Toyota, Honda Improve Technology With Hardier Hybrids by Karl Ferguson I canít recall exactly the comment that was made to me when I first drove Toyotaís gas-electric vehicle, the Prius. I was telling a friend about it and his remark was something along the lines of, "Electric hybrid? You must need a pretty long extension cord to run it!" Fortunately for Toyota, that particular comment was made nearly four years ago and technology has moved on. Having just released the second-generation Prius to the market, Toyota hopes public opinion has moved on as well. They are not alone. Honda has recently updated its own Civic-based hybrid. Even if youíre unfamiliar with the technology, you might have spotted one of these hybrid cars. Perhaps it was the unusual look of the Prius that made you take notice, or, in the case of the Honda, perhaps you wondered why that Civic with only one person in it was using a restricted high-occupancy lane during peak traffic times. Judging by the appearance of the Prius, Toyota is banking on the "gee-whiz" factor to attract punters. Unlike the previous four-door model, the new Prius is a five-door hatchback that has a rakish, aerodynamic look that sets it apart from the crowd. It now has a wheelbase that is almost 150 mm longer than its predecessor, which greatly improves interior space and doesnít hurt the ride either. It is, Toyota claims, one of the most aerodynamic production vehicles in the world, with a coefficient drag of just 0.26. Itís also nice to know that the steeply angled, almost space-age windscreen is as much about improving interior noise and fuel efficiency as it is about styling. Itís a theme that is continued on the inside. Traditional dials are replaced with an LED display, while the dash is dominated by a large touch-screen monitor that gives the driver a constant readout of fuel consumption. A joystick replaces the transmission lever, while the "key" doubles as the remote central locking unit, fitting neatly into a slot by the steering wheel. Itís the same smart key that Toyota uses in the Lexus 430, in which an on-board sensor recognizes the signal and will not only open the door when you stand next to it, but will start the car even when the key is in your pocket. Simply put your foot on the brake and push the starter button. Although even the least technologically proficient among us could work this car, not everyone will appreciate it. The touch screen, for example, is more intuitive in many respects than BMWís iDrive system, but it can still be distracting and a bit fiddly. I canít also help but wonder what would happen if it ever broke down. Honda, on the other hand, seems to be of the view that thereís a fine line between whatís cool and whatís intimidating. Externally, the Honda is a standard Civic sedan, save for a discreet "hybrid" tag on the carís skirts. The same could be said for the inside. Apart from the dash with magenta fluorescent dials and extra LCD displaysóa nice touchóitís no different from the standard Civic. In my opinion, itís not a bad medium. Thereís enough to set the car apart from the driverís perspective, but at the same time, it doesnít scare off potential converts. Equally though, Toyota should not be chastised for marketing the Prius on its technological features, which are, quite honestly, impressive. So how do these hybrids work? Even though these cars might be similar from a philosophical standpoint, when it comes to technology, they are surprisingly different. The Toyota uses battery power to run the car, supplemented by a gas engine that charges the battery and assists with hard acceleration. It is the first Toyota to use hybrid synergy drive (HSD), Toyotaís third-generation gas-electric hybrid power-train technology. The system produces more power from both the gasoline engine and the electric motor, which in turn improves acceleration. The Priusís 1.5-liter engine produces 76 horsepoweróup 6 horsepower over the previous engineóand is equipped with variable valve timing that helps improve performance by optimizing power delivery across the rev range. The new electric motor now produces 67 horsepoweróup 23 horsepower over its predecessor. The Prius does 0 to 60 mph in just under 10 seconds, performance that Toyota claims is almost identical to a 2.4-liter Camry. Hondaís integrated motor assist system works in reverse to the Toyota. The gas engine powers the car, supplemented by the battery. Hondaís 1.3-liter engine produces most of the power, around 85 horsepower, with the battery contributing a fairly modest 13 additional horsepower. With less horsepower on tap than the Prius, itís no surprise that the Civic canít quite keep pace with the Toyota, particularly on hills where its lack of torque starts to show. Even so, the Honda doesnít embarrass itself, and performance is acceptable if not exceptional. Both benefit from a clever use of energy, such as regenerative braking systems. For example, when the Prius is coasting or the brakes are applied, the electric motor functions as a generator, capturing kinetic energy that would normally be lost as heat through the brakes and transforming it into usable electricity to recharge the batteries. And neither vehicle suffers from large weight or space penalties as a result of having batteries on board. Which is all well and good, but how do they drive? Actually, pretty well. Itís easy to forget that the Prius is running because starting from the battery you donít hear an engine running. Although the start-up process is a bit time consuming, once under way, there are no problems. But, for the driver, the Civic has the edge. The steering is direct and the car handles predictably. The steering in the Prius is so light that it feels remote with little feedback, and while handling canít be criticizedóitís actually quite impressiveóthe driving package suffers as a result. The Civic has better seats too and arguably has a better ride. Although the Prius rides well, it can feel a little choppy over less than smooth surfaces. However, there is no getting away from the fact that putting your foot down in the Prius results in good acceleration, whereas in the Civic, it is OK at best. The major advantage with both is significantly reduced emissions and improved fuel economy. The Prius is classified as a super ultra low emission vehicle or SULEV. The upgraded system now reduces emissions by an additional 30 percent, and the HSD produces nearly 90 percent fewer smog-forming emissions than a conventional combustion engine. Honda claims that some Civics (sold in California and a few Northeastern states) are rated as a partial zero emissions vehicle and attain the cleanest emissions rating available. Just as important, owners will also be winners at the pump. The Civic can attain figures of 51 mpg, or as much as 650 miles from a tank, although real-world driving could see those figures slump considerably. Toyota claims 59 mpg in the city and 56 mpg for the highway. The reversed figures indicate how proficient Toyotaís HSD power train is and how much the Prius is optimized for stop-and-go traffic. The Civic starts at $19,650 for the CVT model and goes up in price for the better-equipped MT model. The Prius is a little more expensive, starting at $20,810 and topping off at $26,055. Neither vehicle could be described as no-frills though, coming equipped with such luxuries as cruise control, automatic air conditioning, power windows and mirrors, and driver and passenger airbags. The Prius can also be optioned for premium sound and vehicle stability control. So are these hybrids a truly sustainable alternative? Perhaps not quite, but theyíve made good progress all the same. And if the idea of driving a compact doesnít appeal to you, rest assured that larger hybrids are in the wings. Honda is just about to release an Accord V6 hybrid, and a Nissan Altima hybrid is also in the works. Sport-utility vehicles havenít been forgotten either, and General Motors is set to storm the market with a fleet of hybrid-electric vehicle (HEV) pickups and sport-utility vehicles, with a Lexus RX 400h following close behind. Although hybrids may not be for everyone, with the price of gasoline at all-time highs, they make for a compelling and practical alternative. Honda and Toyota will no doubt be pleased they were the first to the party. Karl Ferguson is the automotive reviewer for The Washington Diplomat.