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toyota camry phev Q&A Review
What are the pros and cons of using a hybrid vehicle in a mountainous area?
Most people misunderstand the purpose of the battery in a Hybrid Electric Vehicle (HEV, as opposed to a plug-in PHEV). It isn’t as much a source of energy, as a buffer for energy. And it is not sized for mountains. An internal combustion engine is most efficient at low(ish) rpms and high(ish) power ,for those rpms., (This is much less than its max HP, which comes at high rpms) For example, the engine in a Prius is most efficient a little above 50 HP. A hybrid Toyota Camry or RAV4 is best a little above 60 HP. In a Honda Accord or CR-V it is 33.5 HP. Those are the ones I know. Normal cruising in a car takes 10 HP to 25 HP, depending on weight and speed. HEVs gain efficiency mostly by running closer to the maximum efficiency than a conventional car could, and saving the extra power in the battery. Then using it later with the engine going slow or off completely. (Regenerative braking does save some as well, but the amount isn’t as significant.) It is alternating between these two modes that saves gas. An HEV has a small battery because in most cases, it can alternate effectively. This isn’t true in the mountains. Going uphill, the engine alone will have to run harder than is most efficient, and so will not be able to alternate. Very small engines may have difficulty keeping up. That means the gas engine alone will drive the car. Going downhill, regenerative braking will soon fill the battery, and you will lose some energy that could have been saved.
What is the efficiency difference between gas/electric hybrid cars and their gas-only counterparts?
This depends entirely upon the car and the type of hybrid. A gas-electric hybrid (Prius) without a plug will have less gain than will one with a plug. In most vehicles, the gas-electric hybrid will see roughly 20–50% in fuel economy gain overall, with most of that gain being in city MPG. For example, the Toyota Camry is EPA-rated at 29 mpg in the city and 41 mpg on the highway with its four-cylinder gas engine. The Camry Hybrid at 51 and 53 city/highway. That’s roughly a 75% increase in city economy and a 29% increase in highway MPG. Or a 52% improvement in overall economy. Assuming a 50/50 city/highway drive mix. The Camry is one of the more efficient options in gas vs unplugged hybrids. Most plug-in electric hybrids (PHEV) will see about double that, depending on the amount of all-electric range the battery pack allows. These are more difficult to calculate since the EPA doesn’t require city/highway on the window sticker of PHEVs, just combined MPG and MPGe numbers.
Are Hybrid vehicles really that much more efficient than traditional power trains given the fact that they have to carry around 2 motors and 2 fuel sources?
“Are Hybrid vehicles really that much more efficient than traditional power trains given the fact that they have to carry around 2 motors and 2 fuel sources?” You have to be careful to compare apples to apples, not to oranges. Or cauliflower. Compared to the same model car with an internal combustion engine, a hybrid can be almost 50% more efficient. I base this on a single data point, comparing a tenth generation Honda Accord with a 1.5L turbo (at 31 mpg) to the same car in a hybrid (48 mpg). So yes, it clearly can be more efficient, even with the added weight. And while you can get better mileage in a traditional car, it comes with other sacrifices that makes the comparison invalid. A lot of misinformation gets passed along by people who guess at how a hybrid works instead of actually finding out. In particular, the weight and price penalties are grossly overstated. This car works much the same as a diesel-electric locomotive, not a “mish-mash" of incompatable technologies. It actually has two electric motors and an ICE, but they don't usually work in tandem (i.e., both engine and motor turning the wheels). The ICE uses one motor as a generator, which powers the other to turn the wheels. The added weight is not as much as you presume. This combination is not in addition to ,everything, in a traditional power train, it ,replaces, both the starter motor and the entire transmission. It ends up being more powerful, not less, than the 31 mpg ICE version. And it only weighs about 132 pounds more. (A similar comparison for a Toyota Camry adds 176 to 221 pounds). For comparison, the more powerful 2.0L turbo version adds 145 pounds. There also os a difference between a plug-in hybrid-electric vehicle (PHEV), and a non-plug-in HEV. The PHEV does treat the battery essentially as a fuel source, but the HEV does not. It is more of a buffer that defers the use of generated power to a later time.
Which car should you never buy used?
