CLOSE
Page 1010

by -

INTERIOR


As the Kenari ads indicate, this model is all about interior space. While the
cabin is 6.3% larger than the Kancil’s, it is the height that is impressive.
With 320 mm from floor to ceiling, the Kenari’s interior height is 60 mm
more than the Kancil, giving a cabin volume that is almost 20% greater.

The dashboard is set low with depressions on the top and above the glovebox which can be used for small items. The depression over the
glovebox is actually intended for airbag stowage if the safety device is
installed (mainly for export models where safety regulations require
airbags). 

The central section of the dashboard contains the ventilation controls at the
upper level and the integrated radio/cassette player on the lower level. Over
to the right side where the driver faces is the instrument panel with all
meters (made by VDO Malaysia) easily viewed. The steering wheel has three
spokes and horn buttons are situated on two of them. Besides the usual
warning lights, the reminder that the lights are not switched off when
leaving the car will be welcome.

The front seats are well structured with substantial side support and
adjustable head restraints. The plush fabric upholstery is two-tone with some
‘hieroglyphic designs’ on them, presumably to add visual ‘excitement’. The

two-tone colour scheme is also found on the door panels which have a
combination of fabric on the upper half and vinyl on the lower half. The use
of fabric on the upper section may not be such a good idea as this area is
where people will rest their arms or hold with their hands; over time, stains
are likely to appear.

The rear seats are as generously sized at those at the front and the
backrests are divided exactly in two equal halves. Adjustable head restraints
are also provided and to make things more comfortable, each backrest can
be reclined all the way backwards to an almost flat angle – great for having a
nap at the seaside! 

Alternatively, for carrying large and bulky items that need more length than
the boot space available, the backrests can be folded forward to lie flat on
the seats, either individually or together. Golfers will be pleased to note that
the length from the back of the boot to the back of the front seat is sufficient
to accommodate a golfbag.

The large rear door is hinged on the right side and side hinging makes more
sense than having the door open upwards because, in tight spots, at least
you can still open the door a bit to put things in. And with the low sill,
loading or unloading heavy stuff won’t be a chore.


Perodua’s product development team must believe that Malaysians are heavy consumers of canned drinks as there are can-holders on each front
door and also built into each rear door armrest. Those in front fold away
when not needed.

Another useful built-in feature is a coin-holder with slots for a few 1-ringgit
coins on the driver’s armrest, just behind the power window switches (only
the front doors have power windows).

For convenience, the Kenari’s central door lock system has an auto-lock
feature which operates a few seconds after starting off. The system works on
all five doors and they have to be manually unlocked to open the doors. It’s
a feature which female drivers will appreciate as the doors on the other sides
will be automatically locked, thereby reducing the possibility of ‘unwanted
passengers’ getting in while the car is stationary.

by -

SAFETY

Computer-aided engineering has been used in the Kenari’s construction with special attention paid to the effects
of impacts on the front, rear and sides. As a result, the Kenari can pass the latest crash test requirements in
Europe and Japan.

For the front and rear, the structures are designed to crumple so as to
dissipate the forces of the impact before they reach the occupants. On the
sides, the doors have beams welded inside them to reduce intrusion and the
centre pillars have extra reinforcements. The floorpan also has extra
transverse beams to help the lower sills resist deformation. In crash tests, it has been possible to open the doors after side impacts and that’s
important for rescuers.

An interesting safety feature in the engine bay is the use of a specially-designed frame which will bend
downwards in a vee-shape when the Kenari is involved in a direct frontal collision. The engine and transmission can then drop downwards instead of being pushed backwards into the cabin area
where the occupants can get injured. As with all modern cars, the steering
column is also collapsible upon impact, eliminating the danger of it being
propelled against the driver.

Such features are particularly important in a small car like the Kenari which
has limited length in its front end. By minimising intrusion of the engine into the cabin, the risk of injury to the occupants is lower.

Other safety features in the Kenari include vented front disc brakes with
boosted hydraulic pressure from a 203 mm diameter vacuum servo pump and large drum brakes for the rear wheels. 

Laminated glass is used for the windscreen and this type of glass – once
available only on expensive European models – will not shatter into tiny
dangerous pieces when hit by a stone. Due to its ‘sandwich’ construction, the
sharp impact force is absorbed more effectively and if it is very great, only a hairline crack will develop. This is important for driving safety as the forward vision will remain clear.

