Toyota Motor Corp, on Tuesday announced that the 2012 Camry Hybrid is arriving at Toyota dealerships across the nation.
The $25,900 (basic model) Camry Hybrid model comes with an updated
version of Toyota’s Hybrid Synergy Drive powertrain that helps propel
the Hybrid LE model to EPA MPG Ratings of 43 city/39 highway — 41 mpg
combined.
Powering the electric motor, the Camry Hybrid’s battery pack sits
behind the rear seats, intruding on cargo space and sacrificing the
folding backseat for what amounts to a glorified pass-through.
The 2012 Camry Hybrid is available in two trim levels, the LE that
starts at $25,900, which is a $1,150 decrease from the 2011 model, and
the XLE, priced from $27,400, which represents an $800 decrease from a
similarly equipped 2011 model, always according to Toyota.
On the exterior, newly sculpted lines front and back eliminate some
of the bulbous humps of the old model adding up to an attractive
presence. The grille is redesigned wider presenting a purposeful new
face for the car.
The Camry Hybrid LE includes 10 airbags, projector beam headlamps,
dual-zone auto A/C, Smart Key System with push button start, steering
wheel with audio and Blue Logic controls, metallic tech-grained interior
trim and tone-on-tone fabric seats among its list of standard
equipment.
According to BimmerFile, if you're on of the tens of people looking for
the Ultimately Confused Driving Machine, you should act fast to pick one
up at your local dealership. The 480-horsepower, 575
pound-feet-of-torque-producing mutant X6 Active Hybrid
has reached the end of its confused life. The hybrid wagon is certainly
powerful, but it's also heavy. In fact, it weighs 400 pounds more than
the non-hybrid X6.
Anyone who opted for the BMW X6 Active Hybrid couldn't claim they wanted
a more efficient ride. The hybrid version is barely more efficient
around town when compared to both the non-hybrid six-cylinder and V8
versions. So could the Active Hybrid owner claim they wanted the extra
performance? Nope. The X6 Active Hybrid starts at $89,775, which puts it
a hair ahead of the 555-horsepower X6M.
There will be no weeping over the loss of this awkward attempt at sporty efficiency.
As the eco-revolution continues, automakers are embracing the trend in various ways, each trying to find the perfect balance of form and function. Early on, new models were offered up as exultations of singularity, delivering either a hybrid or pure electric powertrain in a funky package designed to elicit a strong emotion relative to the uniqueness factor. Now that the technology is beginning to mature, these alternative methods of locomotion are starting to make their way into existing model lineups as separate trims. The 2012 Infiniti M Hybrid is a shining example of green motoring shoehorned into a legacy platform, with surprisingly good results.
As opposed to the stellar Lexus GS450h, which uses electricity to amplify its gas powered V6 - besting the V8 model both in acceleration and fueleconomy - the Infiniti M35 Hybrid focuses more on optimizing gas mileage and less on pure performance. It uses a smaller 3.5-liter V6, as opposed to the Infiniti M37 platform which uses a 330-hp 3.7-liter V6, but serves up 360 net horsepower with the combination of the gas and electric motors. This is significantly less than the V8 and its 420hp, but this combo still allows the M Hybrid to hit 60mph from rest in a respectable 6.1 seconds.
The Juice
Infiniti has crafted up a marvelous parallel hybrid powertrain that consists of the aforementioned 3.5-liter Atkinson-cycle V6 (302hp) working in tandem with a Lithium-Ion powered single electric motor (rated at 67 hp) kept in check by two clutches (one dry and one wet) sitting between. And of course, the system is designed to rely on the gas motor as little as possible. Nissan utilizes a 1.3-kWh laminated Lithion-Ion battery that is the same size as a nickel-metal-hydride battery pack but sports twice the power.
When cruising at low speeds, the first clutch disengages, cutting off the engine while the motor powers the rear wheels. During full-on acceleration the clutches have no choice but to fully engage as both the engine and motor drive power to the wheels to maximize thrust. During deceleration or just coasting, the first clutch is shut off, thereby disconnecting the engine, while the second clutch stays active. Regenerative braking is used to power up the LI power pack. And at higher speeds, both clutches stay engaged as the engine powers the wheels. The motor and kinetic energy from the wheels help recharge the batteries.
