA and Asia.
Wide test area: this product integrates automatic cleaning, changing and charging functions. Covering ATF 94 and 96, CVT, ATF VI, DSG and DCG types of oil.
Easy maintenance: using high integration module and special collection of oil device, ensure products easy maintenance and more convenient operation.

Specification
Power supply: AC220 ± 10% 50~ 60HZ
Equivalent exchange error: ±100ml
Max Detergent capacity: 1000ml
Temperature sensitivity: ± 1 ℃
Filter presision:5μm
Noise: <70db
Pump consumption: 150W
Dimensions: 700*700*1300mm(L * W * H)
Ambient temperature: -10~+40°C
Relative humidity: ＜85%

The post CAT-501+ Auto Transmission Cleaner Changer 220V,110V appeared first on HybridCars.com.

CAT-501+ Auto Transmission Cleaner Changer 220V,110V

The transmission fluid inside transmission will go bad after a period of usage of automatic transmission. If the transmission fluid can not be changed completely in time, it may cause the abnormality to the transmission. General auto transmission fluid changer can not control the filling quantity of the ATF as required, the excessive or shortage filling will cause the damage to auto transmission. CAT-501+ auto transmission changer can complete the flush and fluid exchange in 20 minutes for transmission, torque converter and radiator. The fluid exchange rate is nearly 100%.

Feature
Automatic cleaning and oil changing: support semi-automatic, fully automatic cleaning and charging oil function. Set the language guiding operation. Use one-click for any capacity setting and automatic cleaning.
Humanized design: providing the operation of the human interface, daily breakdown tip interface, support multi languages, USB and serial interface of the program and data update feature, special rack, integration module, automatic door and reinforcing wheel. It makes the product is convenient to use, simple and reliable.
Strong compatibility: offers a variety of joint and adapter, Service for ford, Cadillac and other types . Realization the testing for various car brands in Europe, USA and Asia.
Wide test area: this product integrates automatic cleaning, changing and charging functions. Covering ATF 94 and 96, CVT, ATF VI, DSG and DCG types of oil.
Easy maintenance: using high integration module and special collection of oil device, ensure products easy maintenance and more convenient operation.

Specification
Power supply: AC220 ± 10% 50~ 60HZ
Equivalent exchange error: ±100ml
Max Detergent capacity: 1000ml
Temperature sensitivity: ± 1 ℃
Filter presision:5μm
Noise: <70db
Pump consumption: 150W
Dimensions: 700*700*1300mm(L * W * H)
Ambient temperature: -10~+40°C
Relative humidity: ＜85%

The post CAT-501+ Auto Transmission Cleaner Changer 220V,110V appeared first on HybridCars.com.

Contact information:

Facebook:amanda@autoltech.com
MSN:autolsale004@hotmail.com
Yahoo ID:chenautolsale004@yahoo.com
Skype:autolsale004

X-431 GDS is a new generation high-end integrated diagnostic products from LAUNCH Company, it fully considered of user”s operation, usage and senses.

Free 2year Update Online

Support Languages : English,Spanish,French,Portuguese

Develop to multi-function module from single function module, and integrated with Wi-Fi communication technologies to make the products more professional, industrial, modular, network and user-friendly, thereby lead automobile troubleshooting into a diversified network era comprehensively.

The main module of this product integrated with display, print and diagnostic, and the remaining function modules are unified form and can be used independently.

Users can purchase any functional modules that they actual needed, each functional module can connect and communicate with the main module via the standard USB.

Feature

1. Network Technology: Supports Wi-Fi wireless Internet communications. It also equipped with an Ethernet port supporting wired Internet connection to achieve high-speed Internet access.

2. Value Added Services: Provides maintenance information, maintenance cases and Internet search service. To achieve main module upgrading by one key, feedback by one key, and searching by one key etc. value-added services.

3. Compliant with the Projector: Provide VGA interface, support for external projector or large screen display extension to achieve 800×600 and 1024×768 two kinds of resolution projector display.

4. Module Design: Adopt modular design concept, and except the main module (includes display, diagnosis, and printing), other modules are unified sizes and appearances to achieve that the customer can purchase each one(s) of their actual need.

5. Powerful Functions: Equipped with car trouble diagnosis, oscilloscope, engine ignition analysis, sensor simulation, and multi-meter functions to achieve a now generation of high-end integrated diagnostic products.

6. Industrial Computer: Introduced the industrial computer standards to car trouble diagnosis to achieve more stable operation and more reliable quality.

7. Unique Appearance: fully upgrade the structure and the appearance, fully account of the user”s experience and the ergonomics, to achieve unique and innovative design.

8. Wide Test Range: This diagnostic software can detect electronic control system malfunction which from Asia, Europe, and the United States etc. to achieve one of the most wide vehicle testing diagnostic instrument of the globe.

9. Quick upgrade: the software upgrades nearly 1,000 times each year to ensure the timely distribution of the software and the function.