Three-point inertia-reel seatbelts are provided for the front occupants but no seatbelts are provided at the rear
at present (export models will, however, have rear seatbelts due to safety regulations in some countries). 

However, the rear doors are equipped with childproof locks. A standard
feature in almost all cars since the 1970s (but not known by many car
owners!), childproof locks, when activated, make it impossible for the door to be opened from the inside even if the latch is released. This will give the driver more peace of mind by not having to worry about a child accidentally opening the door while the car is moving.

It is considered a hassle by some who use it as the door can only be opened
from the outside. One solution would be to activate only the lock on the right door which would normally open towards traffic when the car is parked. That way, there is less danger of an eager child suddenly opening the door and rushing out.

by -

CHASSIS

The suspension of the Kenari is very straightforward and typical of many
front-wheel drive cars. At the front, each wheel has independent suspension
using MacPherson struts with integral coil springs and shock absorbers. The
rear wheels have semi-trailing arm location, coil springs and telescopic
dampers with a beam tightly maintaining the 1260 mm track.

Though it is in the minicar class, the Kenari has larger diameter wheels than
the Kancil – 13 inches instead of 12 inches. The Kenari EX and GX would
have steel wheels and wheel caps but the EZ comes with 7-spoke aluminium
rims (4-stud mounting).


The standard tyre size is 155/65R13, the aspect ratio being a good compromise for traction and comfort. Most of the cars shown to the press
during the preview had Simex tyres but it is understood that Goodyear tyres
will also be used.

Rack and pinion steering is used and other than the Kenari EX, the other two
versions have power assistance to lighten the effort when parking… not that
the Kenari is particularly heavy at around 845 kgs. Being small obviously
makes for ease of turning and this is enhanced by the exceptionally small
turning circle of 8.6 metres (at the wheels).

by -

ENGINE & TRANSMISSION

The Kenari is available only with a 1.0-litre engine and this is a new unit –
coded ‘EJ-DE’ – mounted transversely in the engine bay. The compact and
light long-stroke engine has three cylinders with four valves per cylinder,
one camshaft operating the inlet valves and another separate one operating
the exhaust valves. Such specifications were once found only in high
performance sportscars but are today commonplace in ordinary cars to get
more power without having to resort to larger displacements. Fuel efficiency
is also enhanced due to better combustion.


In case you wonder why there is a need for so many valves and two camshafts, the answer is to squeeze more power out of the 329 cc in each
cylinder. Two valves per cylinder, even though the valves are smaller, allow
for a combined valve port area that is actually larger than a single valve.
This means more of the air and fuel mixture can be introduced. The same
applies to the exhaust valves: the increased exhaust port area allows faster
flow of the exhaust gases. Incidentally, the intake ports are positioned
vertically and kept straight to allow the air-fuel mixture to flow smoothly.

Separate camshafts for the intake and exhaust valves enable the camshafts
to spin at higher speeds and complemented by the lighter weight of the
individual valves, the engine can rev more freely.

Electronic fuel-injection (EFI) is used and this makes for far more efficient
fuel delivery than the carburettor while generating less ‘dirty’ exhaust
fumes. With a computer managing the fuel supply, the needs of the engine
for a given driving condition are more precisely met and maintained consistently. In fact, with EFI, maintenance is less demanding because there
is no need to make adjustments as the air-fuel mixture will always be at
optimum.


Power output of the engine is 40.5 kW (about 55 bhp) at 5200 rpm, with
88.3 Nm of torque at 3600 rpm. The dyno chart reveals that the power
output curve is steep but the torque curve tends to fall sharply after its peak
at 3600 rpm. The latter characteristic is not unusual for such a small engine
and shows how a compromise has to be made with limited torque; in this
case, the focus was on the low to medium speeds where most driving is
done.

Because of the compactness of the Kenari, the catalytic converter is not
installed towards the middle of the exhaust pipeline as in bigger cars.
Instead, it is located next to the engine and occupies a space just behind the
radiator. The proximity of the exhaust-cleansing device to the exhaust ports
is actually better because it will enable the catalytic converter to heat up
faster (the catalyst works best when it is hot).

With EFI and a 3-way catalytic converter, the Kenari’s engine satisfies Euro-2 emission control standards and this is important for Perodua because it has
to stop selling the Kancil in UK as that model’s engine cannot meet the
new
emission control standards that will be introduced in that country from this
October. The Kenari will therefore take over from the Kancil for that market.

