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09/04/2016

Mercedes defends its technology, known as ECO Start/Stop, calling it “one of the most seamless systems,” Regardless, start-stop is destined to be on the majority of cars in the next few years.

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Keith Tao of Danville, Calif., finds the fuel-saving start-stop technology irritating. “It can drive you totally insane,” he said. Credit Jason Henry for The New York Times

Dr. Keith Tao, a radiologist in Danville, Calif., owns three late-model Mercedeses, each equipped with a fuel-saving technology called start-stop.

The system saves fuel and reduces emissions by cutting the engine when the car comes to a full stop and restarting when the foot is taken off the brake.

One of the first things Dr. Tao does after starting the engine: He turns off the feature.

The problem, Dr. Tao says, is that the stopping and restarting is rather intrusive. “You actually feel it restarting,” he said. “In terrible stop-and-go traffic this thing comes on and off constantly. In 20 minutes you can have 50 stop-and-start cycles. It can drive you totally insane.”

Mercedes defends its technology, known as ECO Start/Stop, calling it “one of the most seamless systems,” according to Christian Bokich, a company spokesman. “Customers with any concerns always have the option of defeating the system each time they enter and start the vehicle.”

While start-stop technology may make some people crazy, the technology is here to stay.

That’s because manufacturers are under intense pressure to meet strict fuel economy standards by 2025 and they are using ever more creative ways to wring out every last bit of fuel efficiency from conventional gasoline and diesel engines.

Other approaches include increasing transmissions from six speeds to nine or 10; using electric rather than mechanical power steering systems; decreasing tire rolling resistance; and directly injecting fuel at high pressure into the cylinders.

The fuel savings with start-stop can add up. Under average driving conditions, savings are 3 percent to 5 percent. But with a lot of stops and traffic lights that stay red for extended periods, that can rise to 10 percent, said Robert Fascetti, vice president for powertrains at Ford.

“Start-stop clearly helps use less gas,” Mr. Fascetti said. “There’s no debate. You save fuel when the engine is off.”

Dr. Tao said he had not experienced that level of savings; he estimates the cut in fuel use to be about one mile per gallon.

Regardless, start-stop is destined to be on the majority of cars in the next few years. Ford now has it as a standard feature on its Escape and Focus vehicles, and on some engines in its top-selling F-150 pickup trucks. Eventually, 70 percent of Ford’s models will offer it, Mr. Fascetti said.

By the 2018 model year, all Buicks will come equipped with the technology. Currently Buick’s Encore and Envision offer it. In addition, it is available on several models from Cadillac and Chevrolet, including the ATS, Cruze, Impala and Malibu.

At Fiat Chrysler, the Pacifica offers the technology, and “the majority of our vehicles will have it over time,” said Mike Duhaime, a Fiat Chrysler powertrain director.

Still, not many Americans have yet experienced the technology. And despite its environmental and fuel-saving benefits, many who do have it, like Dr. Tao, don’t like it.

“Our primary research says almost to a person, people say they turn off their stop-start systems,” said Tim Barnes, a director of product planning for Mazda in the United States.

That’s one of the reasons that Mazda has no plans to introduce the technology in the United States, even though Mazda has been offering it in Japan since 2010.

For the technology to work for consumers, the experience needs to be seamless, manufacturers say.

“Restarts must be fast, smooth, with no noise and little vibration,” said Ulrich Muehleisen, head of marketing and product development for Robert Bosch, a company that has sold 15 million start-stop units in Europe since 2007.

Most manufacturers use similar technologies to create and manage their own systems. Heavy-duty batteries provide the juice necessary for 10 times the number of starts of standard vehicles. Rugged starter motors last longer. Engine mounts are designed to be placed to minimize vibration.

Regardless of technique, vehicles with the technology are meant to start instantaneously.

“Take your foot off the brake and the car will start by the time you hit the accelerator,” Mr. Muehleisen said. “It’s just a couple of a hundred milliseconds,” compared to the several seconds it typically takes to start a vehicle using a key.

Engines in the vehicles with the systems will not always stop when the vehicle does. A sophisticated set of sensors monitors the engine and cabin temperatures. If the air-conditioning needs to run continually to cool the interior, the engine will restart or stay on. In stop-and-go freeway traffic, the engine will most likely remain running to avoid repetitious, annoying restarts. And if the battery is getting close to the end of its life, the vehicle’s engine will not shut off, no matter how perfect the other road conditions are.

