And despite its power, the RAV4 Hybrid still gets a combined 40 miles per gallon. Ideal for city drivers, the sporty UX h is comfortable, easy to park, and gets 42 miles per gallon combined.
Unfortunately for the Chevy Tahoe Hybrid, a combination of bad timing and less-than-ideal gas mileage meant that it simply never stood a chance.
The reasoning behind the Chevy Tahoe Hybrid. This time, the Tahoe averaged On the freeway, the electric power steering is a tad vague and less linear than the normal rack and pinion system. The payback for this is that the electric steering, according to GM, saves 0. Normally, full-size trucks with automatic transmissions don't have a lot of engine braking.
But the Tahoe Hybrid's regenerative brakes cut speed nicely as you lift off the throttle. Depress the brake pedal, and you'll find the brakes do an excellent job stopping this big beast. In fact, the brakes are stronger and quicker to respond than those on a normal Tahoe.
This time we accelerated a bit harder through the on-ramps, passed more cars and averaged closer to 70 mph for the trip. On the home stretch, the Tahoe returned When all was said and done, the new Hybrid Tahoe hybrid averaged That's right around a 25 percent improvement in combined fuel economy over the last Tahoe we tested.
Plus, it averaged 20 mpg over a variety of conditions. That's fairly respectable for such a large, heavy vehicle--fairly respectable, indeed. This is especially important because GM engineers adapted the 6.
The Vortec 6. With the benefit of electric boost, the engine is able to stay in V-4 mode for longer periods in the Tahoe Hybrid. At vehicle speeds between 0 and 30 mph, the gasoline engine may be automatically shut down. By leaving the engine off and allowing the vehicle to move only under electric power up to 30 mph, such as during heavy stop-and-go traffic, fuel consumption is greatly reduced. The regenerative braking system works in concert with the hydraulic braking system.
The system uses a brake pedal emulator, which provides progressive resistance as the pedal is depressed. This consistent pedal feel is very much like that of a standard hydraulic braking system in operation.
Tahoe Hybrid matches its gasoline-only siblings in comfort and convenience, with special attention paid to acoustic details that makes for a very quiet driving experience. Examples include:. A unique hybrid gauge cluster includes a special tachometer incorporating an Auto Stop position just above the 0 rpm mark that indicates when the gasoline engine is in shut-down mode.
An analog economy gauge, to the left of the tachometer, helps the driver maintain the most efficient driving style. The screen also displays reverse electrical flow during regenerative braking and whether the vehicle is in two- or four-wheel-drive mode. While the Tahoe Hybrid bears a close resemblance to other models, styling revisions are made for aesthetic and functional purposes. In addition to setting these models apart from other SUVs, these exterior styling changes contribute to improved fuel economy:.
Mass is an important factor in overall vehicle efficiency. Because of the slight increase in curb weight resulting from the various hybrid components, engineers reduced the mass of numerous vehicle components, keeping the Tahoe Hybrid in the same test weight class as its gasoline-only counterparts.
On the outside, an aluminum hood and liftgate with fixed glass replace the standard steel units. Substituting an aluminum front bumper beam saved additional weight, as well as using low-mass, aero-efficient, inch cast aluminum wheels. Additional mass was eliminated by adapting a tire inflator kit that takes the place of the spare wheel and tire, hoist mechanism, jack and tools found on gasoline-only models.
Easy to use, the tire inflator kit is conveniently located behind the left-rear quarter trim panel in the cargo area. This mode provides the benefits of a CVT at higher speeds while keeping the electric motors running in their most efficient rpm range. Finally, the transmission has four fixed ratios, which are selected when the electric motors are needed to charge the batteries or when towing heavy loads. This novel transmission is coupled to a high-efficiency version of the 6. Designated LFA, the V-8 operates on the Atkinson cycle, which uses a late intake-valve closing to improve efficiency by increasing the expansion ratio of the power stroke without creating an unduly high compression ratio.
Variable cam timing allows the powertrain computer to maximize this effect at different engine speeds and loads. The one downside of this Atkinson-cycle strategy is that it compromises low-rpm torque. Like the 5. Powering the electric motors is a volt, 6. When the V-8 shuts down, electricity keeps these devices operating. The electric motors in the transmission operate as generators under braking to recharge the battery, up to 0.
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