Hybrid Hypermiling - Hybrid EcoDriving

Principauté d'Poliakonia Teleport Blog: 2009

Hybrid Hypermiling - Hybrid EcoDriving - Ultra High MPG

Guide To Hybrid Vehicle

Pseudo-Hypermiling, EcoDriving & Ultra High MPG For Non-Hypermilers

By: Joseph A. Poliakon

(Revised Version As Of July 5, 2009)

© COPYRIGHT 2007 - 2009 Joseph A. Poliakon: All Rights Reserved

Drive Long, Conserve Fuel & Prosper!™

TABLE OF CONTENTS

HYBRID HYPERMILING/PSEUDO-HYPERMILING/ECODRIVING DEFINED:

ME, MY HYBRID AND THE HYBRID "WATERFRONT":

1. HYBRID SYNERGY DRIVE (HSD):

2. INTEGRATED MOTOR ASSIST (IMA) HYBRID:

3. TWO-MODE HYBRID:

4. SATURN “GREEN LINE” MILD-HYBRID:

FIRST, THE BAD NEWS:

A BIT MORE NOT SO GOOD NEWS:

NOW, THE GOOD NEWS:

LEARNING TO DRIVE "GREEN" TO $AVE "GREEN BACK" PETROLBUCK$...$$$$:

NOW HEAR THIS! I HAVE MUCHO PSEUDO-GOOD NEWS:

DRIVING *HYBRID $MART*: HYBRID BASICS FOR IMPROVED MILES & "$MILE$" PER GALLON

(10 “Best Practices” For Achieving “Stellar” Fuel Economy In An OEM Instrumented Prius)

A. LOOSE OLD-BAD, DEVELOP NEW HYBRIDIZED DRIVING HABITS

B. MPG VS. MPH "SWEET SPOT" RANGES

C. ROLLING FRICTION AND TIRE SELECTION

D. ICE FRICTION AND MOTOR OIL SELECTION

E. HEATING/VENTILATION/AIR CONDITIONING (HVAC) OPERATION

F. CONTROLLING THE HYBRID SYNERGY DRIVE (HSD)

G. "ICE" COLD START/RESTART

H. "INFINITE" INSTANTANEOUS MPG-FE

I. "ELECTRO-GLIDING"/FULL-TRACTION BATTERY ARRAY "EV" MODE

J. "OPEN ROAD" CRUISE "SWEET SPOT"/ECC USE - DASH (pULSE) & COAST (gLIDE)

SUMMARY: PSEUDO-HYPERMILING/ECODRIVING CONTRIBUTIONS TO AVERAGE MPG

>> Pseudo-Hypermiling/EcoDriving Pre-Operative Set-Ups:

>> Pseudo-Hypermiling/EcoDriving Operating-Driving Techniques:

TOTAL ADDED INCREMENTAL MPG-FE CONTRIBUTIONS AVAILABLE ~ 10.5 TO 21.5 MPG

PER-TANK-FULL FUEL ECONOMY FROM DRIVING *HYBRID $MART* ~ 56.5 TO 67.5 AVG. MPG

Hybrid News: 2009½/ 2010 PRIUS & HONDA HYBRIDS

**************************************************

HYBRID HYPERMILING/PSEUDO-HYPERMILING/ECODRIVING DEFINED: Hybrid Hypermiling, Pseudo-Hypermiling or EcoDriving is driving a hybrid vehicle using an overall strategy that combines pre-operative set-ups with intelligent fuel-efficiency focused operating techniques to make it surpass the official EPA gasoline mileage ratings. Achieving ultra high fuel use efficiency by squeezing the greatest travel distance out of every drop of fuel drawn from a hybrid vehicle's fuel tank is the goal and purpose of Hybrid Hypermiling/Pseudo-Hypermiling/EcoDriving.

In short, Hybrid Hypermiling/Pseudo-Hypermiling/EcoDriving is managing and manipulating your vehicle's fuel consumption, inertia and momentum to get it to deliver maximum miles per gallon fuel economy (MPG-FE).

Those who practicing "strict" Hybrid Hypermiling/EcoDriving, have special add-on "after market" non-OEM performance monitoring instrumentation installed in their veicles, and employ driving techniques that most drivers would consider to be “extreme.”

I am an ultra-high fuel economy "Purest," who operates my hybrid car using only its OEM (Original Equipment Manufacturer), factory "stock" instrumentation, driving at a level just below this"strict-extreme" level of Hybrid Hypermiling/EcoDriving. I call myself, and other drivers like me who practice this safe, lawfull and unobtrusive level of fuel efficient driving, Pseudo-Hypermilers/EcoDrivers.

A true Pseudo-Hypermiler/EcoDriver stealthily and inconspicously applies fuel-saving techniques, and would never drive to impede or obstruct traffic flow on the highways and byways they travel. They drive Below-The-Radar in their pursuit of Ultra High MPG Fuel Economy. That is, they have mastered "Hiding In Plain Sight" as they fuel efficiently motor on down the road logging Ultra High MPG numbers that are upwards of 140% to 150% of EPA MPG-FE ratings and more.

Unlike strict, extreme Hypermilers, Pseudo-Hypermilers drive unobtrusively, inconspicuously, safely and responsibly adher to traffic laws as they employ fuel saving driving strategies, considerations and techniques to the Day-To-Day Travel/Daily Commuting operation of their OEM equipped and instrumented hybrid vehicles. Their stealthy, "Hybrid Smart" fuel economy focused driving works to optimize and maximize gasoline mileage and fuel efficiency, without impinging on other drivers on the road in the process. They extract the greatest distance out of every drop of fuel they purchase and put into their hybrid vehicle's fuel tank while driving safely and lawfully in the doing of it.

If you should happen see a hybrid driver exhibiting out-of-norm driving behaviors, in an apparent effort to save fuel, they likely are an "Extreme" Hybrid Hypermiler, not a Pseudo-Hypermiler/EcoDriver. Driving actions and behaviors such as, high-speed wheeling of corners without braking, rolling through stop signs, driving too slow for traffic flow conditions, impeding or hindering normal traffic flow so as to cause a line of traffic behind them or motoring down the road with their Hazard Warning Lights on and flashing or signaling drivers following directly behind them by tapping their brake lights are all indicative of an "Extreme" Hybrid Hypermiler.

