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.

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An electric car is powered by an electric motor instead of a gasoline engine. The electric motor gets energy from a controller, which regulates the amount of power—based on the driver’s use of an accelerator pedal. The electric car (also known as electric vehicle or EV) uses energy stored in its rechargeable batteries, which are recharged by common household electricity.

>> Take a quick tour of electric cars you can buy today (or very soon)!

Unlike a hybrid car—which is fueled by gasoline and uses a battery and motor to improve efficiency—an electric car is powered exclusively by electricity. Historically, EVs have not been widely adopted because of limited driving range before needing to be recharged, long recharging times, and a lack of commitment by automakers to produce and market electric cars that have all the creature comforts of gas-powered cars. That’s changing. As battery technology improves—simultaneously increasing energy storage and reducing cost—major automakers are expected to begin introducing a new generation of electric cars.

Electric cars produce no tailpipe emissions, reduce our dependency on oil, and are cheaper to operate. Of course, the process of producing the electricity moves the emissions further upstream to the utility company’s smokestack—but even dirty electricity used in electric cars usually reduces our collective carbon footprint.

Another factor is convenience: In one trip to the gas station, you can pump 330 kilowatt-hours of energy into a 10-gallon tank. It would take about 9 days to get the same amount of energy from household electric current. Fortunately, it takes hours and not days to recharge an electric car, because it’s much more efficient. Speaking of convenience, let’s not forget two important points: charging up at home means never going to a gas station—and electric cars require almost none of the maintenance, like oil changes and emissions checks, that internal combustion cars require.

Electric motors develop their highest torque from zero rpms—meaning fast (and silent) zero-to-60 acceleration times.

Note: In the illustration, we show the relative features of electric cars and gas-powered cars. However, it doesn’t have to be an “either-or” situation. Plug-in hybrids offer many of the benefits of electric cars while mitigating most of the drawbacks, such as limited driving range.

1New and Upcoming Electric Cars

Just as the major car companies were crushing their electric car programs in 2004 and 2005, the perfect storm was brewing on the horizon: Hurricane Katrina, growing acceptance of global warming, runaway Prius sales, oil price spikes, green marketing galore…The major auto companies went right back to the drawing board and emerged with big plans for electric cars.

The following companies have announced intentions to produce electric vehicles, but have not discussed specific vehicle details: Volkswagen and Peugeot Citroën.

2Limited Run Electric Cars

Not content to follow the slow timelines from the major car companies, a number of entrepreneurs have taken the bold step of building mainstream highway-capable all-electric vehicles. The payoff could be big—but the logistical hurdles, such as federal highway crash testing, are daunting and very expensive. Those costs will get passed on to customers—those that are willing to wait for months or years for innovative companies to roll out models even in small quantities.

The poster child of the independent electric car movement has been Tesla Motors. When the company launched, it promised to reinvent the auto industry in the mold of a Silicon Valley start-up—and leave Detroit in its dust. After hitting a number of potholes—product delays, boardroom discord, and major operating losses—the company emerged looking good. An investment from Daimler, a $465 million government loan, and a potential IPO, add up to cash and momentum for the electric car start-up.

Within the Limited Run category, a number of companies are converting existing gas-engine models into electric vehicles:

Also, limited runs of the following all-electric sports car are extremely limited: the UEV Spyder, Mullen L1x-75, UK’s Lightning and the Venturi Fetish, selling for about $75,000, $125,000, $200,000 and $300,000 respectively.

3Low-Speed and Three-Wheel Electric Cars

Aptera 2e

The arduous road to delivering a new highway-speed electric vehicle to the market can be bypassed in two primary ways: limiting the electric vehicle to three wheels (so it can be legally classified as a motorcycle) or limiting the vehicles legal top speed to 25 miles per hour (so it can avoid highway crash testing). Those strategies lower the “barrier to entry,” opening the gates to scores of fledgling companies offering some mighty funky machines. It’s a long list, so we’ll keep our descriptions to a minimum. We’ve also eliminated companies that do not provide a base-level of information about products and prices—and products not directly selling in North America.

4Discontinued and Rare Electric Cars

The most promising recent period for electric vehicles was the 1990s—at least it seemed so at the time. In September 1990, the California Air Resources Board mandated that 2 percent of all new cars sold by major automakers in California would be “zero emission” vehicles by 1998—growing to 10 percent by 2003. That sent automakers scrambling to produce electric vehicles for the mass market. Obviously, things didn’t work out as planned. (See “Who Killed the Electric Car” for details.) Very few units were ever produced, and nearly all of them were destroyed. The remaining units are extremely hard to find and very expensive.