Both manual and automatic transmissions are available. The manual transmission is a 5-speeder with overdrive ratios in 4th and 5th gears and a
final drive ratio of low 4.266:1, while the automatic has four forward speeds
with an overdrive ratio in top gear. For enhanced acceleration at the low
end, the final drive ratio fitted is 4.438:1.

by -

STYLING

The Kenari’s styling follows the trends for cars in this class with the wheels
pushed right to the corners of the two-box shape to maximise interior room. 

Although conventional rectangular headlights were considered, the dual
headlight front end was chosen to give a sporty and unique image. At the
rear, the clean design of the large side-hinged rear door is flanked by high-
mounted rear light clusters (with large amber lenses for the signals) that
follow the style in the Kembara. Being mounted here not only makes them
more visible to drivers behind but also reduce the chances of damage in
rear-end collisions. The reversing lights are set in the rear bumper lower to
the ground. As such lights are not normally very bright, their illumination
would not be of much use to the driver anyway and serve more to alert
other drivers of the Kenari being reversed.

It is important to note that the Daihatsu Move which served as the basis for
the Kenari is not the original one which was introduced in Japan in the early
1990s but the newer one which has been sold since late 1998. The difference
is that the newer wide-body Move was designed based on the revised minicar regulations in Japan which were introduced in October 1998.
Basically, the revisions were made because of stricter safety requirements
which the original minicars would have difficulty meeting. The new minicar
specifications allowed an increase in overall length by 10 cm to a maximum
of around 3.4 metres and an increase in overall width by 8 cm to around
1.48 metres.


The Kenari, being a Malaysian model, is obviously not directly affected by
the regulations but as it uses the same platform as the Move, its overall
dimensions can’t be substantially changed. The important thing about the
increased dimensions permitted is that they have removed the ‘tall and
narrow’ profile that characterised most minicars and made them look like
they would easily tip over. The Kenari, in fact, has a low-slung look even
though it has 160 mm of ground clearance.

The Kenari’s overall length is 3460 mm (65 mm longer than the Kancil),
overall width is 1475 mm (80 mm wider) and its height up to the top of the
standard roof rails is 1665 mm (250 mm taller than the Kancil but 30 mm
lower than the Kembara). The 2360 mm wheelbase is 80 mm longer than the
Kancil’s, which means a much more spacious cabin.

by -


THE NEW PERODUA KENARI

Just one month after Proton unveiled its new model, Perodua, the second
national car company today brings out an all-new addition to its range – the
Kenari. Unlike the Proton Waja, however, the Kenari goes on sale from today
and if you were among those who booked earlier, you could be driving this
new Perodua home this weekend.

The Kenari is Perodua’s fourth model and fulfills the company’s aim of
offering a model in all the popular segments – sedan, 4WD, van and now
MPV. But as with its description of the Rusa as a ‘multi-utility vehicle’
(MUV), rather than a ‘van’, Perodua calls the Kenari a ‘Multi-Usage Mini-Wagon’
instead of a mini-MPV.

The positioning of this somewhat unconventionally-styled model is at the
upper end of the compact segment. While the Kancil is basically a low-priced
entry-level model, the Kenari is presented as a premium model and aimed at
buyers who are in the 30 – 40 age group. Perodua is forecasting that there
will be slightly more female buyers (55%) than male buyers but expects also
that many buyers will be people with young families.


Perodua officials make no claims of “100% indigenous design” for the Kenari
and make no secret of the fact that it is based on the Daihatsu Move. Prior
to it being revealed, there was speculation that the Kenari would be based
on the Sirion or the Gran Move (a larger model). But the Move was chosen
because it has the newest platform, having been designed to the new minicar regulations in Japan which permit slightly larger dimensions than the
original minicars (or ‘Kei-cars’, as the are referred to in Japan).

The regulations were introduced in October 1998 and just prior to that
month, Perodua had decided it would adapt the new ‘wide-body’ Move for a
new model. The project code was ‘X680′ and it was supposed to be launched
in 1999. But the severity of the economic downturn forced the company to
reschedule its launch to this month and another model which was due this
year to be pushed to next year.