Anyone can become an Ultra High MPG Pseudo-Hypermiler/EcoDriver, by simply understanding the hybrid vehicle's factory installed performance monitoring instrumentation, and then safely and lawfully applying basic knowledge about gas-electric hybrid powered vehicles. Any newbie, novice or "I Just Drive It" Hybrid Owner-Driver, who applies basic hybrid car knowledge and Hybrid Pseudo-Hypermiling/EcoDriving Techniques into their "Day-To-Day/Real-World" driving-commuting, can improve the miles-per-gallon/liters-per-100 kilometers fuel economy delivered by their hybrid vehicle.

The guide article piece offers and discusses "10 Hybrid Basics & Best Practices” tips on how an every day, non-hypermiler hybrid driver can start to "Drive Hybrid Smart." Its contents are designed to quickly get drivers "Up On The Fuel Economy Step” regarding the knowledge needed to start achieving day-to-day, real-world fuel economies that regularly meet and beat the EPA Fuel Economy Rating of their hybrid vehicle.

ME, MY HYBRID AND THE HYBRID "WATERFRONT": I own and drive what is commonly referred to as a Second Generation (2G) Prius Hybrid. When traffic, road and weather conditions permit, I employ a safe, lawful and unobtrusive level of Hybrid Hypermiling/EcoDriving Techniques in driving it. The "reward" from my Pseudo-Hypermiling/EcoDriving effort is EPA beating, "Stellar" MPG-FE. The discussion in this e-article is centered around my personal experience in applying Hybrid Pseudo-Hypermiling/EcoDriving Techniques to my OEM instrumented, and Toyota Hybrid Synergy Drive (HSD) System powered and controlled Prius hybrid vehicle.

The multiple tank-full average MPG-FE, as read-out and logged from the Multi-Function Display (MFD) of my Prius, for my tank fulls of gas over the last 12 months, have ranged in the mid-50s to high-60s MPG. That Stellar Fuel Economy Performance includes an ~4± MPG "Hit" leveed on me by the State Of Florida implementating the federal U.S. Energy Independence and Security Act of 2007.

This new federal law, and the state-level implementing law that mandated ethanol blended fuel use in motor vehicles, has forced me to begin burning E10 "CONTAINS UP TO 10% ETHANOL" 90:10 Gasohol. I have been burning this less energy dense ten-percent ethanol diluted E10 Gasohol since Florida mandated it be sold in my area in May 2008.

I conducted and continue to carry out my personal War On Petrol Terrorism --- One Gallon Of Gasoline Not Consumed-Purchased At A Time as per barrel crude oil prices fluctuated, and continue fluculating between $40± to $140± with per gallon gasoline prices ranging between $1.40± and $4.00±. My application of Hybrid Pseudo-Hypermiling/EcoDriving delivered "Stellar," 140-150% of the EPA Fuel Economy Estimate fuel economy numbers to me, which has made for a fabulous couple of "fuel sipping" years.

PERSONAL FUEL ECONOMY NOTE: As of the gasoline fill-up in my Prius 2G done on the Eve of New Year 2009, I had burned a lifetime, cumulative total of 400 gallons of gasoline in the Prius. It propelled me and my family 27,200 miles down life's road in our pursuit liberty and happiness. Total Savings In Fuel Consumption Avoidance --- 1,200 Gallons Of "Black Liquid Arabian Gold" Saved. The Family CFO, my wife, loves the $-$-$-$avings.

Vehicles currently using versions and technical elements of Toyota's "Full Hybrid" Hybrid Synergy Drive (HSD) system are the Prius Hybrid and the hybrid versions of the Camry, Highlander and Lexus as well as Ford Escape/Fusion & Mercury Mariner/Milan and Nissan Altima hybrids. The Ford Escape/Fusion//Mercury Mariner/Milan licenses key elements of Toyota's Hybrid System (THS) and the Nissan Altima licenses the complete Hybrid Synergy Drive (HSD) system from Toyota.

However, the contents of this article also have general application to vehicles powered by Honda's Integrated Motor Assist (IMA) Hybrid Gas-Electric Drive as well as General Motor's Saturn Vue/Aura and Chevrolet Malibu Green Line "Mild Hybrids" and GMC/Chevrolet/Saturn Tahoe/Yukon/Vue Two-Mode (2Mode) Hybrids as well as other Two-Mode hybrid Chrysler-Dodge Aspen/Durango, BMW and the Mercedes Direct Hybrid vehicles.

GAS-ELECTRIC HYBRID-DRIVE THUMBNAIL OVERVIEW: Let me share some gas-electric hybrid vehicle history with you here. Hybrid cars started being offered by Toyota and Honda and used on the streets of Japan in the late 1990s. The Honda Insight chassis with its Integrated Motor Assist (IMA) and the Toyota Prius with its First Generation (1G/GEN I/NHW10[Japan]NHW11[U.S.]) Toyota Hybrid System (THS) hybrid gas-electric drive propulsion systems were designed and engineered as gas-electric hybrid cars from the ground up. Honda’s IMA-Powered aluminum-bodied Insight was first offered for sale in the U.S. in 1999. Toyota’s THS-Powered Prius started being sold in the U.S. in 2000 (MY 2001).

The original aluminum-bodied 61/65/70 MPG 2-Door/2-Passenger w/ Hatchback Honda Insight is no longer in production (since 2006), but its Integrated Motor Assist (IMA) Hybrid-drive solution has been bolted into a standard Honda Civic 4-Door/5-Passenger sedan chassis to form what is today’s 49/50/51 MPG Honda Civic Hybrid (HCH). A new 2010 model, 40/41/43 MPH 5-Passenger/5-Door Hatchback Honda Hybrid, was introduced bearing the Insight II nameplate.

Until and through 2003, Toyota offered the earlier First Generation (1G/GEN I) 52/48/45 MPG NHW11 Prius in the U.S. with its gas-electric hybrid-drive solution called the Toyota Hybrid System (THS). This First Generation (1G/GEN I) Prius came in a conventional, 5-passenger compact sedan sized chassis design with a conventional, non-hatchback/liftback trunk.

In 2004, the First Generation (1G/GEN I/NHW11) Prius THS hybrid-drive was upgraded, and its chassis replaced. It was replaced by a new Pre-2008 EPA Test Mode 51/55/60 MPG Second Generation (2G/GEN II) NHW20 Hybrid Synergy Drive (HSD) powered vehicle delivering improved fuel economy along with more electric power in a new, unique low coefficient of aerodynamic drag (Cd = 0.26) 5-passenger 4-Door Sedan Liftback/Hatchback chassis. This 2G/GEN II/NHW20 HSD replaced the 1G/GEN I/NWH11 THS system and has been sold in the U.S. from Model year 2004 through 2009. In the Spring of 2009, the 2G/GEN II/NHW20 was replaced by the 3G/GEN III, 2009½/2010 version ZVW30 Third Generation Prius model.