Did we miss a crucial electric vehicle? Are our facts straight? Let us know so we can keep this page complete and up-to-date. Thanks.

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As soon as the second-generation Prius arrived on the scene in 2003, the Civic Hybrid was cast in its role as runner-up in the hybrid world. It’s true that the Civic Hybrid is not quite as fuel-efficient, not quite as comfortable and roomy, and not quite as powerful as the Prius. But the gas-electric Civic, like Rodney Dangerfield, deserves more respect than it receives.

In fact, it’s the Civic Hybrid’s un-hybrid-like looks and sticker price that makes it such a compelling proposition. Prius buyers usually spend at least a couple thousand more dollars to buy Toyota’s celebrity hybrid than those who drive off with a Civic. And yet the Civic’s 40-mpg in the city and 43-mpg on the highway, places it right next to the Toyota Prius as two of the three vehicles with average fuel economy in the 40s. The other is the Prius look-alike 2011 Honda Insight.

No Significant Changes For 2011

Honda is on the fourth generation of its integrated engine/motor hybrid design. The system combines a 1.3 liter iVTEC 4-cylinder engine with a 20-hp electric motor to deliver a total of 110 hp. The nickel metal hydride battery pack has a 158 volt output. In addition to turning the engine off at stops, the Civic can save fuel by de-activating all of its cylinders and cruise under electric motor power alone in some circumstances. With the electric motor attached to the engine’s crankshaft, the engine never stops turning when the car is moving, as it does in the Toyota and Ford hybrids, but it can shut off the fuel supply and valves, which has a similar effect. Also, the engine uses eight spark plugs to allow greater flexibility with the firing order for more complete combustion of fuel in the cylinder. Add an improved battery pack and regenerative braking from the previous generation to produce a hybrid with Advanced Technology Partial Zero Emissions status.

In August of this year, Honda issued a “technical service bulletin” for model years 2006 through 2008 Civic Hybrids. Addressing an issue that could cause batteries to wear out sooner than expected, Honda informed owners to bring vehicles into dealerships to fix a software flaw. Some owners experienced disappointing mileage after receiving the fix. Model years 2009 and 2010 were not included in the software update.

Exterior

The Civic Hybrid looks almost identical to the conventional gas-powered sedan, which was redesigned—to rave reviews—for the 2006 model. Honda has made few changes to that winning design.

Check out that windshield. It sweeps up from the hood with 23.9 degrees of rake. That’s more than any Honda ever built, more even than that uber-sports-car, the Acura NSX. Honda accompanies that bold stroke with abbreviated front and rear overhangs and fenders that cling to the tires with a 50-millimeter gap—narrower, says Honda, than those on a 5 Series car from BMW. A-pillars are virtually over the front wheels, and the large front doors make it easy to get in and out of the car. Motor Trend commented. “When the latest-generation Civic first hit the market, many were surprised by its unusual styling. But the Civic’s looks have proven a hit with buyers and…Honda decided not to mess with success.”

Interior

The long, sloped windshield produces an especially deep dashboard, and designers used that real estate to try something different. They came up with a two-tier dash with upper and lower gauge pods. The top level, in line with the driver’s view above the steering wheel, features a digital speedometer, fuel gauge and engine temperature readout. In the lower tier behind the three-spoke steering wheel is the tachometer, fuel economy readout, and a hybrid gauge—showing how much the hybrid batteries are being recharged (via regenerative breaking) or being used to assist the gas engine. An Idle-Stop indicator flashes when the gasoline engine has completely shut down to prevent burning fuel when the vehicle is at a stop.

In the dark, the gauges glow an unearthly shade of blue, prompting some to dismiss the two-level dash as a “Star Wars” solution. Frankly, though, it’s time for a certain generation to shove over; a new group, with new tastes and expectations is here. To satisfy them, the Civic Hybrid is loaded not just with cool lights, but also with useful technologies. The audio system accepts MP3 and WMA formats. XM Satellite radio and Bluetooth hands-free phone connectivity is part of an available navigation system.