Performance
All told, the end result is impressive. Fuel economy is rated at 27 mpg in the city and 32 mpg when cruising at highway speeds. Acceleration is snappy with 258 lb-ft of torque coming by way of the gas-powered VQ-Series engine and another 199 lb-ft of torque from the electric motor. In practice, the switching back and forth between the engine and motor is pretty seamless. Hard acceleration lags for a bit as the car seems to pause for a hot second to question your motives.
Several different modes are available to help the driver interact with the powertrain and a little indicator on the tachometer lets you know if you are taxing the engine. Turning the dial on the console to ECO immediately mutes throttle response and turns the car into a frighteningly slow behemoth that actually feels downright dangerous to drive. The Eco Pedal seeks to keep folks in check and limit "unnecessary" acceleration. When pressed too hard the throttle provides resistance and actually pushes back. You can adjust the amount of resistance as well as just power through, which kicks on an orange flashing EV light as the car gives you a disapproving nod. The system is incredibly effective but unnerving and if left on for too long can give your calf muscles a serious workout. If only the brake had a similar feature we could skip leg day at the gym.
SPORT mode kicks things into high gear by keeping the engine revs high for immediate power. This doesn't negate the electric motor’s interruption but lessens the opportunities for it to kick in and is the most enjoyable driving mode. SNOW naturally limits torque to the wheels to allow for better traction in slippery conditions. And of course, there is a Normal mode which keeps things on even keel.
The automatic transmission is smooth and rows through the 7 gears effortlessly. Infiniti does provide a manual mode to allow drivers more control. The ride is pretty soft as far as luxury cars go as Infiniti had to put a stake in the ground as active suspension wasn't in the cards. The M35h is composed during hard cornering thanks to swaybars but don't get too carried away. The electrohydraulic powered steering is relatively responsive for a beefy cruiser and has a good on-center feel. Braking is linear and stopping power is more than adequate.
Immunity
The days when safety features in a car consisted of a lapbelt are long past but we are truly entering a new era of driver assistance. And it's a good thing… Driving around town in LA, for example, it's not uncommon to see lots of drivers juggling a Caramel Macchiato in one hand and a cell phone in the other, texting away using a combination of knees and wrists to operate their vehicle. The Infiniti G35h offers a Technology Package which includes blind-spot warning and intervention, lane departure warning and prevention, adaptive cruise control with a distance control assistance as well as intelligent brake assist with forward collision warning. Any of these things can be a life saver with all the distracted driving going on…
These systems have various options that can be turned on and off but overall they are quite helpful and not too overly intrusive. The blind spot detection is something that all cars should offer in this day and age. Rather than activating only when a turn is actually being made, lights in the A-pillar blink each time a car enters a blind spot zone while the turn signal is engaged. The intelligent cruise control system allows you to set a constant speed but will drop down and match speeds of cars in front as congestion materializes, going so far as to stop the car completely in gridlock. In addition, you can set a safe following distance for it to adhere to, with three different range options available.
Lane departure can be helpful when you’re fatigued but the constant beeping sound can be annoying and may encourage you to turn the system off. But if you are tired, the system's ability to use electronic stability control to guide the car back into the lane may be welcome. The same is true for the forward collision avoidance system which is a bit sensitive.
At one point during our road test, a fellow editor and I were cruising down to San Diego when a tarp blew off of the dump trunk ahead and everyone scattered frantically across lanes as the large cloth darted this way and that in the wind. In my daily driver, I would have taken the same kind of evasive action. But in the Infiniti I just stayed the course. In the event that the tarp covered the windshield, with all of the warning systems activated, it would not have been difficult to drive blind for a short period of time and get to a place where it could be pulled off.
Other nice safety features include a tire pressure monitoring system as well both side impact airbags for front seat passengers and roof mounted side air bags. The motorized seatbelt tensioner can be unnerving at first but does relax after if finds a snug fit.