I will answer this differently. Used cars recommended in a given price range a) 2k - 4k USD Honda Civic Toyota Corolla Honda Fit Toyota Yaris Mitsubishi Mirage Kia Rio b) 4k - 8k USD Honda Accord Toyota Camry Mazda 3 Kia Rio c) 8k - 10k USD Honda Accord Toyota Camry Lexus ES Honda Civic Toyota Corolla Mazda CX3 Kia Rio Honda Fit d) 10k-15k USD Honda Accord Toyota Camry Mazda CX5 Honda CRV Toyota RAV4 Hyundai Sonata Subaru Crosstrek Toyota Prius Mazda MX 5 Subaru BRZ / Toyota 86 Lexus ES Lexus RX Mitsubishi Outlander PHEV
Does the Tesla Model S really save money?
I’m certain they don’t recommend or put cheapo OEM tires on there nor are these size tires even remotely cheap or last a long time - especially with Insanity/Ludacris mode used as often as a new owner chooses. They are also SUMMER tires which notoriously are short life. So expect a new set within the first 1.5 years of ownership at a low low price of over 2K. They also have foam inserts in them according to what I saw on YouTube. It’s likely a costly mx up-charge only offered by ‘Specialized’ Installers. I agree Regen breaking is a useful and money saving feature that pretty much all Hybrids utilize to some degree. This is not a new Tesla created tech - it’s just been adapted. Fuel savings is abound in any EV or properly driven Hybrid/PHEV/whatever. However, pretty much anyone who buys a Tesla is getting it for status and acceleration while this feature is background. I’m unsure of Tesla’s AutoPilot system as it is strictly Camera based. They appear to be lacking certain components of what is considered mandatory - “The main sensors in autonomous cars include GPS/Inertial Measurement Unit (IMUs), camera, LiDar, and radar” SOURCE: ,How the Autonomous Car Works: A Technology Overview Driving anywhere using ‘free’ fuel is advantageous assuming you know how to properly use your time while the car charges. Since most stations are located at or near Shopping Centers, your money escapes your wallet in different ways. Grab a bite, go shopping, Starbucks or sleep in your car. Your choice, but all is wasted time and if time is money, then money is lost no matter how you define it. Building your own charging environment out of Solar and Tesla Power Wall is no where near ‘Free’. That is another expense that might pay for itself over time, but the up front cost is tremendous. Charging at home should be done late at night assuming your Electric Company fluctuates rates, but even then it’s unlikely the average user will need more than a 50% charge on a regular basis. This one is a trade-off. Regular maintenance intervals are really a thing of the past as generally engines built roughly after 2007 are techno marvels. Oil changes are every 10–15K and Trans/Coolant are advertized as ‘LIFE’ but we all know should be changed at least at the 100K marker - typically not a very expensive fix. Now unless everyone upscaling to a Model S/Model 3 is coming from age old unreliable German clunkers/oil burners, I don’t see the benefit here either. According to the internet, Prius is the number one trade-in and those are SUPER reliable. Quick question here, are Prius owners really rich? I thought about buying one a while back when I was making 40K a year and it was an expensive car back then… Long story short, right now buying a new Tesla is a niche vehicle proper for those with lots and lots of money to spend. It’s not a ‘Green Peace’ vehicle at all. It’s a clean Porsche. Just be prepared to have boat loads of money ready to burn before heading to the ‘Sales Store’ - or go buy used and take on the possible battery/drive-train issues as the appear. I’m not a Tesla hater. If I had the money to burn, I’d be in Ludacris mode right now too. Thankfully, I’m happy right now with my 2011 Toyota Camry SE V6. It’s got enough power and MPG to keep me content.
Isn't it more inefficient for a hybrid car to convert gas to electricity than to use the gas to directly power the car?