While development work went on, various names were considered for the
new model. The initial one which seemed quite appropriate was a Malay
phrase but after some surveys, it was felt that a more neutral name would
be better. The next choice was the name of a fish and remained high on the
list till last December when the X680 finally got the Kenari name. For those
who are not so familiar, ‘Kenari’ is the same bird as the yellow canary.
It’s a nice neutral and cheerful name which Perodua will also use for its
export model.

There are three grades offered – the EX, GX and EZ. Both the EX and GX
have 5-speed manual transmission while the EZ comes only with 4-speed
automatic transmission. In terms of standard equipment and features, all
three versions are essentially the same. However, the EX will not be
available initially and will only be introduced in late July.

The Kenari is built on the same line as the larger Kembara although the two
models do not share the same platform. With the surging demand these
days, Perodua has been using almost all its 120,000 unit capacity so
supplying enough Kenaris is going to be tricky. If this new model is in great
demand, the factory will have to cut back on Kembara production to make
more Kenaris.


“This is something we can’t do much about but after June next year, when
the factory capacity is raised to 150,000 units, then we should see more
balanced output of all the models,” said Perodua Managing Director Datuk
Abdul Rahman Omar.

In the first week of orders being accepted, over 300 people signed up for a
new Kenari. It could be higher, noted a Perodua executive, if not for the
present controversy over the issue of commissions to dealers and the
implications to the interest rate to customers. Nevertheless, Perodua expects
to sell about 2,000 Kenaris a month over the next six months and also plans
to export 500 units to UK (the first export market for the Kenari) by year’s
end. The Kenari will make its debut there during the Birmingham Motorshow
in October.

by -

The growing carbon dioxide levels in the atmosphere have been causing concern because they can cause global warming. While this gas is generated in nature, man has also increased its levels unnaturally in the 20th century with the use of the internal combustion engines for automobiles. Furthermore, as catalytic converter usage widens, more carbon dioxide is created since the catalyst converts the toxic components in exhaust gases into carbon dioxide and water vapour; unfortunately, while being non-toxic, carbon dioxide can cause other problems.

Toyota, like many other responsible automakers, has been actively looking for ways to improve combustion as this has direct implications on carbon dioxide emissions. As part of its Eco-Project, Toyota developed hybrid propulsion system suitable for mass-produced passenger cars which it called the Toyota Hybrid System (THS). This new system is the heart of the Prius which was the first mass-produced car with a hybrid powerplant when it went on sale in late 1997 in Japan. In factory tests comparing conventional vehicles powered by a 1.5-litre engine, the amount of carbon dioxide emissions of the THS are 50% lower.

28 KMS/LITRE
This new propulsion system uses both a petrol engine and an electric motor and the combination, running alternately or together according to driving conditions, has enabled the Prius to attain twice the fuel efficiency of conventional petrol engined cars; factory tests have returned up to 28 kms/litre (about 80 mpg). Moreover, with the use VVT-i (Toyota’s continuously-variable valve timing system) and the electric motor to reduce engine load during acceleration, the levels of toxic elements in exhaust fumes can be to about 1/10th of normal levels.

The system builds on earlier successes by Toyota to develop
environment-friendly, low fuel consumption engines such as the lean-burn engine in 1984, and the direct injection petrol engine in 1996 (which is now available in certain domestic models).

The THS comprises the technologies of clean, high-efficiency petrol engines, electric vehicle power systems using nickel-metal hydride (Ni-MH) batteries, advanced automatic transmissions, and computerised management.


The capacity of the Ni-MH batteries is kept at only 80% because a 100% capacity can make them pretty hot and, apparently, it is not good for battery life. Incidentally, the cost of the battery pack is presently very high but can last for as long as the first owner is likely to keep it (10 years is claimed).

The batteries impose one other disadvantage: weight. As anyone who has ever lifted a car battery will know, it is quite heavy, so imagine how heavy 40 units are! This bumps the weight of the Prius to 1,515 kgs, which is some 35% heavier than a conventionally-powered car of similar size. It would have been heavier too had there not been a concerted effort to keep weight down. The measures included using a special body frame, induction hardening of the centre roof pillar and a compact powertrain. The extra-economical nature of the Prius also meant that the fuel tank needed to contain only 50 litres, which indirectly means lower weight when running.

