Sales of Hyundai’s Sonata Hybrid may have begun already, but deliveries are delayed as new regulations were ordered just as Hyundai’s first hybrid was going to market. In January, President Obama followed up on a months-long effort by the National Federation of the Blind to require full-time audible warnings for electric-drive vehicles, and signed legislation directing the DOT to

study and report to Congress on the minimum level of sound that is necessary to be emitted from a motor vehicle, or some other method, to alert blind and other pedestrians of the presence of operating motor vehicles while traveling.

According to GreenCarReports.com, the possibility of these changes required a last-minute modifications to the Sonata Hybrid, in order to remove the option of disabling the Hybrid’s “virtual engine noise” in case that feature fell foul of the new regulations. The Sonata Hybrid had been developed to have the sound-disabling function, so the last-minute modification

required changes to the wiring harness, the user-interface software, and even the Owner’s Manual, which had already been finalized.

All this for an audible warning that research shows is less than effective and contributes more to noise pollution than an internal combustion engine. Oh well.

The question “what is the plural of Prius?” had been discussed at some length here at at TTAC well before Toyota’s marketing team picked up on the idea and held a contest soliciting votes on the correct answer. And, as it turns out, etymological corectness doesn’t resonate withe masses quite like a nice, short name… which, incidentally, brings the debate full circle.  TTAC started out calling multiples of the hybrid hatch Prii, before New Years Eve when we found out that Priora was the more accurate term because

Prius is the neuter nominative/accusative singular of the adjective prior, but the plural forms of the word – which means ‘earlier, better, more important’- would be Priora

Then, on New Years Day two years later, we corrected once again when we were informed that

Actually prius is an adverb, so it can’t have a plural. But the related noun form is prior, prioris, 3rd declension. According to my Bennett’s New Latin Grammar (CR:1956), the plural of liquid stem (ending in -l or -r) 3rd declension nouns is -es (that’s a long e, with a bar over it). So it should be Priores.

But it turns out that our attempts to unite the twin disciplines of auto enthusiasm and Latin grammar fell on deaf ears. Automotive News [sub] reports that Toyota’s month-long survey is complete and that fans have determined that the name should be Prii. According to Toyota’s presser on the matter

Prii becomes the word not only endorsed by the public who chose it, but also as the term recognized by Toyota

Debate over.

Felix Kramer, an entrepreneur and plug-in car activist, is almost certainly the first person in the world to own both a Nissan Leaf and a Chevrolet Volt… which, at least in theory, makes him the perfect person to compare the real-world ownership experiences of these two highly-hyped vehicles (and once again prove the uselessness of “automotive journalism”). Though he demurs that he “hasn’t had much chance to really compare them,” he tells The Solar Home and Business Journal that

It’s quite obvious to me that for two-car families, it’s no problem in any way for the second vehicle to be an all-electric because that’s the car used for local driving. There’s an enormous market of tens of millions for all-electric vehicles despite Americans’ so-called range anxiety.

Cars are sold as giving you freedom. People go into a dealer and say about an all-electric car, “Oh, I have to plug it in. What if I want to drive it across the country someday? I won’t buy this car.” That mentality is very deeply seated, and that’s part of the reason that the plug-in hybrids could be the primary platform for plug-in vehicles for the next decade or two.

In the meantime, people who get a plug-in hybrid as their second vehicle may find themselves asking, “Why did I pay for this engine, I’m just driving it electrically.” In our family, the Leaf will be the car my wife and I will pick first every day when we’re in the Bay Area. When we’re both driving or we want to travel beyond the range of the Leaf, we’ll take the Volt.

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Luxury means many things to many people, but nobody doubts luxury cars should be crammed full of the latest technology… and what says “technology” in today’s car market quite like “Hybrid”? In a strange inversion of history, Lexus created the world’s first hybrid luxury flagship from a vehicle that was clearly inspired by the Mercedes S-Class, and now Mercedes is fighting back with its first hybrid sedan, the S400 Hybrid. So, is Lexus’s hybrid head-start enough to fend off a challenge from the vehicle that inspired its birth over a twenty years ago? The only way to find out is in TTAC’s most expensive comparison test ever.

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GM is leveraging the strong growth of its Buick brand to bring back a technology that might otherwise have ended up on GM’s discard pile: the mild hybrid, or as it’s now called “e-assist.” The updated version of the old BAS mild hybrid first debuted as the base engine option on the 2012 Buick LaCrosse, and now GM has included the stop-start system as an optional drivetrain for the Buick Regal. Here’s the weird part though: in the larger, heavier LaCrosse, the system provides 25/37 MPG, while in the more-efficient Regal it returns a mere 26/37. Given that the two vehicles could already be better differentiated, the fact that Buick’s engineers weren’t able to squeeze more efficiency from the Regal e-assist is a bit disappointing. Still, GM’s strategy of addressing its hybrid shortcomings by attaching its hybrid hopes to its fastest-growing brand seems like a solid one. Who would have seen Buick as The General’s hybrid standard bearer just a few short years ago?

Developing new cars costs a good deal of money. Developing new power trains costs a huge pile of money with unsure payback. So what do you do when you are on the bottom rungs of the Top Ten, or god forbid if you traipse around somewhere in the twenties and if you have neither the money to invest nor the volume to quickly amortize your investment? You find friends to share the burden. This is what PSA and BMW do. (Read More…)

As the world’s first commercially-available (ish) plug-in hybrid, the BYD F3DM is one of the few modern cars that can legitimately claim a piece of automotive history. In full knowledge of this fact, a younger, more innocent version of myself once sent a number of emails to every possible BYD PR contact I could find, in hopes of securing an early review of the car that ushered in the plug-in automotive age. Needless to say, I never heard back from BYD… but I expected that. What I didn’t expect is that, years later, I still wouldn’t be able to find a real in-depth review of this mysterious yet potentially groundbreaking vehicle. Apparently BYD is either extremely cautious about letting writers experience its vehicles outside of convention hall laps and round-the-block drives… or the automotive media has a very poor sense of history. Or, as is most likely the case, both.