While the Civic Hybrid scores high points for style, finish and ergonomics, the cabin doesn’t rank as well for cargo space and comfort in the back seat. The rear-seat legroom was cut by 1.4 inches with the 2006 redesign, making it cramped when loaded with three adults. The Honda Civic Hybrid has 10.4 cubic feet for cargo space. To make room for the hybrid system’s battery pack, Honda has eliminated the rear folding seats on the Civic Hybrid. As a result, storage of long objects cannot be shared between the trunk and the back seats. And, USA Today noted, “Gooseneck hinges on the trunk lid swing down and in, swiping cargo room and possibly pinching your luggage. Plenty of rivals use hinges that fit in the gutter around the trunk opening, avoiding the luggage compartment.”

Standard equipment is on par with the gas-powered Civic’s top EX trim level. The Hybrid comes with: power windows, outside mirrors and locks with remote keyless entry; automatic climate control; tilt-telescoping steering wheel with controls for audio: and cruise control and a 100-watt AM/FM/CD six-speaker sound system.

Honda equips every Civic with anti-lock disk brakes with brake-force distribution, electronic stability and traction control and a full complement of airbags, including curtain-style bags. The Advanced Compatibility Engineering (ACE) body structure weaves the front end’s major structural and suspension elements into a web of components that absorbs the energy created by a front-end collision and directs it away from the cockpit.

On The Road

The Civic Hybrid doesn’t stray too far from its gasoline cousins. It is relatively nimble and tightens up nicely for confident maneuvers at higher speeds. While it certainly won’t win any stop-light drags, once up to speed it’s a solid, smooth performer on city streets and on the highway as well. In a world where economy cars are often just driving appliances, this hybrid is actually fun to drive: it’s peppy, agile and responsive, and you might even find yourself looking for places to go with it.

There’s more. The ride is solid but comfortable without being numb, with less road noise and wind whistle than expected for the compact-car class. It is, simply, a pleasurable car. USA Today commented, “Like gasoline Civics, the hybrid test car had a sturdy, tight feel, as if it were modeled after a sport sedan. It didn’t have the slip-slidey feel you can get when trying to push a Prius briskly through corners. Thus, the Civic was more fun to drive in the normal-to-brisk end of the scale.”

Economics

For 2011, the Civic Hybrid has a suggested retail price of $23,950, up $150 from 2010. A leather-trimmed interior package that includes heated front seats adds $1,200 as does the navigation package. Combine the leather and navigation package and the sticker price is $27,150. In comparison, the Toyota Prius III, the most popular 2010 model with fuel economy rated at 50 miles per gallon in combined city/highway driving, starts at $23,800 and includes satellite radio and Bluetooth. The Prius IV with leather trim makes a considerable jump to $26,600 and a navigation system that includes a backup camera (not available on the Civic Hybrid) retails for $2,380.

Even though the price comparison between the Civic Hybrid and Toyota Prius tips the scale toward the Prius with its better fuel economy, the Civic Hybrid will satisfy shoppers who value the Honda Civic for its reliability and contemporary look, but really want a hybrid. And, if the Prius design is not your cup of tea, and you can live with a compact rather than a mid-size sedan, then the Honda Civic Hybrid is worth a little respect and consideration.

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

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Hyundai is working on a new hybrid-only model to directly compete against the Toyota Prius. “We are studying a dedicated Prius-fighter vehicle, meaning a hybrid-specific nameplate that isn’t based off a Sonata or a Santa Fe,” Miles Johnson, Hyundai product public relations manager, told HybridCars.com. “It’s its own thing.”

While Johnson did not confirm a specific production date, he placed the new hybrid-only model ahead of the Hyundai Blue Will plug-in hybrid concept. “We’ve also been studying plug-in hybrid technology, which is a bit farther out for us. But the near-term would be a Prius-sized vehicle,” Johnson said. “You can look at the dimensions of the Blue Will concept and see it would be a similar package and size to a Prius.”

Automotive News last year reported that the four-door Blue Will will launch in the United States in late 2012, according to Yang Woong-Chul, president of Hyundai-Kia Motors’ R&D division. Although the date for the Blue Will plug-in hybrid could easily slip into 2013 or later, the implication is that a new Hyundai hybrid-only model could go into production in the next two years.