In addition to customer resistance, the technology faces other obstacles to consumer acceptance.

A vehicle’s official mileage estimates as seen in a new car’s window sticker reflect the existence of a start-stop system. But in calculating those numbers, the Environmental Protection Agency assumes that half the people who have the technology disable it, reducing the sticker appeal to fuel-economy-minded car buyers.

And typical fuel savings also won’t save a consumer that much money. With today’s gas prices, a 5 percent savings in fuel may amount to around $40 a year, or about 80 cents a week.

But minor cost savings and consumer disinterest are not dissuading manufacturers from introducing the technology.

“At some point, virtually every vehicle will have stop-start,” Mr. Muehleisen of Bosch said. “Once you get used to it, you’ll wonder why the engine is running when you’re stopped. It’s like brushing your teeth with the water on.”

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18/11/2014

Connecter, Trouver, Lire..->More From The Web->Toyota’s $63,000 Mirai Greeted by Japan’s Prius-Like Bet->Toyota lance "Mirai", véhicule du futur roulant à l'hydrogène....

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MyNewsCenterNavigator->More From The Web->Toyota’s $63,000 Mirai Greeted by Japan’s Prius-Like Bet->Toyota lance "Mirai", véhicule du futur roulant à l'hydrogène

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560933963.jpgLe constructeur nippon Toyota, pionnier des véhicules hybrides, a franchi mardi une nouvelle étape en présentant une berline fonctionnant à l'hydrogène, premier modèle de ce type commercialisé à grande échelle dans le monde, même si ses objectifs restent modestes.


organisation-intelligence-collective.jpgToyota’s $63,000 Mirai Greeted by Japan’s Prius-Like Bet

By Craig Trudell, John Lippert and Yuki Hagiwara Nov 18, 2014 7:46 AM GMT+0100 22 Comments Print


Photographer: Tomohiro Ohsumi/Bloomberg

A Toyota Motor Corp. Mirai fuel-cell powered vehicle is driven during a test drive in... Read More

Toyota Motor Corp. (7203) will start selling its Mirai fuel-cell vehicle for 7.24 million yen ($63,000), which Japan will subsidize with the aim of repeating a bet that paid off with the world’s most popular hybrid.

Early buyers of the Mirai, which runs on hydrogen and emits only water vapor, will be entitled to about 3 million yen in subsidies in some areas, government officials have said. The support mirrors the inducements Japan has offered to purchasers of hybrids including the Prius, sold since 1997. Toyota and Japan have since dominated global hybrid sales and production.

“Hydrogen can encourage new industrial development that can have the impact of changing our society’s structure, creating new jobs and improving our global competitiveness,” Mitsuhisa Kato, a Toyota executive vice president, said today in Tokyo.

Toyota is receiving government support to popularize what it sees as the next-generation technology for autos, just as it did with cars running on both gasoline and electricity. The Prius and other Japan-made models have been eligible for domestic tax breaks and incentives that have helped the nation’s companies achieve scale and lower costs, paving the way for Toyota to sell 7 million hybrids cumulatively as of September.

Photographer: Tomohiro Ohsumi/Bloomberg

An Iwatani Corp. employee holds a fuel dispenser nozzle as he prepares to fill a Toyota... Read More

Prime Minister Shinzo Abe has called for forming a “hydrogen society” in Japan after the nation’s 2011 nuclear disaster led to surging oil imports and record trade deficits. The energy predicament for the world’s third-largest economy, which has slumped into its fourth recession since 2008, adds to Japan’s motives for supporting hydrogen-powered cars.

Energy Objectives

“You heard energy diversity, energy security mentioned several times,” Christopher Richter, a Tokyo-based auto analyst at CLSA Ltd., said after attending Toyota’s presentation today in Japan. “You didn’t hear as much about carbon reduction or climate change or global warming, which was kind of revealing of what their objectives are here.”

Toyota plans to build 700 Mirai fuel-cell cars in the next year from the Motomachi plant near its headquarters in Toyota City, Japan. Output will rise to tens of thousands annually during the 2020s, Chairman Takeshi Uchiyamada said in Newport Beach, California, before the Los Angeles auto show.