Accoutrements
The Dolby-Digital 5.1 Bose system presents an amazing sound stage with 16 speakers strewn throughout the cabin including the shoulders of the front seats. Both the bass and treble reproduction were impressive. The sound sources include all of the usual suspects as well as a 9.3 Gig Music Box hard drive and Bluetooth streaming audio. Speaking of Bluetooth, the phone sync functionality works extremely well but the system lacks the ability to download full contact lists for voice command calling. You have to add each one by one which is inconvenient. And the streaming audio controls only allow for Play and Pause.
The navigation system is clearly one of the most stellar we’ve reviewed and could be best-in-class with a few minor updates. Maps are stored on a hard drive so response is fast but the graphic overlays are a bit tired and not nearly as visually stunning as some of the recent offerings from other manufacturers. Infiniti did update the interaction with the system by going with a combo joystick dial that allows you to not only twist and turn but click up, down, left and right as well. And, of course, you can also directly interact with the 8-inch VGA touchscreen. Traffic and weather are provided by XM, and Zagat restaurant reviews are available but not much else.
Final Thoughts
The base price of the Infiniti M35h is $53,700. Our model came loaded with the Technology Package ($3,800), Deluxe Touring Package ($3,800), Premium Package ($3,350) and 18-inch wheel package ($650) for a grand total of $65,395 including the destination charge.
The 2012 Infiniti M Hybrid is an extremely compelling offering for those looking for a roomy luxury sedan that can claim bragging rights as a hybrid. The powertrain is capable and competent and one of the best we've come across. We're not lovers of the exterior design but it does depart from the amorphous blobs that much of the industry has been producing and is distinguished if nothing else. The interior cabin is welcoming, intuitive and laden with luxury appointments. The driving technology is top notch but the navigation and Bluetooth system could use some more love.
Remember how at the end of last year the US legislature decided to make it mandatory for EVs to churn out an audible noise while in motion? It was all in the name of saving pesky pedestrians from getting in the way of your gliding electro-car, but the new law itself has managed to create a bump in the road for at least one company. Hyundai's Sonata Hybrid was all set to launch in late 2010, equipped with a "virtual engine sound" system that the user could toggle on and off, however the government's request that it be kept permanently on required modifications to the vehicle's wiring harnesses, UI software and user manuals, delaying its debut into late January. These tweaks had to be done "amazingly late in the process," according to Hyundai America CEO John Krafcik, but the delay will at least ensure that all of Hyundai's Sonatas will sound the same. Which is something, we guess.
Behaving like a caveman coming upon an iPad for the first time, my initial experience with the 2011 Lexus GS450h was as much disorienting as it was awe-inspiring. As I pushed the Start button, watching the telescoping wheel rise up (like Phoenix from the ashes?) and the dashboard illuminate, I waited for something to happen (hello?–earth to engine?). Nothing. Another try. Nada. After my 4th attempt the light bulb finally went on and I realized that this car, a hybrid variant of the strong-willed GS, actually starts silently (and I mean silently). It’s even absolutely quiet in reverse and at low speed cruising forward. But lest you now assume that the driving experience itself is a snoozefest of epic proportion, I can assure you that it is anything but…
In reality, the more svelte rear-wheel drive V8-powered GS460 must bow to the GS450h in the performance category, giving up 2/10ths of a second to the hybrid (which sprints from 0-60 mph in just 5.2 seconds). Fuel economy is rated at 22 mpg in the city and 25 mpg on the highway, so we’re not talking about a car that will encourage you to cancel your BP gas card anytime soon. No, sir. This is a car that uses its electrical prowess to supplement its gasoline counterpart and in the process delivers an unexpected and downright thrilling performance.
The Look
The GS450h has a simple and elegant design that is simultaneously aggressive and understated. Its sharp, clean lines give it a uniformly sculpted look from front to back. Toyota invested significant time and resources for the aerodynamic tweaks to streamline the GS and was rewarded with a drag coefficient of only .27 and a subtle hint of athleticism. (This may well be the last year for this body since the fourth-generation version is most likely right around the corner.)
A mid-cycle refresh delivers an updated front fascia (flatter bumper, revised lower air intakes and chrome grill), high-intensity discharge headlights, turn signal indicators mounted in the side mirrors and some predictable color palette revisions. Criticism of the styling usually focuses on the disparity between the sleek front and the chunky back. But for my taste, I felt pretty damn good cruising the streets of Los Angeles in the GS450h even with the never-ending parade of luxury contenders in our midst.