The post promotional orignal Launch X-431 GDS 2 years free update appeared first on HybridCars.com.

Contact information:

Facebook:amanda@autoltech.com
MSN:autolsale004@hotmail.com
Yahoo ID:chenautolsale004@yahoo.com
Skype:autolsale004

X-431 GDS is a new generation high-end integrated diagnostic products from LAUNCH Company, it fully considered of user”s operation, usage and senses.

Free 2year Update Online

Support Languages : English,Spanish,French,Portuguese

Develop to multi-function module from single function module, and integrated with Wi-Fi communication technologies to make the products more professional, industrial, modular, network and user-friendly, thereby lead automobile troubleshooting into a diversified network era comprehensively.

The main module of this product integrated with display, print and diagnostic, and the remaining function modules are unified form and can be used independently.

Users can purchase any functional modules that they actual needed, each functional module can connect and communicate with the main module via the standard USB.

Feature

1. Network Technology: Supports Wi-Fi wireless Internet communications. It also equipped with an Ethernet port supporting wired Internet connection to achieve high-speed Internet access.

2. Value Added Services: Provides maintenance information, maintenance cases and Internet search service. To achieve main module upgrading by one key, feedback by one key, and searching by one key etc. value-added services.

3. Compliant with the Projector: Provide VGA interface, support for external projector or large screen display extension to achieve 800×600 and 1024×768 two kinds of resolution projector display.

4. Module Design: Adopt modular design concept, and except the main module (includes display, diagnosis, and printing), other modules are unified sizes and appearances to achieve that the customer can purchase each one(s) of their actual need.

5. Powerful Functions: Equipped with car trouble diagnosis, oscilloscope, engine ignition analysis, sensor simulation, and multi-meter functions to achieve a now generation of high-end integrated diagnostic products.

6. Industrial Computer: Introduced the industrial computer standards to car trouble diagnosis to achieve more stable operation and more reliable quality.

7. Unique Appearance: fully upgrade the structure and the appearance, fully account of the user”s experience and the ergonomics, to achieve unique and innovative design.

8. Wide Test Range: This diagnostic software can detect electronic control system malfunction which from Asia, Europe, and the United States etc. to achieve one of the most wide vehicle testing diagnostic instrument of the globe.

9. Quick upgrade: the software upgrades nearly 1,000 times each year to ensure the timely distribution of the software and the function.

The post LAUNCH X-431 GDS Scanner 2 Yeas Free Update-online with English,Spanish,French,Portuguese appeared first on HybridCars.com.

Contact information:

Facebook:amanda@autoltech.com
MSN:autolsale004@hotmail.com
Yahoo ID:chenautolsale004@yahoo.com
Skype:autolsale004

X-431 GDS is a new generation high-end integrated diagnostic products from LAUNCH Company, it fully considered of user”s operation, usage and senses.

Free 2year Update Online

Support Languages : English,Spanish,French,Portuguese

Develop to multi-function module from single function module, and integrated with Wi-Fi communication technologies to make the products more professional, industrial, modular, network and user-friendly, thereby lead automobile troubleshooting into a diversified network era comprehensively.

The main module of this product integrated with display, print and diagnostic, and the remaining function modules are unified form and can be used independently.

Users can purchase any functional modules that they actual needed, each functional module can connect and communicate with the main module via the standard USB.

Feature

1. Network Technology: Supports Wi-Fi wireless Internet communications. It also equipped with an Ethernet port supporting wired Internet connection to achieve high-speed Internet access.

2. Value Added Services: Provides maintenance information, maintenance cases and Internet search service. To achieve main module upgrading by one key, feedback by one key, and searching by one key etc. value-added services.

3. Compliant with the Projector: Provide VGA interface, support for external projector or large screen display extension to achieve 800×600 and 1024×768 two kinds of resolution projector display.

4. Module Design: Adopt modular design concept, and except the main module (includes display, diagnosis, and printing), other modules are unified sizes and appearances to achieve that the customer can purchase each one(s) of their actual need.

5. Powerful Functions: Equipped with car trouble diagnosis, oscilloscope, engine ignition analysis, sensor simulation, and multi-meter functions to achieve a now generation of high-end integrated diagnostic products.

6. Industrial Computer: Introduced the industrial computer standards to car trouble diagnosis to achieve more stable operation and more reliable quality.

7. Unique Appearance: fully upgrade the structure and the appearance, fully account of the user”s experience and the ergonomics, to achieve unique and innovative design.

8. Wide Test Range: This diagnostic software can detect electronic control system malfunction which from Asia, Europe, and the United States etc. to achieve one of the most wide vehicle testing diagnostic instrument of the globe.

9. Quick upgrade: the software upgrades nearly 1,000 times each year to ensure the timely distribution of the software and the function.

The post Wide Vehicle Testing Diagnostic Instrument LAUNCH X431 GDS New Generation Diagnostic Products appeared first on HybridCars.com.