“Gasoline has been the primary fuel for the first 100 years of the automobile,” said Uchiyamada, known within Toyota as the father of the Prius. “I believe that hydrogen will be the same for the next hundred years.”

Photographer: Tomohiro Ohsumi/Bloomberg

The power control unit for the Toyota Motor Corp. Mirai fuel-cell powered vehicle is... Read More

Toyota rose 2.5 percent to 6,998 yen at the close in Tokyo. The shares have advanced 9 percent this year, outpacing the 7.1 percent gain for Japan’s benchmark Topix Index.

U.S. Price

In the U.S., Toyota will charge $57,500 for the Mirai, which can travel 300 miles (483 kilometers) on a hydrogen tank that can be refilled in less than five minutes. Federal and state incentives could reduce the price by as much as $13,000, and Toyota plans to provide free fuel to early buyers. Customers can also lease the car for three years for $499 a month.

Automakers are under pressure in California, as well as across the U.S., Europe, Japan and South Korea, to offer vehicles that emit little or no carbon pollution and reduce petroleum use. Eventually, Toyota and its affiliates also plan to sell trucks, buses and forklifts that run on fuel cells.

For now, hybrids are the top-selling vehicles powered by alternative powertrains. Carmakers will build almost 2.2 million of them this year, with Japan accounting for 70 percent of worldwide production, IHS Automotive estimated as of August. The researcher projected two of every five cars assembled in Japan will be hybrids by 2020.

Facing Skeptics

Toyota faces skeptics among analysts and electric-car advocates including Tesla Motors Inc. (TSLA) Chairman Elon Musk. IHS Automotive projects fuel-cell vehicles will need until 2019 to top 5,000 units per year and sees output failing to exceed 15,000 annually through 2025.

The researcher predicts automakers will produce more than 30,000 electric cars in 2015. Musk, who has criticized using fuel cells to power cars, forecasts Tesla alone will deliver 50,000 battery-powered Model S sedans that year.

Competitors also loom, with Honda Motor Co. (7267) competing against the company to get a fuel-cell car to market, just as the Insight hybrid battled the Prius in the 1990s. Honda yesterday showed a five-seat concept car in Tokyo, previewing a production model that goes on sale by the end of March 2016.

The planned arrival for Honda’s car is later than the 2015 introduction date set by the company as of last year. The automaker needs more time due to the complexities of the technology, Honda President Takanobu Ito said yesterday. Kiyoshi Shimizu, the vehicle’s chief engineer, said recent recalls of Honda’s Fit compact and Vezel crossover also have led to added scrutiny of the fuel-cell car’s development.

Five Seats

“Our strong point is this car is a five-seat sedan,” Shimizu said. Honda’s hydrogen system is installed under the hood rather than beneath the car to improve roominess compared with Toyota’s four-seat Mirai, he said.

Both Toyota and Honda are introducing their models after Hyundai Motor Co. (005380), which started retail leasing of its hydrogen-powered crossover in June in California. The company also sells the vehicle to government fleets in South Korea and Europe.

Hyundai’s model is priced at 150 million won ($137,000) in the Seoul-based company’s home market. The nation’s environment ministry is providing subsidies of about 60 million won, or half the incremental cost of the fuel-cell Tucson compared with the gasoline-powered model.

Japan’s Subsidies

Japan’s fuel-cell subsidies are bigger than the incentives China, the U.S. and Europe offer for electric-vehicle buyers.

In Beijing, buyers of an EV can get as much as 114,000 yuan ($18,600) off the sticker price after central and local government rebates. The U.S. offers a $7,500 per vehicle federal tax credit to electric vehicle buyers, before additional state incentives. In Europe, Norway has provided the most generous incentives, amounting to as much as $8,200 per car.

In Japan, the subsidies for Toyota’s Mirai will be more than triple the 950,000 yen of incentives offered for buyers of Mitsubishi Motors Corp. (7211)’s all-electric i-MiEV.

To contact the reporters on this story: Craig Trudell in Tokyo at ctrudell1@bloomberg.net; Yuki Hagiwara in Tokyo at yhagiwara1@bloomberg.net; John Lippert in Chicago at jlippert@bloomberg.net

To contact the editors responsible for this story: Chua Kong Ho at kchua6@bloomberg.net Terje Langeland, Dave McCombs

 
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