The Guts
The interior is both subdued and luxurious in keeping with the automaker’s theme of function over flash for this baby. There appears to be the perfect mix of buttons and controls working in tandem to direct the 7-inch infotainment system. Many vehicles in this class have cockpits which resemble that of the Space Shuttle Discovery but Lexus, fortunately, bucked the trend. The only possible spot for some confusion is the drop-down compartment mounted below the dash (left of the steering wheel) which contains a massive collection of buttons to handle things such as mirror collapse controls, trip meters, interior light brightness settings, parkingassist on/off, automatic rear shade, etc.
Our model sports dark wood grain covering the center stack, door handle trim, steering wheel handles and other minor trim pieces. But the remainder of the interior, much to the delight of my aesthetic sensibilities which favor minimalism, is totally blacked out. The gauges are bright and appealing and the brushed aluminum dials are a cool touch. Trunk space is surprisingly limited but still adequate. The pass-through we see on the other GS models is absent in this hybrid due to the placement of the battery pack behind the rear seats; but a tool kit and first aid kit make up for the omission (sort of...).
Technobabble
Lexus has always been a front-runner for car tech and the GS benefits from this fervor. The GS450h comes standard with heated and ventilated seats, Smart Access keyless entry and push button start/stop, one touch moon-roof with pinch protection (no more beheadings for drunken revelers), dual heated outside mirrors, automatic climate control with a smog sensor and air filter, and power tilt and telescoping steering wheel. Other niceties include the auto-on headlamps, daytime running lights, variable intermittent rain-sensing wipers, headlamp washers and a tire-pressure monitoring system.
The Lexus Premium Audio System comes with a 6-disc CD changer, Bluetooth, USB/Aux plugs and XM Satellite radio. Our model stepped things up to the Mark Levinson Surround Audio System ($1780), about which no less than 3 people asked me if it was aftermarket. The system bumps like there’s no tomorrow and creates an amazing sound stage. Our model also has the optional navigation system ($1665) which provides a backup camera, voice commands, XMNavTraffic, XM Navweather and XM Sports & Stocks. One peculiar, though not terribly important, issue is that the song information display is somehow cut off at 16 character even though there is room for tons of additional letters and numbers.
Now that you feel as though you’ve just read the pricing sheet, let's talk a bit more about ease of use. The Bluetooth phone sync is flawless and handles both pairing and connecting without hiccup. Bluetooth Audio follows suit but still only provides Play & Pause which is disappointing. A little more two-way communication to add in some album cover art and the ability to scroll songs would be greatly appreciated, although we've yet to see a manufacturer offer this feature. The parking assist alerts the driver of obstacles both front and rear and does a good job of accurately firing under normal driving conditions. The backup camera, in conjunction with the side mirrors, which automatically turn down when in reverse, allow for some overly confident rear maneuvering with the almost surreal sense of visibility provided.
Performance
When the Lexus GS450h first dropped in 2007, it was billed as "the world's first luxury performance hybrid sedan." When you associate the words 'hybrid', 'Toyota' and 'performance' you may be hit with severe cognitive dissonance. But the GS450h is remarkably fast (and I don’t mean with some kind of heavy handicap for its hybrid status). Gunning the engine from a start causes it to pause for a millisecond and ask you a simple question "Are we doin this?." And when you drop the hammer and say "Hell yeah!" the GS450h says “Word!" and gets you on your way with an urgency you’ll not soon forget. 0-60 mph comes quickly at just 5.2 seconds. But where the GS450h really shines is at higher speeds, especially on the highway where passing and carving through traffic with an effortless agility is truly awe-inspiring.
One of the coolest and yet most inconsequential details on this car is the electrical KW gauge left of the speedometer. I'm still not exactly sure what it all means besides the obvious but I nevertheless tried to get it as close to the 250 KW limit as possible whenever possible.
With all this talk about the juice, it's easy to forget that the GS450h is outfitted with a peppy 3.5-liter V6, a solid contender in its own right. But paired with the battery power, this setup outputs a combined 340 hp and 267 ft-lb of on-demand torque while simultaneously allowing you to whip the chunky 4,132 pound GS around as though it were a Bolshoi ballerina.