Either way, this strange state of affairs just got stranger: thanks to plugincars.com, we now have the first report of the F3DM’s performance on American roads… from an LA Public Housing Authority inspector. Yes, really.

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As a longtime champion of clean-diesel technology in the American market, Volkswagen’s decision to launch its all-new Touareg with a hybrid version comes as something of a surprise. Not only does VW have a stable of proven, efficient oil-burners to choose from, but the firm has, until very recently, savored its role as a skeptic of EV and hybrid drivetrains. And with the GM/Chrysler/BMW/Mercedes Two-Mode hybrid system conclusively failing to build a market for large gas-electric Utes, it seemed that the era of mass-market hybrid SUVs was at an end anyway. So, does VW’s excursion from its comfort zone make more sense on (or off) the road than on paper?

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Production of Chevrolet’s Volt was supposed to be limited to 10k units this year, a target GM has already set its sights on surpassing. With 2012 volume projections now reaching 25k units, the next step in The General’s quest to prove that the Volt is a viable vehicle is a staggering goal: doubling its 2013 production target from 60k  to 120k units of production. According to Bloomberg, GM has not officially announced the 120k volume goal and may not build that many Volts in 2013 at all, if energy prices and supplier challenges don’t allow it. And though supplier issues could well leave the goal out of reach, even if GM is able to ramp up production to fulfill its 120k unit goal by next year, there are no signs yet that the market will support those production levels. After all, GM is essentially banking on the kind of volume-to-price niche that BMW has taken years to cultivate with its 3 Series… which starts at prices slightly below the Volt’s $41k, and still moved fewer than 110k units last year.

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When Chrysler let slip at the Detroit Auto Show that it would be offering a hybrid version of its 300 sedan by 2013, we automatically assumed that the Pentastar was going back to its Hemi-based Two-Mode V8 hybrid system, jointly developed by GM, Chrysler, BMW and Mercedes. Not so, it turns out. That billion-dollar drivetrain has been relegated to poor-selling hybrid SUVs, and it’s already being considered a dead-end by at least the German firms who helped develop it. Instead, it seems that Chrysler has gone to the government for a hybrid system, and will adapt a hydraulic hybrid system developed by the EPA.
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Audi’s A6 was one of the bigger single-model unveilings at this year’s NAIAS, and was rewarded with the “Eyes on Design” award for best production car design, beating the Bentley Continental GT, BMW 6-Series Convertible and Hyundai Veloster. The new A6’s dimensions are hardly changed from its long-serving predecessor, but the stance is closer in line with Audi’s current, long-hooded look. Audi hasn’t released fulls specs for the US market, but the 2.0 TDI version will weigh in around 3,472 lbs thanks to more use of aluminum. That engine will make 177 HP, and is the most efficient option in a global engine range that tops out with the 300 HP 3.0 TFSI supercharged V6. If Audi doesn’t bring the diesel stateside, our most efficient option will likely be the A6 Hybrid, which adds 45 HP and 156 lb-ft of electric power to the 2.0 TFSI engine. That option gives the A6 fewer than two miles of EV range, but allows it to use electricity at speeds up to 62 MPH… and is visually almost indistinguishable from gas-only variants (the silver model in the gallery is a hybrid). Oh, and those LED headlights that everyone instantly latches onto? Optional.

Lexus entered the „premium compact“ segment today by launching their CT 200h hybrid hatchback in Japan. They could call it CT 200hhh – as in harmonious hatch hybrid. We’ll get to the harmonious in a minute. (Read More…)

GM has invested $5 million in the Powermat wireless charging start-up, and they want to use the technology “to charge its soon-to-be-launched Chevy Volt hybrid electric car,” Businessgreen reports. They report from the UK, so they shall be forgiven the “soon-to-be-launched” this one time only. But to charge a Chevy Volt? (Read More…)

Automotive News [sub] reports that Audi may be going against the wishes of its parent company by introducing a Wankel rotary range-extender for the trial version of its A1 E-tron EREV, which will begin fleet testing in Germany later this year. Volkswagen reportedly wants each of its ten brands to agree on a common EV strategy in order to cut costs, but Audi is looking for a more refined concept for its range-extender in order to compete with BMW’s forthcoming Megacity lightweight city car, a consideration which caused the luxury brand to settle on a rotary range-extending engine. The German press reports that Audi’s decision has left it “at odds” with its parent company, and they describe the situation as “anarchic.” An Audi spokesman, however, tells AN [sub] that

There is no problem between VW and Audi

But a Wankel engine is hardly the kind of cost-cutting move towards commonality that VW had envisioned for its concern-wide EV effort, and bosses from the firms corporate headquarters have not yet commented on the story. And considering that the Wankel-powered Mazda RX-8 was recently yanked from the European market for its gas-guzzling ways, it’s hard to see Audi making the Wankel work. Still, we’ll wait for VW to comment and for the results of the A1 E-tron’s fleet testing (which will determine if the concept is production-ready) before we pass judgment.

Yo, wazzup?`Want to get your hands on Russia’s first homegrown hybrid, yo? All you need to do is get yo sorry azz over to Moscow, dat Russia for you, yo. According to Itar-Tass, the Russian yo-Auto company shows their “yo” hybrid at the yo-mobile pavilion in downtown Moscow from January 2 through 11. Yo, dat’s right. (Read More…)