This chart explains how the Honda Civic hybrid's fourth-generation Integrated Motor Assist (IMA) technology works.
As an aside, there are tax incentives for consumers in some states to buy a hybrid, and a few of the vehicles can even use carpool lanes with a single occupant. But the government doesn't give any write-offs for building them. However, there is a Corporate Average Fuel Economy (CAFE) program, which by definition has a purpose of reducing energy consumption by increasing the fuel economy of cars and light trucks. Regulation of this also falls under the EPA's jurisdiction (as well as the National Highway Traffic Safety Administration's). Automakers earn credits (or units) for certain types of vehicles, such as those with low emissions. If an automaker earns more fuel-economy credits in one year than what's required by the government, the credits can be applied toward future production. For example, the company can sell more V-8s in a state in which they're already selling hybrids.
You Have To Plug In A Hybrid
You don't have to charge them (decelerating and braking does that), plug them in, or fill up the tank with hydrogen. A fuel-cell vehicle is the one that needs hydrogen, and there are hardly any of them on the road. An electric vehicle runs on an electric motor and battery pack, and they've already proven unappealing to the public. A hybrid combines an engine and an electric motor. People have tried to modify a hybrid by converting to a plug-in (in order to add more batteries). Trouble is that while it means higher horsepower in the morning, there's no juice by evening. Plus, it voids the warranty. -
If you get into An Accident In A Hybrid, The Jaws Of Life Will Electrocute Everyone
The hybrid already has an urban legend! Yes, it's a high-voltage source, but everything is well insulated, and automakers have gone out of their way to give first-responders -- and the techs at dealerships -- hands-on experience and training.
Hybrids Are Cheaper Than A Regular Vehicle
Groups such as Edmunds.com have started doing number crunching and are learning that the premium price ($3,000 to $5,000 more) isn't necessarily offset by the gas savings or the federal tax credits for the average duration of ownership (five years). Edmunds.com claims that hybrid costs could be as much as $5,283 more than a non-hybrid. Basically, to see any savings, you'd need to put many, many miles on the hybrid each year, and gas prices would have to soar way beyond what they already are. Toyota says the leasing-versus-buying breakdown of the hybrid Highlander is 56 percent cash, 36 percent finance, and eight percent lease. Considering that warranties run about eight years or 100,000 miles, and the battery pack can cost around $3,000 to replace ... that equals, well, we're not sure, but we're not convinced hybrids are cheaper.
Hybrids Are The Future
President Bush says the future is hydrogen, but automakers say the fuel cells are more expensive to develop than hybrids. The EPA calls hybrids "evolutionary, not revolutionary." Automakers seem to agree, and are starting to buddy-up to split the costs of hybrid research and development. So what is the future? Look at the Hemi as a case study. It's a big engine that has made a huge comeback, proof that people still want performance no matter how much it costs to drive. But DaimlerChrysler was able to tackle both by developing the Multi-Displacement System (which deactivates cylinders). Diesels are cleaner and more powerful than ever before too. So what we think will happen will be that they continue to fool around with advanced technology but will keep the focus on ways to continue to improve the more-than-300-year-old, internal-combustion gasoline engine. And there's proof they're succeeding. The EPA recently released its list of most fuel-efficient vehicles for 2006, and the first nine were either hybrids or diesels. But the regular, old gasoline Toyota Corolla cracked the top 10. (And you can get that for $6,000 less than a Prius!)