TWO POWER SOURCES
The THS has two motive power sources which engage depending on driving conditions. A small 1.5-litre high-efficiency 1Nz-FXE petrol engine provides the main power to drive the front wheels, as in conventional cars. Drive power can also be supplied by an electric motor, which derives its electricity from the batteries and an electric generator.

Fuel efficiency is further boosted by other measures, such as automatically switching off the engine when the vehicle is at a stop–a time when fuel is usually wasted. During braking, it is also possible to regenerate some of the energy, thereby extending the energy level of the batteries.

SPLITTING POWER
One of the major components is a power-split device in the hybrid transmission which allocates power from the petrol engine either directly to the vehicle’s wheels or to the electric generator. At the same time, the petrol engine is automatically controlled to keep its speed in the most efficient range at all times. The power to drive the vehicle is appropriated from the petrol engine or from the electric motor in response to driving conditions.
Besides incorporating the power-split device, the hybrid transmission also has the electric generator and the electric motor. The power-split device utilizes a planetary gear to constantly re-allocate the power supplied from the petrol engine. One of the output shafts of the power split device is linked to the electric motor and wheels, while the other connects to the electric generator.

The entire transmission system functions as an electronically-controlled continuously-variable transmission(CVT) by fluidly adjusting the engine rpm, electric generator and electric motor for optimum running.

EFFICIENT USE OF POWER
As part of the transmission’s control system, the petrol engine is regulated to keep it operating within the high torque zone, which is the most fuel efficient (ratio of power to fuel consumption). Its rpm is automatically controlled to keep it within a set range, so that the high torque zone can be used as much as driving conditions allow.

The distribution of the petrol engine’s power is determined by factors such as the amount of pressure on the accelerator, vehicle speed, and battery charge. The portion that is used to turn the wheels is balanced with that which is used to generate electrical power. Electrical power created by the generator may then be utilized to operate the electric motor, which, together
with the power derived directly from the petrol engine, helps propel the vehicle briskly.

THE ATKINSON CYCLE
The petrol engine is really the hybrid system’s main power source. It is a high expansion ratio petrol engine using the highly heat-efficient Atkinson Cycle. This concept is a heat cycle which was proposed by British engineer James Atkinson and has since evolved into an improved version called the Miller Cycle. The Atkinson Cycle is very heat-efficient compared to conventional engines, but is rarely applied because it does not produce enough power unless used with a supercharger. However, for the THS, this drawback has been minimised and it efficiency is further improved by the use of VVT-i and by reducing friction loss between its components.

The high expansion ratio heat cycle increases the expansion ratio by reducing the volume of the combustion chambers and allows combustion energy to be used more effectively. Engine knock is also avoided by delaying the timing intake valve closure, since this reduces compression pressure. Moreover, pumping loss is reduced because of decreased intake resistance during times of partial load.

The low-revving highly fuel-efficient 1.5-litre engine has a maximum speed of only 4000 rpm, thus requiring a lower degree of parts strength than higher-revving engines. Many moving parts are lighter, the crankshaft has a smaller diameter, the piston rings have lower tension, and the valve spring load is less, resulting in a large reduction of friction loss.

RECOVERING ENERGY
The THS’s high efficiency is partly the result of measures to reduce and recover energy that is normally lost in vehicles with conventional engines. When the vehicle stops or decelerates at low speed, the petrol engine automatically stops operating to reduce energy waste. When the vehicle accelerates from rest, the initial power for taking off comes from the electric motor; the engine only begins operating later.

Also, at extremely low speeds or when the petrol engine is operating in the low efficiency zone (low rpm), the fuel supply is cut off and the vehicle runs on its electric motor alone. During engine braking or normal driver-induced braking, the electric motor operates like a generator (remember the dynamo on bicycles?), converting the vehicle’s kinetic energy into electrical energy, which can then be used to charge the battery.

The system is particularly effective in recovering energy during city driving, where driving patterns with repeated acceleration and deceleration are common. To maintain a constant charge, the batteries receive charging energy from the electric motor and the engine-powered electric generator via an advanced charging control system. Unlike 100% electric vehicles, the battery of the THS does not require external charging.

The THS is just a start and there can be no doubt that its efficiency and performance will increase in future. In fact, for the US market where crusing speeds are higher and journeys are longer, modifications have been made to the operation to provide more brisk performance but Toyota says that it is still superior in terms of low pollution levels and economy. The engineers are striving to have the US models comply with the upcoming California Super Ultra Low Emission Vehicle (SULEV) standard. SULEV is approximately 85% cleaner than the strictest existing petrol vehicle standard, Ultra Low Emission Vehicle (ULEV).