Isn't it more inefficient for a hybrid car to convert gas to electricity than to use the gas to directly power the car? If everything else is the same, yes. The difference isn’t as extreme as some will tell you, but it is true in general. The real issue is that everything else isn’t the same. What you described is called “serial hybrid drive.” The alternative is “parallel hybrid drive,” where both the ICE and the motor(s) apply torque to the same drive system. (Toyota’s is a serial-parallel system that uses both drive systems at the same time.) You are asking about just the portion of the serial system that differs from the parallel system. The short answer is that there are also differences in how they use the ICE, that compensate for the difference you mentioned. It is well known that an ICE car will use its transmission to select the rpms so as to optimize efficiency at the required level of power. What is not as well known, is that efficiency is more sensitive to the power it is producing than to the rpms. And the reason ICEs can have low efficiency, is that the optimal power level is more than the car needs in cruising situations, and less then needed for acceleration, so it can’t be achieved in practice. Hybrids do gain through the use of an Atkinson cycle engine, and regenerative braking. But the primary method is that they don’t need to match the power being produced to the power needed. They can produce more, or less, than the car needs, and use the battery as a buffer to defer the use of that power. I’m going to compare three hybrid cars to demonstrate this. Two are Toyota Camry Hybrids, and one is a Honda Accord Hybrid. The two Camries I’ll compare are the 2020 LE and XLE, with EPA mileage estimates of 51 City/53 Hwy mpg and 44/47 mpg, respectively. The Honda Accord is rated at 48/47 mpg, These cars are extremely similar in size and weight, so mileage differences are primarily due to the hybrid system, and wheel and tire sizes. Wheel and tire sizes? Yes, it seems they make a significant difference. Larger wheels take more energy, and wider tires lose more energy to road friction. The mpg difference in the Camries is primarily due to the fact that the Camry LE comes with 16 inch diameter wheels and 205 mm wide tires. The XLE comes with 18 inch wheels and 235 mm tires. The Accord comes with 17 inch wheels and 225 mm tires. My point is that, except for the effect of wheels and tires, these cars have essentially the same efficiency. Here are the efficiency maps of the ICEs in them. The percentages represent thermal efficiency. “BSFC” is “brake-specific fuel consumption,” which means how much gasoline (in grams) is needed to push a kilowatt of energy into a system that is pushing back with a brake: Both can achieve over 40% efficiency. But because it is primarily a parallel system, the Camry needs a larger ICE. It has a 163 HP ICE that is most efficient at about 57 HP (43 kW). The Accord has a 143 HP ICE that is most efficient at about 34 HP. Either car needs only 10 to 20 HP for most cruising situations. The Accord’s serial system is both more flexible in its ability to run the ICE at the star, and that point is closer to most needs of the car. Then, because its traction motor is larger (181 HP to 118 HP), it recaptures more energy through regenerative braking. A lot of what you read in answers about hybrid cars is inaccurate, or outright wrong. Part of that is because many people will answer as if their own Prius is representative of every HEV on the road. Not only is that not true, it seems Toyota doesn’t explain how the Prius works to their buyers very well. And many other answers are from BEV advocates who can’t be bothered to learn about HEVs when they describe their faults. Some of the inaccurate statements in other answers here include: Few HEVs (as opposed to PHEVs) are serial hybrids,. In fact, the vast majority of HEVs are serial hybrids. If this surprises you, it is because the most numerous, including Toyotas and Fords, are serial-parallel hybrids. There is a growing number, especially from Honda, that are strictly serial hybrids most of the time, but engage a clutch in specific situations to become a strictly parallel hybrid. The Chevy Volt does the same, but it becomes a serial-parallel hybrid. HEVs charge their batteries mainly by regenerative braking,. The fact is that only about 1/3 (this is a very rough figure) of the energy regained this way is put back into the kinetic energy of the car. And that is done as soon as the car accelerates back to speed. The real gain comes from running the engine more efficiently. HEVs are under-powered because they use an Atkinson cycle engine., Absolutely false. A Prius is under-powered, because it was a design choice to improve performance even more. But a Toyota Camry Hybrid has 5 more horsepower, and a tenth of a second or two in most acceleration tests, than the Camry with the regular engine. The Honda Accord has 20 more horses, and is almost a second quicker to 60 mph in Motor Trend’s tests. Hybrids are more efficient than pure ICE in the city, but not on the highway., ,Absolutely false. There is more of a gain in the city than on the highway, but there is a gain in both situations. It is typically about 50% in the city, and 20% to 30% on the highway.
Why did Fisker Automotive go out of business and not Tesla?