The hybrid part of the GS uses two motor-generators. They each have their own set of duties but can operate either as a motor or a generator. The first is used as a starter motor, providing no propulsion but charging the battery pack and/or boosting the power of the second motor. Part of the additional weight in the GS comes from the 288-volt DC Nickel Metal Hydride (Ni-MH) battery pack. The long and the short of it is that power from the gas engine and the second electric motor is delivered to the rear wheels using an electronically controlled Continuously Variable Transmission (ECVT). Because specific gear ratios are no longer needed, the car accelerates with no discernible gear changes.
Sliding back the central armrest reveals two important control switches. One rocker switch supervises driving modes and allows you to alternate between ‘Power’, ‘Normal’ and ‘Snow’ to change the shift points and electronic controls. ‘Power’ is where you want to be as it sharpens accelerated response, unless, of course, you’re in inclement conditions where a softer response is warranted. The other switch is for adjusting the adaptive variable suspension which we found to be particularly useful as it stiffens up the ride considerably and is awesome for canyon carving. In fact, the GS stays perfectly neutral even when traversing uneven pavement. The same praise cannot be lathered on the transmission which never quite seems to find the right gear to make serious moves. After road tests with the IS350 F Sport and IS F, I yearned for paddle shifters and was met with a reversed automatic shift knob (upshifts are up instead of down).
Steering is speed sensitive but seems especially hard at low velocity compared to other vehicles in its class. That said, it is responsive if not precise and there is absolutely no issue with identifying wheel placement. Traction control is set for safety first and enjoyment second and jumps in like an overprotective auntie. You almost feel like you’re wearing one of those silly child harnesses when you’re just trying to have a little fun and it's surprisingly easy to get yanked back or, in the case of the GS, have power cut, brakes applied and some flashing lights to force you back in line. Turning the DSC to the ‘off’ position allows you to experience thrills not thought possible, including getting in a little fish-tail action if done just right.
Braking in the GS450h is phenomenal-- plain and simple. The feel of the pedal is sublime, neither too soft nor too hard. And, in fact, when the brakes are warm they function even sharper, engaging sooner and allowing more control, but without any sensation of abrupt grabbing.
In Case of Emergency
The 2011 Lexus GS450h comes with dual front airbags, front seat-mounted side impact airbags, front and rear side-curtain airbags and driver and front passenger knee airbags. It's like driving around inside a pool of balloons. Of course, the usual supplemental restraint system, pretensioners and force limiters are in full effect along with active front headrests. To keep you from having to rely on any of these, the GS450h is also outfitted with an integrated system that handles stability control, ABS, brake assist and traction control. If you really get into trouble, the Safety Connect system provides automatic collision notification to send help if requested or unresponsive. And if someone happens to jack your ride, Lexus offers stolen vehicle location.
Brain Dump
The 2011 Lexus GS450h is a true sleeper that will make you want to stuff batteries into any car you drive thereafter. The base sticker price of $57,950 puts it right in the line of fire with the Mercedes-Benz E550, BMW 550i and Infinity M56, with prices starting at $57,175, $60,575 and $58,450 respectively. All of these cars are close performance wise but balloon $10k the second you start adding option packages. Our fully equipped test vehicle is listed at $62,470.
So, it comes down to personal biases and, of course, ego. The 2011 Lexus GS450h is relatively pricey but not by comparison and offers V8 performance in an eco-friendly package. You can creep out late at night without alerting your significant other (if that’s your thing….just sayin’) and later pull up alongside a Mustang on the highway, stand on the gas, and sound like a proper sports car as you zoom by.
Okay, so maybe the analogy of the cavemen and the iPad was over the top, but when it comes to the Lexus GS450h, maybe not…..
Future AMGs from Mercedes will use hybrid technology to improve fuel consumption and not to act as a performance boost, Autocar has learned.
Next-generation models from Mercedes’ high performance wing will gain hybrid technology including stop-start and energy recuperation devices.
AMG’s former CEO Volker Mornhinweg said in 2008 that it was experimenting with batteries, ultracapacitors and flywheels for its future hybrids with the possibility of boosting power but instead the firm is focusing on improving fuel economy and lowering CO2 emissions of its flagship performance models.