2009 is the last year the EPA 45/46/48 MPG (Pre-2008 EPA Method: 51/55/60 MPG) 2G/GEN II Prius was sold. The 2010 3G Prius came out in Model Year 2010. Toyota replaced 2G/GEN II with their battery and hybrid technology upgraded Third Generation (3G/GEN III) ZVW30 Model Prius. The 2010 3G Prius is the “100 MPG” Prius that written about in the news. Its best-case fuel economy per Japan's 10.15 Mode Fuel Cycle was touted as 100± MPG, with a nominal MPG of 75-85. The 2010 3G Prius garnered an Official EPA Fuel Economy Rating of 48/50/51 MPG (using the Pre-2008 EPA Test Method, this 48/50/51 MPG would likely translate into something like 54/60/64 MPG ).

Real-World expectations were that this Next Generation of Prius would deliver a modest 10%-13% improvement in "City" MPG, raising its EPA fuel efficiency rating up from 48 to 51 EPA MPG (Up to 64-68 MPG using Pre-2008 EPA Test Method). These expectations were met.

There are many cars being offered and touted as “Eco-Friendly, Green” Hybrids, but, in my opinion, the only technologically “elegant” gas-electric hybrid solution on the market today is Toyota’s Hybrid Synergy Drive (HSD). Here a listing of the current gasoline-electric hybrid car drive system solutions, versions which are being offered/marketed by Toyota, Honda, Nissan, Ford/Mercury, General Motors (Chevrolet/GMC/Saturn), Chrysler-Dodge, BMW, Mercedes. I will list them next in rank order along with some comments.

1. HYBRID SYNERGY DRIVE (HSD): Toyota’s Hybrid Synergy Drive (HSD) tops the list. Its architecture a full “Serial/Parallel Hybrid” and is the only truly “Full-Time” Hybrid System. The 2G/GEN II HSD is used in all the Prius cars as well as the Hybrid Camry, Hybrid Highlander, Lexus LS600hL/LS/GS/RX Hybrids and Nissan Altima Hybrid Platforms. However, each uses an ICE and set of control parameters tailored specifically to each platform. Prius is different from the Camry, which is different from the Highlander, which is different from the LS600hL/LS/GS/RX which is different from the Altima.

As previously mentioned, a licensed version of the 2G/GEN II HSD is used in the Hybrid Nissan Altima with 21 licensed hybrid patents from Toyota’s older 1G/GEN I THS used and incorporated into the Ford Escape/Fusion - Mercury Mariner/Milan Hybrid design solution.

Toyota’s gas-electric hybrid solution combines the characteristics of a pure electric vehicle (EV) drive and a continuously variable transmission (CVT) and uses electricity and control electronics and software in place of toothed gears. The Hybrid Synergy Drive is a drive-by-wire system with no direct mechanical connection between the engine and the driver-operated engine controls. Both the gas throttle pedal and the gearshift lever in an HSD equipped car merely send electrical signals to a control computer, which manages and handles operation.

The 2G/GEN II HSD hybrid system as installed in the Prius, delivers an approximately 71% increase in CITY DRIVING fuel economy over what the 1.5 Liter I-4 ICE in the Prius would deliver were it to be utilized to power and drive the Prius chassis in a non-hybrid, conventional "Otto Cycle" gasoline-powered application.

2. INTEGRATED MOTOR ASSIST (IMA) HYBRID: The architecture of Honda’s Integrated Motor Assist (IMA) is more a “Serial Hybrid” or Power Assist Parallel gas-electric propulsion system. It comes in second on my list, a close second, but still second. As the “Assist” in the IMA name implies, it is not a “Full-Time,” hybrid drive, whereas, Toyota’s HSD is “Full-Time.” The basic IMA Hybrid System and follow-on -2, -3 and -4 generations of added technical enhancements, is used to power the original Honda Insight, Accord and Civic Hybrid (HCH) cars as well as follow-on versions of the HCH. The new 2009½/2010 Global Small Honda Hybrid (GSHH), Insight II, being introduced in the Spring of 2009, will have the last updated iteration of the H-IMA solution.

Honda’s IMA hybrid car technology uses an electric motor mounted between the engine and transmission to act as a starter motor, engine balancer, and traction-assist motor. In its first generation, IMA did not function to power the car on electricity alone, and could only use the electric motor to assist or start the ICE. Beginning with the 2006 Civic Hybrid model, control software changes facilitated activation of the IMA electric motor in the EV (Electric Vehicle) mode while the vehicle is coasting without activating the ICE.

Compared to Toyota’s Hybrid Synergy Drive (HSD) or the GM/Daimler-Chrysler/BMW Two-Mode (2Mode) Hybrid, the IMA Hybrid has a less powerful motor-generator. The smaller motor-generator permits the IMA Hybrid to slow or stop its rate of deceleration by a lesser extent compared to the HSD and 2Mode hybrids equipped with larger motor-generators. Additionally, the IMA-Powered Hybrid cannot operate without mechanically turning over the ICE, which is directly mechanically coupled in series with the electric motor-generator.

The IMA Hybrid system as installed in the Honda Civic Hybrid (HCH), delivers an approximately 63% increase in CITY DRIVING fuel economy over what the 1.3 Liter I-4 HCH ICE would deliver were it utilized to drive the Honda Civic chassis in a non-hybrid, conventional gasoline-powered application.

3. TWO-MODE HYBRID: The Two-Mode (2Mode) Hybrid Solution was jointly developed by General Motors/Daimler-Chrysler/BMW to power heavy curb-weight, large mass-transit “city bus” sized vehicles. Its Two-Mode design means it is not a “Full-Time” hybrid drive system. It was developmental test and evaluated and “Pilot Tested with Limited Field Deployment” in the 1990s. As part of this Pilot-Limited Field Deployment, a few hundred city mass-transit buses were put into service in selected cities, mostly in Europe, but otherwise it was shelved without broader follow-on deployment and expanded application into private passenger vehicles until recently.