I always thought those Karma’s looked really cool. Then I saw a review on them, and wow they had some issues. The back seats remind me of the ones in my old camaro. Do not use if you are an actual normal person. And it’s not a tiny car. It’s the same length as a Model S. And it weighed a LOT more than a Model S. It weighed more than a full size crew cab long bed F-150. Just a tick under a Suburban. Just under 7 cubic feet of storage space in the trunk… That’s less than a Smartcar Fortwo. It’s almost half that of a corvette or a Ferrari 812! A model S has 26′ of storage space.. 60′ with the seats folded down (not an option in the Fisker). The Model S meanwhile could seat 5 comfortably… or 7 with two kids. The Fisker was just not comfortable to get in and out of. Visibility sucked too. The controls on the touch screen just didn’t work well. The Fisker had a fuel economy of about 52mpg. Tesla was over 100mpge. In all electric mode it was less than half as efficient as a Tesla. It wasn’t all electric but a PHEV. Like a plug in prius. So instead of more storage space, it had a GM engine up front, and all the mechanicals for that too. More parts, more cost, more stuff to fix… It had 52 miles of all electric range, Tesla had 250 miles at the time. And the Fisker took just about as long to charge as the Tesla with 5 times the range of a charge. 0–60 in 6 seconds wasn’t bad for a regular car. About the same as a Toyota Camry V6 at the time. The Tesla was true sports car acceleration. 4 seconds flat for the performance variant at the time. There were the fires and bad reliability (Consumer Reports couldn’t even test the car they were given since it needed an entire new battery pack)… It basically was a cool luxury Prius with better performance of a sporty sedan and none of the utility. And there was no plan like Tesla with it. It was a car. It didn’t have the departure from the norm of Tesla’s vision with the technology they’ve introduced with it. It looked really cool. But it was still only taking that half step of a hybrid. Double the engines, double the equipment, half the storage. It was taking that safe half step forward. Oh and you were spending about twice as much as you could on a model S at the time.
Aside from Tesla, what other electric cars are good?
I’ve been interested in an all-electric car for years. Nothing on the market met my needs until the Tesla Model 3 came along. That’s not to say that the other EVs are not good. It just depends on how you intend to use the car. I own one passenger car. It has to meet my day-to-day transportation needs and allow for an occasional long trip. The threat of running out of charge was a major concern for me, so I ended up buying a plug-in hybrid (EV + ICE). The EV does nicely for short all-electric round trips. On longer trips, the ICE kicks in. No range anxiety. The PHEV is a compromise, however. I still want an EV. If I was still commuting to work I would need an EV with range of at least 150 miles to handle the demands of winter driving when subzero temperatures can reduce range up to 50%. The only EV on the market, other than Tesla cars, that meets that requirement is the Chevy Bolt. I’m sure EVs with less range are good too, but people are very sensitive to range, and the sales volumes reflect it. What sold me on Tesla Model 3 was the extensive charging network. It allows me to own one car rather that two. That’s a huge savings in initial outlay as well as in the long term cost of ownership. I can travel virtually anywhere in the US without fear of being stranded. That’s very reassuring. I can’t say that about any other EV. People point to the inconvenience of having to stop for as much as an hour to recharge the battery, but when I compared the time I spend fueling my ICEV in a year with the time I’ll spent charging a Model 3, the result came out to favor the Model 3. Consider the typical family… An average of 12,000 miles is put on the family car each year. At an average of 28 mpg, and an average fuel tank size of 16 gallons means an average of 35 fill ups are needed each year. The amount of time taken to locate and stop at a gas station, find an open pump, enter your credit card info, pump 12 gallons of gas, and get back on the road again, takes a conservative 10 minutes, for a minimum of 350 minutes spent each year fueling a gasoline burning car. That’s nearly 6 hours. Compare that to a Tesla with a 300+ mile range. It will be recharged 50 or 60 times a year. But the time to plug in the car in my garage after returning home from wherever, plus unplugging it in the morning before driving off takes at most 20 minutes ,for the entire year,. That means I can spend 5 hours recharging my Tesla on a trip from Chicago to Phoenix to match the time spent fueling an ICE car, most of which will be spent having a delicious breakfast, lunch or dinner at a restaurant along the way, or staying overnight at a motel. Tesla has an extensive recharging network all across the country with charging stations strategically located at restaurants and hotel/motels. No matter how I look at it, the answer always comes back Tesla Model 3. According to Loup Ventures, the cost of owning a Model 3, assuming I own the car for 5 years is only 13% more than owning a Toyota Camry not including any state or federal tax incentives. When you consider the other advantages of owning a Model 3 (beautiful styling, exceptional performance and safety, advanced technology) it’s no wonder that demand for the car is so high. I’m sure that in the next few years other manufacturers will offer EVs that compete well with Tesla cars, but for now it’s in a class by itself.