Related stories:
What’s it like driving a Prius?
Singapore government gives incentives for cars like the Prius

by -

I’m not sure if I like the looks of the Toyota Prius although it is described as a ‘futuristic style’ (the styling was done by Toyota’s studio in California). The nose, with a beak-like appearance, seems out of sync with the short rear end. But in aerodynamic terms, the bodywork (slightly longer than a Corolla) is class-average at 0.30 Cd. The compact body also makes for easy parking, with an impressive turning circle of 9.4 metres.

The suspension system gives a hint of the next generation of chassis layouts from Toyota with strut front and H-shaped torsion beam rear axle with toe-control links. You can see almost similar arrangements in some of the new Toyota models that have been introduced.

DASHBOARD OF THE FUTURE
The dashboard area reminds me of the ones in concept cars. To maximise legroom, there is no centre section going down to the floor. The shifter for the automatic transmission is to the left of the steering column. It has an odd pistol-grip shape but proved easy enough to operate. The parking brake is foot-operated.

The instrument panel is absent from the area ahead of the steering wheel, which gave an awkward feeling. And no heads-up display is projected on the windscreen either. Instead, a narrow display screen showing the warning lights and speed is recessed in the centre of the dashboard just below windscreen.

I questioned a designer about this location and obviously, I was not the first because the engineer confidently said that I should try driving the Prius and see if I felt it wasn’t good. Later on, I had to tell him that it wasn’t as dangerous as I thought it would be, requiring the driver to look away from the road ahead. Cleverly, the designers had enlarged the size of the speed display so that it is clearer. The location is not on the periphery of the driver’s view either so it is noticeable. The legibility also has something to do with the distance of the display; studies had shown that older drivers could read the more distant display 25% faster than when it was near the steering wheel.

DISTRACTING DISPLAY
But while I had to retract my scepticism of the speedometer position, I have to say that the 150 mm-wide information panel in the middle of the dashboard should be less ‘informative’. It shows, among other things, the modes in operation and how the energy is flowing in real-time. For instance, on deceleration, you can see that energy is flowing backwards to the batteries.

It’s a nice idea for a prototype and for test purposes, but I feel that it is really very distracting for the driver. The designers may argue that the novelty of seeing the display would wear off after a while – but then again, he or she could very well crash at the first corner after the Toyota showroom!

PRACTICAL, SPACIOUS CABIN
The rest of the Prius cabin, which is spacious with the 2.55-metre wheelbase, is quite conventional. It is designed according to the company’s Global Outstanding Assessment (GOA) criteria so the inside areas are suitably padded to minimise injuries. The front seats also have a special design to lessen whiplash injuries.

In the past, prototypes never had air-conditioning as it was a technical issue that was hard to resolve since the compressor usually needs a running engine. In the Prius, with its auto cut-off for the engine, this too presented some problems. However, the engineers couldn’t omit an air-conditioner since buyers expect it as standard these days.

So what they did was to improve the system to heighten efficiency and also use UV-blocking green glass that significantly reduces the introduction of radiant heat. The bodywork insulation prevents heat gain within the cabin. And finally, there is a mode which cancels the engine cut-off feature so that the a.c. compressor can be kept running to provide cool air.

Still, one wonders about the comfort in tropical climates like Malaysia. Mr Okamoto said that they had not found any problems in this area although he admitted that because the engine may be running more often to keep the compressor operating, the fuel economy may be affected very slightly.

The same consideration was given to power steering–another power-robbing ancillary. In the Prius, the system is run by an electric motor (not a new idea) so whether the engine is running or not doesn’t matter.

ON THE MOVE
It was a bit exciting getting to drive the Prius since there was so much hype about it. At rest, it was silent since the electric motor provides the initial propulsion. I applied a bit of pressure on the pedal and the car moved forward gently. Only tyre noise was audible as the petrol engine was not running (and I knew this from the display). Pressing harder, the power flow arrows showed that the engine had kicked in. But the electric motor had disengaged and when I pushed the pedal right to the floor, the electric motor started to run again. I got the Prius up to 100 km/h easily but the acceleration was not particularly inspiring. More impressive was the torque which permitted brisk acceleration on the move.