Although it had been shelved by General Motors Corporation prior to the New Millennium, when $100-per-barrel oil approached and $3.00+ per gallon gas happened, GM quickly resurrected and re-embraced the “Mass-Transit Bus-Sized” Two-Mode gas-electric hybrid power solution. They quickly brought it down off the shelf, dusted it off and down-sized and tamped it into and under the hoods of their Full-Sized 2008 GMC Yukon/Chevrolet Tahoe "Family Bus-Sized" SUV Trucks to power these mega-tonnage Gas-Guzzling “Beasts.” In addition, at the Washington Auto Show in January 2008, General Motors Corp. announced it had received orders for 1,732 Two-Mode (2Mode) Hybrid buses from transit agencies in Washington, Philadelphia and Minneapolis/St. Paul.

The Two-Mode (2Mode) Hybrid System employs a special electronically variable transmission (EVT) with two integrated motor-generators along with using special fuel saving ICE technologies that include cam phasing, variable valve timing (VVT) and Active Fuel Management™ cylinder deactivation technologies. These elements working together, deliver an overall improvement in fuel economy over the equivalent non-hybrid Yukon/Tahoe versions of 40% to 50% City MPG/25% Highway MPG. Two-Mode (2Mode) Hybrid Yukons/Tahoes are now being offered in limited availability qualities for Model Year 2008 with a Two-Mode (2Mode) Hybrid version of the Saturn Vue being offered in 2009.

Although the 40% to 50% City MPG/25% Highway MPG improvement is a good improvement in fuel economy on a percentage basis, the Two-Mode (2Mode) Hybrid Solution comes in a distant third compared to the HSD and ISA enabled gasoline-electric hybrid vehicles on total delivered miles per gallon fuel economy. The HSD and IMA used in the 51/55/60 MPG Prius and 46/48/51 MPG Civic deliver twice to three times the MPG-FE that is delivered by heavy curb-weight Two-Mode Hybrid enabled truck-sized 21/21/22 MPG Yukon/Tahoe vehicles.

The “Two-Mode” designation comes from the hybrid’s two operating modes that can function singularly or in parallel. One mode is optimized for city driving and the other for highway driving. Under light loads and at low speeds (City Mode), the Two-Mode system can operate either on its electric motors and battery pack or on internal combustion engine (ICE) power alone, or using a combination of the two modes. At higher speeds and with heavier loads (Highway Mode), The Two-Mode (2Mode) Hybrid System switches to the second mode that runs mainly on the gasoline engine with electric motor-battery available and assisting as and if needed for added power to climb steep grades, tow a trailer, or for added acceleration oomph during passing.

Any and all “hybrids” you may see being offered/planned to be offered by General Motors/Chrysler-Dodge/Mercedes/BMW in the upcoming model years, will be based around and incorporate this Two-Mode (2Mode) Hybrid System that was jointly developed by GM/Daimler-Chrysler/BMW to power heavy curb weight SUVs and "bus-sized" heavy-vehicles.

4. SATURN “GREEN LINE” MILD-HYBRID: This “Green Line” hybrid solution is called a “Mild Hybrid.” It comes in last and resides at the bottom of the hybrid technology barrel. It is what I call a marketing solution that was cobbled together as General Motors Saturn Aura/Vue and Chevrolet Malibu were scrambling to become “Eco-Green” and “Fuel-Efficient” overnight. They had their engineers throw together a quick and dirty "Battery-Alternator" motor-generator “techno-kludge.” This "Mild Hybrid" solution is essentially an over-sized car-battery that permits the “Hybrid” Saturn Aura/Vue and Chevrolet Malibu to run off their batteries for short periods.

The Green Line "Mild-Hybrid" Belt Alternator Starter (BAS) system basically functions like a battery-alternator powered turbo-charger, providing some extra oomph to the gasoline engine when needed through a large "starter motor." It uses a Belt Alternator Starter (BAS) system that employs a special oversized "starter motor" in combination with an oversized, up-voltaged 36 Volt car battery (i.e. essentially electrically equivalent to three (3) standard 12 V car batteries connected in electrical series, 12V + 12V + 12V = 36V). The Battery-powered Alternator-Starter is used to assist and mechanically turn over the non-operating internal combustion gasoline engine (ICE) and power the vehicle until a certain "Start-Up" RPM level is reached. Once "Start-Up" RPM is reached, the ICE "fires-up" and operates using the conventional "Otto Cycle" to power the car.

As with a typical starter motor, the electric motor in the "Mild-Hybrid" BAS is not connected directly to the main driveline power train. The gasoline engine starts operating at a higher speed than it normally would without the BAS Assist. Overcoming initial starting inertia and moving the vehicle without using fuel is how "Mild-Hybrid" BAS System works to save fuel. In addition, fuel to the ICE is automatically shut off and the ICE shut down when the vehicle is coasting, braking or stopped.

The Green Line "Mild-Hybrid" BAS installed in the Saturn Vue/Aura and Chevrolet Malibu does seem to provide some small improvement in fuel economy (approximately 10%), while keeping complexity to a minimum.

There, I have given you a brief overview tutorial on gas-electric hybrid vehicles offered/being offered here in the U.S.

FIRST, THE BAD NEWS: If you choose to drive your new hybrid car using the same Gas-To-Go/Brake-To-Stop driving techniques you used to drive the conventionally powered car it replaced, your miles-per-gallon fuel economy numbers will not be remarkable. The MPG-FE numbers probably will be much like it was being solely powered by the conventional gasoline powered Internal Combustion Engine (ICE) installed in it to power the ICE portion of the hybrid gasoline-electric propulsion system.

I once owned a 1992 Honda Civic CX. It was conventionally powered by a standard "lean-burn" 70 hp gasoline-powered Honda In-Line 4-Cylinder "Otto Cycle" ICE, which delivered an EPA 42 City/45 Combined/48 Highway Estimated MPG and 41 "Around Town"/48 "Open-Road," as measured by me using the Multiple-Tank-Refill Method.

The gasoline-powered portion of the Prius Hybrid Synergy Drive system is powered by 76 hp Toyota In-Line 4-Cylinder ICE, operated on the "Atkinson Cycle." Toyota's 76 hp In-Line 4-Cylinder ICE is similar in size, weight and power to 70 hp Honda Civic CX ICE. This means that the inherent, nominal gas mileage of the Prius In-Line 4-Cylinder ICE is probably the same as the 41/48± MPG delivered by the ICE of my old Honda Civic CX.

Therefore, if your Prius is delivering less than or equal to 41-48 MPG-FE, you probably are driving your gasoline-electric Prius hybrid using the same fuel consumption inefficient driving techniques you use to operate 100% conventionally powered cars, and causing the gasoline engine to run more than it needs to run. The consequences of your "Hybrid Unfriendly" driving habits and operating techniques are that you are effectively "bypassing/overriding" the fuel economy contribution benefits available from the electrical energy regenerating, recovering and storage portions of the gas-electric hybrid system.