Moving Target for Green Top Spot

“A hybrid vehicle usually takes double the time of a standard production car, and a plug-in even more than that,” Johnson said. “Think about how long GM has been spending on the Chevy Volt. It doesn’t happen overnight, but we’ve got some good partners with LG Chem on the batteries.” Johnson downplayed the reality of the Blue Will plug-in hybrid as “just a concept car,” but pointed to a Hyundai “Prius-fighter” as more immediate and real. “We have a lot of engineers working quietly behind the scenes. We’re really moving as fast as we can.” Both projects are being developed at Hyundai’s Namyang design center in South Korea.

Honda made its own attempt at knocking the Toyota Prius off the top spot on the green mantle when it introduced the 2010 Honda Insight last year. But the company was not successful. The 2010 Insight is almost a carbon copy of the Prius—but is smaller, uses a less robust hybrid system, and is less fuel efficient and not significantly less expensive.

Hyundai will take a different approach. We can look at the shape and design of the Blue Will—which employs Hyundai’s “fluidic sculpture” concept—for cues on the shape of a new Hyundai hybrid-only model. Johnson said the Blue Will was like “fluidic sculpture on steroids.” So, tone down all the flourishes and gadgetry to predict the design direction of a new ground-up Hyundai hybrid.

Toyota sells more Priuses than all other hybrids combined. It will be difficult for any other carmaker to pass the Prius strictly in terms of sales, but by the time Hyundai introduces its Prius-fighter, the Toyota Prius might no longer be the green car to beat. The Chevy Volt plug-in hybrid and all-electric Nissan Leaf, which respectively use little or no gasoline, will be in full production next year. In addition, Toyota will be competing against itself for top green honors when it introduces the plug-in version of the Prius in 2012. The key question, of course, is price. It’s too early to tell how low Hyundai is willing to price a new hybrid-specific model—but it will have to keep the price tag at $20,000 or lower if it wants to undercut the red-hot competition for green affordability.

The Highway Hybrid

In terms of technology, a new Prius-like Hyundai likely will follow the direction of the Hyundai Sonata Hybrid, due for release in late 2010. That model uses Hyundai’s proprietary full hybrid system with lithium polymer batteries. Great pains were taken to reduce weight and improve aerodynamics in the Sonata Hybrid. An original platform should allow Hyundai to go even further. Moreover, Hyundai is emphasizing efficiency in highway driving instead of city driving.

Some hybrid drivers have been disappointed when real-world mileage does not meet the MPG numbers on the window sticker. Hyundai executives expect to earn customer loyalty by configuring and calibrating its hybrid system to emphasize faster driving, mostly on the highway. “We’re trying to delight our customers so when they see what’s on an EPA label on a Hyundai vehicle, that number is actually achievable,” said Johnson.

According to the Environmental Protection Agency’s most recent fuel economy report, Hyundai is the most fuel-efficient automaker in America. Last year, Hyundai’s leadership promised to achieve the government-mandated 2016 fuel efficient standard of 35.5 miles per gallon by 2015 or earlier. “As a company, about five years ago, the chairman came out and said we need to have laser-like focus on quality. We’ve done that,” Johnson said. “Now, you’re seeing a new focus on design and the environment.”

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After years of taking a wait-and-see approach to plug-in hybrids, Toyota yesterday officially announced its plans to produce and market a plug-in version of the Prius in significant quantities. According to Executive Vice President Takeshi Uchiyamada, the company will sell “several tens of thousands” of plug-ins a year globally beginning in 2011.

The announcement comes as other global automakers, most notably General Motors and Nissan, intensify marketing efforts to promote their plug-in cars, which go on sale in late 2010. By the time the Toyota Prius Plugin Hybrid becomes widely available, consumers will have at least three choices from major global automakers for cars that primarily drive on batteries charged at home or work. The top three reasonably priced plug-in cars will represent a range of costs and electric driving range.

The most expensive is likely to be the Chevy Volt, a plug-in hybrid offering up to 40 miles of all-electric range before an on-board engine sustains the batteries charge for an additional 300 miles. The Volt is likely to sell for about $40,000.

The pure electric Nissan Leaf will offer 100 miles of driving range, so 100 percent of its driving will be electric. As an electric car, rather than a plug-in hybrid, the Leaf will not have an engine, and therefore will be limited in range to about 100 miles before needing to be recharged. It’s expected to sell for about $32,000.

The Toyota Prius Plug-in Hybrid will likely be the least expensive, perhaps in the high-$20,000s, but will offer the least all-electric range, approximately 14.5 miles at speeds up to 60 miles per hour. (Previously, Toyota said the Prius Plug-in would have an all-electric range of 12 miles.) Short commutes could be zero emissions, but the Prius Plug-in Hybrid will rely on its gas engine more than the other vehicles—although it will be fully recharged more quickly.