Deceleration was smooth and the display told me that energy was actually flowing backwards to recharge the batteries. In fact, each time I lifted off and coasted, the regenerative effect went into action. To see how fast the system could react, I coasted and then floored the pedal – the arrows switched direction almost instantly and there was no judder at all as both motor and engine cut in suddenly.

Coming to a quiet stop, I waited for the engine to cut off… but it had already done so earlier when I started braking! So stopping was really a matter of the car ceasing motion, that’s all.

In the handling department, the Prius felt like any other car and rode comfortably as well. I must say, though, that the ‘drive-by-wire’ concept is fine and doesn’t take away any of the feel a driver is used to. A Toyota engineer said they worked very hard to have just the right sort of feel and weighting to the steering and pedals as they were aware that the absence of such tactile cues would be detrimental.

If the Prius were to cost as much as a 1.6-litre petrol-engined car, it would probably be quite popular among those who want the best in fuel economy. Surveys showed that the initial group of buyers in Japan and the US were mostly academics who were curious about the technology and young people who had strong views about protecting the environment. This buyer profile should change eventually but the main thing for Toyota is to get as many people as possible to use cars with the hybrid system. Not just to make money (obviously they would want to profit as well) but to make a significant and positive impact on reducing pollution and conserving energy resources which are not unlimited.

Chips Yap

Related stories:
The Toyota Hybrid System

Singapore government gives incentives for cars like the Prius

by -

Singaporeans who buy eco-friendly cars using hybrid or electric powerplants will get special incentives between January 2nd 2001 and December 31st 2003. In an official statement, the government says it is giving rebates for an initial 3-year period (with a review after that) to help lower the cost differential between electric and hybrid cars, and conventional cars. This is because electric and hybrid cars cause less pollution than conventional petrol-powered cars, but cost significantly more. The rebates are aimed at encouraging motorists to consider buying electric and hybrid cars instead of conventional cars.

The rebates will be in the form of a 20% reduction in the open-market values that form the basis for the value of the Certificate of Entitlement (CoE) which every new car buyer must obtain in order to buy a car in the island republic. The CoE can amount to as much (or more) as the cost of the car but is deemed necessary as a means to control the vehicle population on the island.

In classifying electric cars for the COE categories (there are different categories based on engine size), those with power outputs of up to 57.5 kW are considered as equivalent to 1.6-litre petrol-engined cars while those with motors generating more than 57.5 kW will be classified as being above equivalent 1.6-litre petrol-engined cars. Hybrid-engined cars will be classified according to their engine size or power output, whichever is higher.

Cars with electric motors only will be subject to a 20% reduction in annual roadtax according to their power output while those with hybrid units – an electric motor coupled to a small petrol engine – will have 10% reduction. The roadtax calculations will be based on either the power output or the engine size, whichever is the higher amount.

The licensing authority has formulated a correlation table which was established by examining the relationship between the engine capacity and the maximum power ratings of existing conventional cars; and equating the engine capacities of conventional cars with the maximum motor power ratings of electric cars taking into consideration the differences in engine and motor power output characteristics and transmission efficiency.

Like conventional vehicles, this special class of vehicles will also be required to have compulsory inspections at the same intervals. In Singapore, the inspections are not required for the first three years after registration of a new vehicle; every two years for vehicles between 3 and 10 years old, and every year for vehicles older than 10 years. Depending on the sophistication of the built-in safety features of the electric/hybrid cars, there may also be a requirement for other safety checks by the manufacturers’ agents as part of the compulsory periodic inspection.

A few companies already have hybrid-engined models in production, the most widely sold (50,000 units worldwide to date) being the Toyota Prius which was introduced in Japan in early 1998 and is now also on sale in the USA. Honda also produces a sleek hybrid-engined car known as the Insight which is claimed to be more economical than the Prius due to its light aluminium bodyshell.

About two years ago, Toyota had brought the Prius around the region for demonstrations to the respective governments and to lobby for special incentives for the car in view of its very low emission levels and high fuel efficiency. The approach was taken because most ASEAN countries have prohibitive import taxes (particularly in Malaysia) on cars and if the Prius, which is made in Japan, were to be sold, it would cost more than a Toyota Camry.