Continuing to use such old, “hybrid unfriendly” driving techniques, and not driving “Hybrid Smart,” will prevent you from “reaping” the incremental fuel economy “harvest” that is available from the battery and regenerative motor-generator and braking elements of the hybrid gasoline-electric system design.

A BIT MORE NOT SO GOOD NEWS: Unfortunately, most drivers lack the inclination, dedicated driving discipline and frugality required to “work” at learning to optimally drive their hybrid car, as a hybrid car must be driven to facilitate it delivering its maximum fuel economy benefits and truly stellar real-world MPG.

Most first-time hybrid car owner-operators lack prior knowledge on the optimal operation of a hybrid vehicle. As a result, when they pick their new hybrid up at the dealer, and drive it off the lot, they do so using the same Gas-To Go/Brake-To-Stop operating manner they used driving the old 100% conventionally powered autos their new hybrid car replaced. These conventional foot throttle pedal punching and brake stomping Gas-To-Go/Brake-To-Stop driving techniques, used to operate “conventionally powered” vehicles, are the same ones most drivers have used ever since they got their driver’s license back in high school and first started driving.

Bottom-line --- Driving hybrid cars with a heavy gas throttle and brake pedal foot will result in poorer miles-per-gallon/liters-per-100 kilometers fuel economy as compared to if they are driven in a “Hybrid Friendly” manner.

NOW, THE GOOD NEWS: The good news in driving any car is that, according to testing by Edmunds.com, aggressive drivers who moderate their aggressive Gas-To-Go/Brake-To-Stop driving habits can improve their overall gas mileage by as much as 37-percent. Additionally, an aggressive driver can glean a 14-percent gain in fuel economy by simply staying below the Posted Maximum Legal Speed Limit and ratcheting back on their travel cruise speed.

EPA estimates that every 5 MPH incremental increase in travel speed above 60 MPH is like having to pay an extra 25-cents per gallon of gasoline at the pump.

The rest of the good news…even if a driver operates a hybrid car like he or she is still driving their old conventional, 100% Internal Combustion Engine (ICE) powered car, it will still deliver “GOOD,” EPA Matching MPG-FE, just not "STELLAR” MPG-FE, as defined by driving to surpass the EPA MPG-FE estimates. This is because Toyota, Honda and General Motors engineers have optimized the design of the Hybrid Synergy Drive (HSD), Integrated Motor Assist (IMA), "Green Line” Belt Alternator Starter (BAS) "Mild-Hybrid" and Two-Mode (2Mode) gas-electric drive-system control hardware and software of their hybrid vehicles around the driving behaviors and expectations of a "typical driver.” Of course, their assumed "typical driver” is one who only knows how to drive and is experienced in driving an Internal Combustion Engine (ICE), 100% conventionally-powered vehicle.

To cause your hybrid vehicle to regularly meet or surpass the EPA MPG-FE estimates, you have to "learn" to let the HSD, IMA or other hybrid system do the job it was designed to do by "staying out of its way" and stop using old "energy robbing" driving behaviors and techniques. You will find that adding, integrating and unobtrusively applying new hybrid-focused driving behaviors and top-level, elemental Hybrid Hypermiling Driving Techniques into driving your gasoline-electric hybrid car is a reasonably painless process.

Your efforts will be rewarded with delivery of "stellar" MPG-FE and not having to "pay at the pump" as much or as often as you did before you started driving your hybrid vehicle.

The more you learn to "Drive Hybrid Smart," and work as an integral part of the HSD, IMA, "Green Line" BAS, Two-Mode (2Mode) or other hybrid system solution and their various features, the more you will converge on meeting or surpassing the EPA Miles Per Gallon (MPG) Fuel Economy (FE) Rating numbers promised on your hybrid "fuel-sipper" of choice's window sticker.

LEARNING TO DRIVE "GREEN" TO $AVE "GREEN BACK" PETROLBUCK$...$$$$: Face it, gas prices will likely never be going down for very long. They never have in the past and will probably not start now.

Gas is selling for $4 per gallon not 25¢ as it was when the fuel wasting on-road driving behavior norms of today were formed. Whether we realize it or not, we all are now driving under a new fuel consumption and energy use paradigm.

Where a car once used to be a mechanized, gasoline-powered personal and family transportation work of art that functioned as one's personal noble steed, it has become a government controlled and regulated transportation appliance whose fuel generates tax revenue for the government.

I recognized this paradigm shift back a few years back, when gasoline was still selling for well under $1.499 per gallon. At that point, I changed the driving and fuel consumption behaviors and techniques under which I operate my personal vehicle and successfully transformed myself into a Hybrid Pseudo-Hypermiling / EcoDriving Zen Master.

With the expectation that $140± per barrel oil and $4.00± per gallon gasoline in pursuit of $6, $8, $10+ and beyond will eventually return, most "$mart Folks" out here in the Yankee Doodle hinterlands have started driving to save "Green" and will do anything "legal" to save a "Green Back" PetrolBuck.

I have transformed my previous Porsche Throttle-Pedal Honed driving habits and behaviors, and learned how to "Drive Hybrid Smart" by becoming an "intelligent" part of the Gas-Electric Hybrid Man-Machine Interface. I now drive with a feather-light, deft touch on the foot throttle. In Zen-like fashion, I have Become One With Prius HSD, thereby, permitting it to regularly deliver "$tellar" MPG-FE, Green Back $avings to me.

I employ a combination of fuel economy enhancing "in-garage" pre-operative set ups along with "on-road" operative Hybrid Hypermiling - EcoDriving Techniques to pre-operatively set up and operate my 2G, Generation II Prius to achieve money saving MPG-FE performance, and decrease the frequency of my Gas Tax "donations" to money hungry Big Government.

My Hybrid Pseudo-Hypermiling / EcoDriving assures that I regularly meet or beat the old Pre-2008 51 Highway/55 Combined/60 City EPA Estimate MPG-FE numbers for my 2G Prius.

Yes, it does require a bit of "Hybrid Driving Work," which for me has become second-nature "Hybrid Driving Play"... or should that be "Hybrid Driving Pay"... as in "Pay Day."