All three of the vehicles will be eligible for tax credits, as high as $7,500. The Prius Plug-in Hybrid, which will use a 5.2 kWh lithium ion battery pack—compared to the Leaf’s 24 kWh pack and the Volt’s 16 kWh—will not qualify for as high a tax credit as the other vehicles.

Electric cars from Ford, Mitsubishi and others will also be in the running.

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Prius Plug-in Hybrid plug

In the race for electric and plug-in hybrid cars, Toyota will be able to leverage its commanding lead in conventional hybrids. In September, the company announced that cumulative global sales of the Prius topped 2 million units—far more than all other hybrid cars combined. Yet, GM, Nissan, Ford and others recently have taken aggressive steps to take a leadership role in the next generation of alternative vehicles, the plug-in hybrid and electric car. Toyota’s announcement about the Prius Plug-in Hybrid indicates that the company will not easily relinquish its market advantage—and perhaps more importantly, its image—as the leader in green cars.

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As winter storms tear through the Midwest and New England, new hybrid drivers are getting their first taste of hybrid driving in frigid weather. The twittersphere is chirping with tweets like, “The Prius and blizzards do not mix!” And “Prius in the snow, not working for me. Any advice?”

For years, some Prius drivers have been complaining about and discussing traction problems in the snow, especially when trying to drive up a steep incline. The conversations usually turn toward the issue of snow tires. Folks driving in tundra conditions, and hypermilers willing to put in extra effort, go even further with techniques such as blocking the grille opening.

Besides traction issues, the biggest complaint is a decrease in fuel economy. In this case, a little bit of common sense goes a long way. All vehicles—not just hybrid cars—get less mileage to the gallon on cold winter days. By most accounts, the drop-off in efficiency is somewhere between 10 and 20 percent. If you’re driving a 15 mpg SUV, you might not notice the drop to 13 mpg. But, if you’ve come to expect 50 mpg from your Prius, and you paid the premium to reach that level, then the drop to the low-40s will seem much more dramatic.

What causes the decrease in fuel economy during the winter? Engines take longer to warm up. Roads covered in snow and ice add resistance. Heaters suck energy. And
winter-blend gasoline is cut with various additives. That all adds up.

What can you do? The same things you should be doing all year round. Combine shorter trips into longer ones. Keep your car maintained and your tire pressure up. Don’t speed. If you can, don’t drive until the road is clear and the day warms up a bit.

Here’s a clear case where hybrid drivers can learn from each other. What are you doing to get through blizzards in your hybrid?

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There won’t be hybrids or electric vehicles in the motorcades at Copenhagen.

As an estimated 30,000 people flood the Danish city of Copenhagen for the United Nations Convention on Climate Change, critics are questioning why a climate conference has a carbon footprint larger than most small countries. More than 40,000 tons of carbon are expected to enter the atmosphere as a result of the conference, with most coming from transportation. Leaders and officials flew about 140 private jets to the summit, and are riding in approximately1,200 gas-guzzling limos while there.

While the symbolic act of low-emissions travel may not mean much—witness Ford, GM and Chrysler executives driving hybrids to Washington last year—the fact that organizers were unable to “green” the conference in any substantive way is troubling. It’s been more than 10 years since Kyoto, when nearly every government in the world came together and agreed that carbon emissions must be significantly reduced to prevent catastrophic climate change. Though awareness has grown and some action has been taken, it’s very telling that even the wealthy and powerful still can’t find low-carbon transportation options for a conference that is unlikely to produce much more than a few handshakes.

Limousine service operators in Copenhagen say that only five of the cars they plan to rent this week are hybrids, a dearth they blame on high import taxes. A number of auto companies, including Mercedes, Honda, Citroen and Think, reportedly provided a few dozen electric and alternative fuel vehicles—but those primarily are for demonstration.

Wheels of Progress, Two Instead of Four

“We want to be a test and laboratory country for electric cars, hybrid cars and other new technology,” said Lars Barfoed, the Danish minister of transport, prior to the meeting. “And as host of the climate change conference, that’s made us feel responsible and want to show the world we can do something.” The Danish government backs this promise with a $40,000 tax break on each new electric car—and free parking in downtown Copenhagen. But the number of electric cars on the road today is miniscule.