What percentage of power is recovered from regenerative braking in electric and hybrid cars and does the returned energy make up for any additional weight required for it?
There can be no “general rule” about how much range regen braking will add to a BEV (Battery Electric Vehicle) [1]. It depends on both how much braking you do, and the efficiency of regen braking. The second is what your question asks about. But you are wrong about regen brakes adding weight to a BEV or HEV (Hybrid Electric Vehicle) [2]. A BEV needs to add a few electronic components to allow the flow of electricity to be reversed, but the weight is insignificant. An HEV will already have these components, because the entire purpose of hybridization is to allow the gas engine to drive the car and a generator to charge the battery at the same time. A gas engine is more efficient under a heavier load than is needed in most driving situations. The HEV’s efficiency gain under this higher load is more than the extra losses in the conversion processes. The “main savings” of an HEV is the due to the increased efficiency of the ICE under a more constant load near the engine’s most efficient level. This is a made a little better by the use of the Atkinson-Miller cycle, but not nearly as much as some will imply. An EPA study of the engine used in the 2018 Toyota Camry, and re-tuned for Atkinson-Miller in the Camry Hybrid, shows a maximum increase in efficiency of 0.5%. Turning the ICE off at stop lights has a small benefit, but it is a benefit. It is mostly to reduce emissions. Turning it off while driving is actually the least efficient use of the HEV’s fuel, because of the losses involved in storing energy in the battery. The reason it is useful in HEVs is because the energy was generated more efficiently in the “main savings” described above. Most people who think they understand HEVs are wrong about another thing: HEVs do not acquire net charge from regenerative braking. In a cycle where they slow from some speed using regenerative braking, and then return to that same speed, the charge in the battery will go down. This is a simple fact of thermodynamics, related to the efficiency asked about. They will use less fuel than a conventional ICE car would, but they do not gain charge. The way they gain charge is what I described above. I can’t speak to BEVs’ efficiency, but I do have this: The 60–0 mph braking test was a rapid deceleration, that would overwhelm the capabilities of these cars. The 60–10 mph was a slower one, with the best rate of recapture. The data is for both HEVs and PHEVs, but for some reason the second test was only run on PHEVs. The figure shows only the energy captured in the battery. It cannot all be returned to the speed of the car. [1] What some incorrectly call a “fully electric vehicle.” [2] A vehicle is “fully electric” if propulsion comes entirely from electric motors. The source of the electricity is irrelevant. While I don’t know of any true HEVs that are fully electric by this definition, a range-extended BEV can be.
Is there any hybrid car electric+petrol available in the Indian market?
Yes. Several in fact. People unknowingly buy hybrids all the time : Micro hybrids MS Ciaz (Start/stop) MS Baleno/Toyota Glanza (Start/Stop) MS Vitara Brezza/Toyota Urbancruiser (Start/Stop) MS Ertiga (Start/stop) MS XL6 (start/stop) MG Hector and Plus (Start/stop) Mild hybrids (Has EV mode) Lexus ES300h Lexus LS500h (Has EV mode) Lexus NX300h Lexus RX450hL Lexus RC500h Toyota Prius Toyota Camry Porsche Cayyene Ehybrid Land Rover Discover Sport (No EV mode) Audi A6 eTFSI MB GLE450 MB GLS450 Toyota Vellfire Full Hybrid/PHEV Volvo XC90 T8
toyota camry phev Related FAQs
What is the Driver/Front Passenger Seat Airbags of Toyota Camry?
Here are the Driver/Front Passenger Seat Airbags and variants of Toyota Camry:
Variants 2019 Toyota Camry 2.5V Driver/Front Passenger Seat Airbags Y/Y Does Toyota Camry has Steering Tilt?
Yes, Toyota Camry has Steering Tilt, which are: 2019 Toyota Camry 2.5V.
What is the Head-up Display of Toyota Camry?
Here are the Head-up Display and variants of Toyota Camry:
Variants 2019 Toyota Camry 2.5V Head-up Display Y
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