As such, Toyota felt that it would be pointless introducing the model if it cost so much because it would then become a novelty for the rich, rather than an affordable widely-adopted solution to reducing pollution and depletion of energy resources. It is Toyota’s aim to get its hybrid system popularised globally and the way to do that is to ensure that the Prius has an affordable pricetag.

When the Prius was launched in Japan, it was rumoured that the car’s production cost was high and that Toyota was subsidising its cost to achieve a reasonable price. It was believed that that the Prius cost Toyota 5 million yen to make but the market price was 2.15 million.

Kazuo Okamoto, the director involved in the 6-year project, denied that the Prius was being sold at a loss. “No matter what our financial strength is, it would not be a good business practice to lose that much money on each car, especially since we are planning to sell 12 thousand annually!” he said.

“Yes, technology and R&D costs were very high, but that’s normal in the initial stage of such an advanced new model. As volumes rise, the real costs would fall rapidly,” he added. But he did also suggest that Toyota was ‘breaking even’ [at that time]. Last year, another Toyota executive commented that rapidly rising volumes have given the company the required economies of scale and that the cost of producing the Prius has ‘come down quickly’.

Besides Toyota and Honda, Ford and Peugeot also have electrically-powered vehicles and it is likely that these manufacturers will be quick to introduce their products in Singapore. However, for some of the 100% electrically-powered cars, the issue of recharging stations needs to be addressed as they cannot be charged using ordinary household power points. This will mean that recharging stations will need to be established around the island which is, fortunately, not a large area to cover.

For hybrid cars, however, recharging is not an issue because the batteries are recharged as the car runs and recharging is only necessary if for some reason the batteries go completely flat. But in an emergency, the petrol engine can still be used to provide power.

So far, the Malaysian government has not announced any incentives for such eco-friendly cars and it seems unlikely that the matter would receive a high priority unless Proton or Perodua begin developing such systems. Some years ago, Proton had commissioned an American company to develop an electrically-powered Wira but the project was terminated because the company went bankrupt. It is not out of the question for Perodua to embark on such a program, though, as its technical partner, Daihatsu, has done a lot of work on electric vehicles and besides, it is a part of the Toyota Group too.

Related stories:
What’s it like driving a Prius?

The Toyota Hybrid System


    by -

    At the coming 2001 North American Auto Show in Detroit next month, Volvo will present two concept cars that are said to ‘put safety into a new dimension’. One of these is the Safety Concept Car (SCC) which was developed with the main ambition to create ‘superior vision’. Another ambition was to implement modern technology in order to support the driver and make driving safer. This was achieved by combining traditional engineering with advanced electronics.

    The SCC does not mainly display safety in the traditional way, with new airbags and further developed crumple zones but instead focusses on active safety and on features that will help any driver become a safer one.

    Autoworld.com.my provided details of the features in the SCC two months ago and to read that article, click on the links below.

    Volvo Eye Car
    Volvo Secure Car

    NUMBER ONE IN SAFETY
    “The Volvo SCC demonstrates that we have knowledge and competence to stay Number One in the world within car safety. The car contains a large number of technological systems and features which are associated with driving safety and the interplay between man and machine,” says Helen Petrauskas, head of Environmental and Safety Engineering at Ford Motor Company, which Volvo belongs to.

    It goes without saying that car drivers play a decisive part in the pursuit of safer traffic. The Volvo SCC therefore makes drivers the focal point by giving them increased control and a better chance of making the right decisions in difficult traffic situations. Research has shown that drivers receive more than 90% of the most critical information from outside the vehicle. Thus if the quality of this visual information can be enhanced, the drivers can have a better chance of avoiding collisions.

    4-POINT SAFETY BELT
    Two kinds of 4r-point safety belts integrated in the seat frame will be shown in SCC: the CrissCross Belt (X4) and the Centre Buckle Belt (V4).

    The CrissCross Belt is a conventional 3-point belt supplemented with an extending diagonal chest belt from the shoulder to the hip. The Centre Buckle Belt is similar to the type of safety belt that previously was used in rally and racing cars.

    In order to find out which type of the two that is most comfortable and most user-friendly, a special evaluation will be made at motorshow. The second Volvo concept car remains a secret at this time but insiders say it is a model that has never before been shown in public.

    Prev1...1,0001,0091,0101,011...1,033Next Page 1,010 of 1,033
    -->

    NEW CAR LAUNCHES

    TEST DRIVES & REVIEWS

    Automotive News