In January 2009, Shai Agassi of Better Place, a California-based start-up dedicated to building the world’s electric car infrastructure, promised that Denmark would have 100,000 charging spots in place and several thousand cars on the road by 2010. But the company failed to produce a single electric (via its partnership with Nissan-Renault), and only 55 charging spots, by the time of the conference.

The lack of green cars on the ground in Copenhagen suggests that Denmark’s transition to climate-friendly cars is way behind schedule—and that the hybrid and electric car revolution throughout the world will be dictated by market realities rather than photo opportunities and government grandstanding. Then again, for generations, Copenhagen has been one of the most bicycle-friendly cities in the world. Perhaps the most important symbolic act that President Obama could take is to travel by bicycle during his visit next week for the wrap-up of the Copenhagen convention. Even if nothing substantive comes out of the meeting, at least Obama would demonstrate a personal commitment to slightly reducing his own carbon footprint.

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In opening comments, California Gov. Schwarzenegger said, “I remember that the first car show I went to, there were like three cars with alternative fuel vehicles here. Three. Then there were 10, then there were 15, then there were 20. And today we have here more than 50 cars that are alternative fuel vehicles.” Here’s a quick rundown of the highlights.

Chevy Volt Will First Sell in California

GM unveiled the production version of the Chevy Volt, and confirmed that the plug-in hybrid—with an anticipated 40 miles of all-electric range—would first be offered in California. Bob Lutz, GM’s marketing chief, said GM would build about 10,000 Volt models during the first year, and eventually ramp up to as many as 60,000 unit per year. GM expects the price of the Volt to be about $40,000, minus a $7,500 US tax credit.

Lutz was cautious about the size of the electric car market. He said that most Americans would not be willing to spend the premium of thousands of dollars for an electric car, and said the total market for plug-in vehicles by 2015 would be 250,000 to 300,000 units. That’s approximately 3 percent of the new car market, roughly the size of today’s market for gas-electric hybrid cars.

Toyota Will Test 150 Prius Plug-In Hybrids in US

Toyota repeated its previous announcements that it will test the Prius Plug-in Hybrid in the US early next year. The rechargeable Prius Plug-In will provide up to 13 miles of all-electric travel at speeds of up to 60 miles an hour before the battery charge is depleted and reverts to a 50-mpg conventional hybrid. Starting in January, the company will put the first 500 official Plug-in Priuses on American, European and Japanese roads. Approximately 150 will be with fleets and consumers in California, Colorado New York, Oregon, Pennsylvania, and Washington D.C. Toyota will use research gathered during testing to help develop a retail model, which goes on sale in 2012.

Mitsubishi i-MiEV Geeks Out

The all-electric i-MiEV went on sale to fleet customers in Japan earlier this year, and retail sales there are slated to begin there early next year. The four-seater with about 75 miles of range and a top speed of 80 miles per hour is expected in the US in 2011.
Mitsubishi also announced that the PX-MiEV, a plug-in hybrid crossover SUV promising 120 mpg, will arrive in the US in 2013. Mitsubishi used LA to announce it will lease four of the EV subcompacts to Best Buy’s Geek Squad, in preparation for the US arrival of the i-MiEV.

The Chevy Cruze Promises Big Impact

Hybrid and electric cars may be getting all the buzz, but the car promising the biggest overall green impact could be the gas-powered Chevrolet Cruze, which goes on sale late summer 2010. The 2011 Cruze, unveiled in LA, gives GM an opportunity to compete against mainstream fuel-efficient sedans like the Toyota Corolla and Honda Civic. Official fuel economy numbers are not yet available, but efficiency could exceed 40 mpg. The Cruze’s design, and fit and finish, are getting high marks from auto reviewers. Pricing info is not yet available.

Ford’s answer is the Fiesta, a subcompact car that also promises 40-mpg on the highway. More than 500,000 Fiestas have already been sold to customers in Europe and Asia. In the US, the Ford Fiesta goes on sale next year, to compete against the Toyota Yaris and Honda Fit.

Audi A3 TDI Win 2010 Green Car of the Year

Clean diesels are playing second fiddle to electric drive vehicles at the LA Auto Show. The one exception is the 2010 Audi A3TDI, which was named Green Car of the Year. Last year, another clean diesel, the VW Jetta TDI, took the honors. Jurors cited the Audi A3 TDI’s rakish styling, upscale appointments, and 42-mpg highway fuel efficiency, which is a 50 percent improvement over the gas-powered A3.