My Hybrid Hypermiling enhanced EcoDriving is saving and "Paying" my family and me "Big PetrolBucks" by minimizing our family’s monthly "fuel burn rate" and total annual gasoline fuel expenses. Hybrid Pseudo-Hypermiling / EcoDriving has reduced the monthly auto fuel expenses for my family's primary transportation vehicle by ~80%. At the mid-year peak to $4.00± per gallon for gasoline prices, this reduced the projected annual fuel expense for our primary transportation vehicle from $4310± down to $890±. The 80%, $3420, annual savings rate made the Family CFO, my wife, "Hybrid Happy."

Honey, Guess How Much We Saved In Gas This Week By Pseudo-Hypermiling / EcoDriving?

Real-World Expected MPG vs MPH: City, Mixed City-Highway & Open-Road Interstate/Freeway Driving

NOW HEAR THIS! I HAVE MUCHO PSEUDO-GOOD NEWS: Even without applying full, Hybrid Zen Mastery when operating your hybrid car, you can become what I call a Pseudo-Hybrid Hypermiler / EcoDriver. The hybrid models for the discussion that follows is the Second Generation (2G/GEN II/NHW20) 2004-2009 and Third Generation (3G/GEN III/ZVW30) 2010 Prius with its Hybrid Synergy Drive System. Therefore, Prius owner-drivers who read, heed and directly apply the information that follows can immediately learn how to start converging on "Stellar" Miles Per Gallon - Fuel Economy (MPG-FE) numbers to consume even less fuel on their very next drive.

Toyota Camry, Highlander, Lexus or Honda, Nissan, Ford, Mercury, Saturn and GM hybrid drivers who read it can gain some overall insight into "hybrid friendly" MPG-FE enhancing operating and driving considerations as well as learn operating techniques they can adapt and apply to squeezing out more MPG-FE from their particular hybrid vehicles.

The key to doing this is to understand the top-level operating quirks, idiosyncrasies and characteristics of the Toyota Hybrid Synergy Drive system or the other hybrid drive systems, and then using this knowledge to your best fuel economy advantage when driving, coasting and stopping.

The Kammback with Hatchback design of the 2004-2009 2G and 2010 3G Prius cars gives them poor visibility directly rearward, particularly in the prime “Toddler Kill Zone” area close to the ground. This rearward Blind Spot Zone poses a danger to errant, sprinting toddlers, lounging cats and driveway sleeping dogs of yours and/or your neighbors as well shopping cart pushing Grannies in grocery store and mall parking lots who tend to pop into view just as a Prius’ back-up lights illuminate and its reverse warning beeper starts beeping.

BLIND SPOT DANGER ZONE FACTOID: One-third (⅓) of all auto related child deaths are from a child being being backed over by a motor vehicle.

Toyota, in their questionable wisdom, elected to not offer the *Toddler/Granny Cam* in their “austerely equipped,” based 2010 Prius I or the “nicely equipped” Prius II. Nope, auto safety fans, you cannot get one in a Prius I or II. To get the *Toddler/Granny Cam* in the “well equipped” Prius III, one has to purchase the $1,800 Navigation Package Option, which includes the "Safety Must-Have" Back-Up Video *Toddler/Granny Cam* Camera and a Multi-Color LED Display Monitor to see into the ~100 cu. ft. Blind Spot "Toddler Kill Zone" Volumetric Region that lurks directly rearward, below the rear window of the 2010 Prius.

The other good news is the 2007 2G (NHW20), which I am currently using to Fight The War Against Petrol Terrori$m, will soon be replaced by a 2010 3G (ZVW30) Prius.

This rearward Blind Spot Danger Zone is why my new 2010 will, of necessity, be the Prius III version, with Navigation System Option.

If the Prius II offered the Back-Up Video Camera Safety Option, I would be buying a Prius II. Unfortunately, the Prius III, with Navigation System Option, is the only way to get an OEM Factory installed "Safety Must-Have," OEM Back-Up Video Camera (i.e. "Granny Cam") functionality without spending thousands more to a get a “Bells, Whistles & Spinning Red Wheels” laden Prius IV or V.

This is why, In my humble opinion, the 2010 Prius III w/ NAV (NVAT) option is the 2010 Prius buyer's safety and value buying "$weet $pot.”

priustoddlergrannycamwithblindspotdangerzonesafetyrisktoddlerkillzone.jpg

2G Prius OEM Back-Up "Toddler/Granny Cam" Camera View Of Safety Risk Blind Spot Danger Zone

DRIVING *HYBRID $MART*

HYBRID BASICS FOR IMPROVED MILES & "$MILE$" PER GALLON

(10 “Best Practices” For Achieving “Stellar” Fuel Economy In An OEM Instrumented Prius)

A. LOOSE OLD-BAD, DEVELOP NEW HYBRIDIZED DRIVING HABITS

B. MPG VS. MPH "SWEET SPOT" RANGES

C. ROLLING FRICTION AND TIRE SELECTION

D. ICE FRICTION AND MOTOR OIL SELECTION

E. HVAC OPERATION

F. CONTROLLING THE HYBRID SYNERGY DRIVE (HSD)

G. "ICE" COLD START/RESTART

H. "INFINITE" INSTANTANEOUS MPG-FE

I. "ELECTRO-GLIDING"/FULL-TRACTION BATTERY ARRAY "EV" MODE

J. "OPEN ROAD" CRUISE "SWEET SPOT"/ECC USE - DASH (pULSE) & COAST (gLIDE)

A. LOOSE OLD-BAD, DEVELOP NEW "HYBRIDIZED" DRIVING HABITS-BEHAVIORS: Unless you are "miraculously" already driving "Hybrid Smart," you need to "loose" and "hybridize" the old, bad "Gas-To-Go/Brake-To-Stop" driving habits and behaviors you are using when you drive.

"Hybridize" your driving attitude and practices by accelerating moderately, avoiding Jack-Rabbit starts, doing more "Free-Wheeling" Coasting and staying away from last minute hard brake pedal stomping stops. Try to smooth out you travel and minimize application of your friction brakes and gas throttle in Stop & Go traffic. Anticipate traffic lights, changes in traffic flow and drive to maintain a steady and safe speed.

Adopting a ripe tomato/eggshell-under-the-pedal style for operating both your foot-throttle and brake pedals will pay off with greater gas mileage.

The Pseudo-Hypermiling Fuel Economy points here are:

1. Gas-To-Go "Smarts": The "Beating-Everyone-Off-The-Line" when the "Red" Traffic Light changes to "Green" only to race them to the next "Green" traffic signal turning "Yellow-To-Red" is a common "around town," in-traffic "gas guzzling" driving behavior that incrementally "robs" fuel economy from you. This is true whether you are driving in a conventionally-powered vehicle or a hybrid-powered one. Most people use this "Gas-To-Go" driving behavior because they are mirroring the lemming-like behavior of the rest of the "traffic herd."