Daimler’s head of future mobility and advanced engineering, Herbert Kohler, told Autocar it was “a given” that future AMGs would be offered with hybrid technology.
“In the future AMG will still offer high performance models but there will be hybrids there,” he said. “AMG needs to reduce fuel consumption.”
VW Group hybrids will be among the first to focus on adding more power, including the innovative flywheel system used on the Porsche 918, but Kohler said this was not a path Mercedes would be following. “Hybrids can boost, but AMGs will use stop-start and recuperation technology.”
Mercedes’ luxury brand Maybach, which faces an uncertain future, could live on as a flagship for focusing Mercedes’ advanced future drivetrain technology. But Kohler said this was not on the cards. “Never say never,” he said, “but this is not something we’ve planned or even discussed.”
Chevrolet Volt-style range-extenders are another type of vehicle Mercedes is developing and Kohler said it would have the technology testing “on the road very soon”. There are no plans for an advanced BMW Megacity-style electric car showcase, however, with the firm instead focused on development of its high-performance SLS E-cell.
Motor racing technology also dominates within the particularly light, torsionally stiff carbon fibre-reinforced plastic (CFRP) monocoque. The V8 engine is a further development of the direct injection engine from the successful RS Spyder race car and now offers an output of precisely 563 hp at 10,300/rpm in the 918 RSR. The electric motors on the two front wheels each contribute 75 kW, i.e. a total of 150 kW, to the peak drive power of exactly 767 hp. This additional power, which is generated during braking, is stored in an optimised flywheel accumulator.
In the 918 RSR, the two electric motors offer a torque vectoring function with variable torque distribution to the front axle. This additionally increases agility and improves steering response. Mounted upstream of the rear axle, the mid-engine is integrated with a racing transmission also based on the RS Spyder race car. This further developed six-speed constant-mesh transmission with longitudinally mounted shafts and straight-toothed spur gears is operated using two shift paddles behind the racing steering wheel.
The vehicle's functional equipment underscores its puristic motor racing character. Whether it be the characteristic doors which open obliquely upwards, the air intake in the roof between the wing doors, the quick-action locks on the front and rear CFRP lids, the two roof-mounted aerials for pit radio and telemetry, the RS Spyder-like small, lateral front flics or the air splitters beneath the front lip or no-profile racing slicks on 19" wheels with central locking, the vehicle can be clearly recognised as an experimental racing laboratory.
In contrast to the 918 Spyder concept car, unadorned racing atmosphere predominates in the interior of the 918 RSR. The figure-hugging bucket seat's brown leather covering cites the history of the gentleman driver; the gear flashes on the racing steering wheel and a recuperation display on the steering column in front of the display screen supply the pilot with information. Instead of the futuristic, ergonomically avant-garde centre console with touch-sensitive user interface from the 918 Spyder concept car, the 918 RSR's cockpit is split by a minimalistic console with rocker switches. Instead of a second seat, the flywheel accumulator is positioned to the right of the console.
This flywheel accumulator is an electric motor whose rotor rotates at up to 36,000 rpm to store rotation energy. Charging occurs when the two electric motors on the front axle reverse their function during braking processes and operate as generators. At the push of a button, the pilot is able to call up the energy stored in the charged flywheel accumulator and use it during acceleration or overtaking manoeuvres. The flywheel is braked electromagnetically in this case in order to additionally supply up to 2 x 75 kW, i.e. a total of 150 kW, from its kinetic energy to the two electric motors on the front axle.
This additional power is available for around eight seconds when the system is fully charged. In the successful 911 GT3 R Hybrid, this additional power can also be used as a consumption aid depending on the racing situation, e.g. to delay pit stops or reduce the fuel tank volume and therefore the weight of the vehicle.
With the new 918 RSR racing laboratory, Porsche is now elevating this motor racing hybrid concept to an experimental level. In the 918 RSR, "Porsche Intelligent Performance" equates to research into methods for further sustainable efficiency improvement under the intensified conditions of the race track, lap times, pit stops and reliability – a metier in which Porsche has been demonstrating its success for over 60 years.