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“Our thoughtful application cost-effective, fuel-efficient technologies has helped us achieve our goal of leading the industry in fuel economy ahead of schedule,” said John Krafcik, president and CEO, Hyundai Motor America. Last year, Hyundai’s leadership promised to achieve the government-mandated 2016 CAFE standard of 35.5 miles per gallon by 2015.

The latest EPA numbers indicate that the Hyundai is moving faster than anticipated. Last year, Krafcik told HybridCars.com, “We’re taking fuel efficiency higher and faster than any other carmaker. We’re going to pass Toyota and Honda by 2015.” The company is now promising to extend its lead by launching direct injection and turbocharging technologies, as well as introducing its first hybrid in the US—the 2011 Hyundai Sonata Hybrid. “In this age, fuel efficiency is the new zero-to-60 time. It’s more socially relevant,” Krafcik said.

The runner-up carmakers in the EPA’s 2009 list of top five fuel-efficient carmakers are Honda (29.7 mpg), Volkswagen (29.6 mpg), Toyota (29.4 mpg), and Kia (28.0 mpg.)

Efficiency = Sales

Hyundai’s move to a more efficient lower-priced fleet of vehicles is resonating with consumers. While auto sales were relatively flat in November 2009, Hyundai’s sales surged by 46 percent. The automaker sold 28,045 vehicles, led by a 93 percent jump in sales of its compact Hyundai Accent and a 52 percent increase for Sonata sedans. High quality, low prices, and strong warranties helped Hyundai make its gains.

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President Barack Obama will propose that the US dramatically reduces greenhouse emissions when he attends the United Nations Climate Change Conference next month in Copenhagen. His proposed target is to reduce total emissions by 17 percent over 2005 levels by 2020. According to the administration, a big chunk of the reductions will come from improving vehicle fuel efficiency.

Early in his administration, Obama announced new fuel economy targets of 35.5 miles per gallon in 2020—a 40 percent increase from today. But how exactly do we make that 40 percent jump?

One avenue is switching to plug-in hybrid and electric cars as soon as possible. To push in that direction, the Obama Administration awarded $2.4 billion in grants for advanced batteries and electric vehicle research. But many experts say that electric and hybrid cars are unlikely to be sold in high enough numbers in the next decade to have much of an impact.

The Wall Street Journal reported today that “the fight to curb fossil-fuel consumption has often involved moon shots.” The article points to experts who say the smarter strategy is using unglamorous low-tech solutions. “The energy problem,” said Steven Chu, the US energy secretary, “can be advanced a long way by pretty low-tech stuff.” This view pushes the auto industry toward ho-hum solutions, like improving the efficiency of gas engines, making cars smaller and lighter in weight, improving aerodynamics, and offering new incentives for today’s most efficient gas-consuming cars, like hybrids.

Revolutionary versus Evolutionary Technologies

More evidence about the importance of low-tech solutions emerged this past summer, when a group of Silicon Valley technology investors looked at nine different emerging technologies—from biofuels and building efficiency to geothermal and nuclear—to determine which ones were capable of reducing annual emissions of greenhouse gases by 1 billion metric tons—a gigaton—by 2020. In a report called the Gigaton Throwdown, referenced by the Wall Street Journal, the group gave a thumbs up to improving the efficiency of existing buildings—but said that plug-in hybrid cars, one of the nine technologies—wouldn’t reach the gigaton threshold.

The Silicon Valley group said the only way plug-in hybrids could slash emissions by a gigaton by 2020 is if every single new car sold starting in 2010 were a plug-in hybrid. The report concludes, “This number is not possible based on any reasonable vehicle introduction and ramp-up strategy.”

The implications for government officials and the auto industry are to use a host of strategies, rather than single-point high-profile technologies like plug-in cars. The introduction of plug-in hybrids and electric cars must be developed in concert with improving the efficiency of gas-powered cars, reducing the amount people drive, and using “feebates” and other incentives to encourage sales of cars with higher mpg.

Fans of plug-in hybrids and electric cars might need to reset their expectations but should not be discouraged. The Silicon Valley group said, “In the longer term, by 2040 or 2050 and with more time for new vehicles to enter the fleet, some combination of electric drive vehicles that includes plug-in hybrids, battery electric vehicles, and fuel cell vehicles, could achieve [targeted] emission reductions.”

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