This stomp the "Gas-To-Go" driving behavior norm was born and established when a gallon of automobile fuel cost 25¢ a gallon. Through the intervening decades, it has persisted, flourished and been accepted as "normal and mainstream" in-traffic group driving behavior. In today's "Brave New World" where crude oil can sell for $140+ per barrel oil, gasoline for $4.00+ per gallon and gas-electric hybrids, "Gas-To-Go" stomping the foot throttle pedal DOES NOT COMPUTE for your 21st Century "Green" Commute.

I have not driven all the hybrids, but all those I have seen are instrumented much like the Prius HSD. The difference with the Prius and other Hybrid instrumentation, as compared to that in a conventionally-powered car, is its Multi-Function Display (MFD), Multi-Information Display (MID) or a Hybrid System Information (HSI) "Smart Eco-Gauge" that graphically or numerically displays and instantaneously feeds back, in real-time, the effects of any latent "bad, gas guzzling traffic herd" driving behaviors a hybrid driver may have retained.

If the driver uses this MPG-FE and ICE/Battery operating state feedback constructively, their instantaneous incremental MPG-FE will start to improve markedly. If, on the other hand, they choose a "No One Is Going To Tell Me How To Drive, I'll Drive Like I Always Have" behavior, and ignore the displayed feedback, attainment of "Stellar" Ultra-High MPG-FE numbers will continue to allude them.

OPERATING TECH NOTE: Try this technique to optimize and maximize MPG-FE in an OEM instrumented Prius NWH20/2G/GEN II Hybrid when accelerating from a dead stop to speeds up to 55± MPH (88± KPH). First, depress the foot throttle pedal around 1/3 to 2/5 (30% to 40%), as required to get and keep the instantaneous Miles-Per-Gallon (iMPG) number displayed on the MFD reading about and at least one-half (½) that of the instantaneous Miles-Per-Hour (iMPH) reading shown on the speedometer display. With practice, you will find the "feels right to your foot" pedal depression amount by refining and fine-tuning the actual amount of throttle pedal "push" needed that to achieve the "½" value until you can hit it every time.

Using the "½" Value Rule-Of-Thumb makes doing the iMPG = iMPH/2 math in your head easy as you accelerate from a dead stop in the traffic "herd" to your desired steady state speed while conserving fuel.

For example, if your desired steady-state travel cruise speed is in the range 45-55 MPH, hold an instantaneous Miles-Per-Gallon reading of at least one-half (½) the instantaneous Miles-Per-Hour (iMPH), iMPG = iMPH/2, on the accelerator position until you reach approximately 35-45± MPH or approximately 20%± less than your intended steady-state travel cruise speed. As you reach that transition speed point, start "feathering" back on the throttle pedal to produce the iMPG ≤ 1.2 x iMPH economical cruise speed-fuel use value.

After the 35-45± MPH point is reached, begin lightly easing up on and "feathering" slightly back on the throttle pedal with your foot to get and keep the instantaneous Miles-Per-Gallon (iMPG) fuel consumption displayed on the MFD reading to a number equal to or slightly less than 1.2 times the instantaneous Miles-Per-Hour (iMPH) displayed on the speedometer. Do this as you "seamlessly" ease into and converge on your desired steady-state 45-55 travel speed.

When and if road conditions, terrain and traffic patterns permit it, maintaining iMPG ≤ 1.2 MPH during steady-state cruising, either manually or by using the Electronic Cruise Control, will keep the ICE operating in or around the "Sweet Spot" RPM range that delivers optimal miles-per-gallon fuel efficiency at that speed.

If you are an owner-driver of the new 2010 3G Prius, you can use the Hybrid System Indicator (HSI) screen of the Multi-Information Display to select and maintain the optimal foot throttle pedal depression amount that will minimize Per-Tank-Full fuel consumption, thereby, maximizing your overall MPG-FE.

The graphic of an annotated screen shot of the 3G HSI that follows, shows the driving-operation zone that will deliver Optimal Acceleration While Minimizing Overall Per-Tank-Full Fuel Consumed. This portion on the right end of the bar, marked in "GREEN," is the zone on the bar where a driver should keep the energy, fuel consumption operating point at during acceleration.

"Purest" OEM Prius owner-operators like me apply the Foot Throttle Pedal Depression and "Feathering" iMPG = iMPH/2 - Transitioning To - iMPG ≤ 1.2 x iMPH Acceleration-To-Cruise Speed Technique Rule-Of-Thumb or skillfully manage Hybrid System Indicator Energy-Power Bar to aid them in keeping their Prius 2G or 3G ICE running in the Fuel-Economy "Sweet Spot" RPM zone of the engines's operating "Power" band during acceleration, and to converge on a fuel-efficient steady-state travel cruise speed.

This permits driving fuel efficiently without having to use an added-on, non-OEM tachometer or other special external instrumentation like ScanGauge II™ or CAN-View™.

Regular use and mastery of the foot throttle pedal depression and "feathering" control technique, in the 2G, or controlling energy, fuel consumption point on the bar of the HSI, in the 3G, by the "purest" OEM Prius Hybrid driver will pay them fuel economy dividends.

Prius Hybrid drivers who " iMPG = iMPH/2 and "GREEN ZONE" accelerate from a dead-stop, and more efficiently transition into their selected steady-state travel cruise speed using these "Hybrid Smart" fuel consumption techniques, will consume less and waste less fuel measured on an overall Per-Tank-Full fuel economy basis.

INCREMENTAL FUEL ECONOMY NOTE: Anecdotal reports from Prius 2G hybrid drivers are that regular, skillful application of this Start-Up-To-Cruise iMPG = iMPH/2 - To - iMPG ≤ 1.2 x iMPH throttle pedal control technique can increase incremental Overall Per Tank-Full Average Fuel Economy by 2± MPG.

2010 3G drivers who, when accelerating from dead stops, regularly keep the bar on the HSI screen in the Optimal Accelaration "GREEN ZONE" are reporting similar gains in fuel economy.

2010 Prius Hybrid System Indicator (HSI) Annotated To Show Optimal Acceleration & Glide Zones

B. MPG VS. MPH "SWEET SPOT" RANGES: There are three Miles Per Gallon (MPG) vs. Miles Per Hour (MPH) "Sweet Spot" driving speed ranges for the Prius. One is a Low Speed (City) "Sweet Spot" range for "Around Town" City driving. The second is a Mid Speed (City-Highway) "Sweet Spot" range for "Mixed" City-Highway driving. The third is a High Speed (Highway) "Sweet Spot" range for "Open-Road" Interstate/Freeway driving.

Low-To-Mid-To-High Speed "Sweet Spot" MPG-FE Driving Ranges Summary:

"Around Town" City "Sweet Spot" Range: 29-40 MPH (29-45 In 2010 3G).
"Mixed" City-Highway "Sweet Spot" Range: 41-54 MPH (46-59 in 2010 3G).
"Open-Road" Interstate/Freeway "Sweet Spot" Range: 55-66 MPH (60-70 In 2010 3G).

The Pseudo-Hypermiling Fuel Economy points here are:

These "Sweet Spot" driving speed ranges are "Rule Of Thumb" recommendations. They are based upon trading off tolerable travel and commute time versus optimal fuel economy attainment when having to travel from Point "A" to Point "B" in real-world traffic without impeding or obstructing traffic flow during the transit.

1. Everything else being equal, operating in the Low Speed (City) "Sweet Spot" driving range, between 29 to 40 MPH (29 to 45 in 2010 3G), will facilitate you regularly attaining fuel economies in the low to mid 60s MPG range. This is because, in this speed range, the Hybrid HSD permits you to operate your car in the Electric Vehicle (EV) - Full Battery Array Electric Mode as well as it being the speed range where you can successfully employ the "Pulse and Glide" hypermiling driving technique to further increase incremental instantaneous MPG-FE.

2. Operating in the Mid-Speed (City-Highway) "Sweet Spot" driving range, between 41 and 54 MPH (46 to 59 in 2010 3G), will facilitate getting fuel econmies in the mid to high 50s MPG range, with excursions into the 60s MPG, depending on travel speeds, traffic densities and weather conditions.

3. Operating in the High Speed (Highway) "Sweet Spot" driving range, between 55 and 66 MPH (60 to 70 in 2010 3G), will facilitate you getting low to mid 50s MPG and some times a bit more. High Speed (Highway) Fuel Economy is sensitive to and dependent upon the Target Speed you choose to travel at and whether you employ Electronic Cruise Control (ECC) to control, manage and maintain that Target Travel Speed.

TUTORIAL TECH NOTE: Beginning at around 45-MPH, Aerodynamic Drag starts becoming a noticeable negative contributor to eroding your MPG-FE.

The Aerodynamic Drag - Air Resistance Equation:

Per the equation, Drag, R increases as the square of the Velocity, v of your car through the air (the fluid). Let me try to give you a magnitude kind of feel for the effect of the Velocity-Squared, v²"Speed-Squared," term on increasing the Drag, R.

Consider that increasing your travel velocity, v_tfrom an "Around Town" 45 MPH speed to an "Open-Road" 65 MPH travel speed causes Drag Resistance, R to essentially double. That is, increasing a 45 MPH travel speed by some 40%, to 65± MPH, increases Drag Resistance, R by approximately 210%, or more than double what the Drag Resistance is at 45 MPH.

Aerodynamic Drag Tech Note/Pseudo-Hypermiling Fuel Economy Point:

If your travel schedule, traffic densities, road conditions and the minimum allowed speed limit permit it, opting to travel at speeds of 45 MPH or less will make the negative contribution from Aerodynamic Drag Resistance to eroding your MPG-FE negligible compared to driving a speeds greater than 45 MPH.

Outside Air Ventilation On - All Windows Up.
Outside Air Ventilation On - Driver's Window slightly lowered ("cracked") and the diagonal opposing right rear back seat passenger window slightly lowered ("cracked") or Front Passenger Window slightly lowered ("cracked") and opposing left rear back seat passenger window slightly lowered ("cracked").
Outside Air Ventilation On - Windows Down In any amount or combination (limit use of this to only when you are traveling at speeds not exceeding 40-45 MPH).

The Pseudo-Hypermiling Fuel Economy point here is:

Minimizing operation of the HVAC and associated windshield and rear window defrost functions will help improve your MPG-FE.

OPERATING TECH NOTE: I do not run with the air conditioner set to the "AUTO (ON)” automatic mode. When I do run the A/C, I run it in the “A/C (ON)” manual mode. When driving alone, I function as “my own thermostat” for the cabin temperature. When chauffeuring my June-Bride-For-Life wife around in the Prius "Family Limo," Her Highness “rules” the cabin air temperature by "estrogen edict."

Beside my true love "liking" a cool passenger cabin air to keep her happy and comfy, the Prius Traction Battery Array also "likes" cool cabin air too keep it "happy." The Traction Battery Array in the Prius bleeds air from the passenger cabin through a special air vent located on the right side of the rear passenger seat to maintain the battery compartment a cool, safe and battery-life-extending thermal operating temperature.

NOTE OF CAUTION: Take care to never block or obstruct the Battery Compartment Air Intake Ventilation Grill. In the Prius, this Battery Compartment Air Intake Vent is located on the right side of the rear passenger seat by the door. Blocking airflow into ventilation ports for the Traction Battery can contribute to and bring about a premature, thermally induced Traction Battery Array failure.

When I do run the HVAC in the cooling mode, I manually cycle the A/C On & Off, as determined by the aforementioned “Joe, it is getting hot now, turn the A/C ‘ON’ or Joe, I am getting cold, turn the A/C ‘OFF’” bio-thermostat. By using this driver-controlled “Manual A/C ON” practice of mine as much as possible, I only run/turn on the A/C when the ICE is running or caused to run by the HSD. I try never to run the A/C when I am running in the Electric Vehicle (EV) Mode to keep from “robbing” energy from the Traction Battery Array that would otherwise be used to propel the car down the road for increased MPG-FE.

I call my practice of manually operating the A/C only when the ICE is running, my “Free Energy Cooling Mode.” I use the term “Free Energy” because since the HSD is causing the ICE to run and consume fuel any way, I feel I might as well have the A/C turned on to scavenge a bit of energy-power off the ICE-HSD and produce cold air to cool the cabin and traction battery and give me a “Free Energy Cooling Ride.”

Of course, there is no such thing as “Free Energy Lunch,” but I consider it a “Free Energy ‘Lunch’ Cooling Ride” because the ICE is already being caused by the HSD to run and consume fuel to generate electrical energy and I am just bleeding some of it off to cool the cabin.

INCREMENTAL FUEL ECONOMY NOTE: I find that by utilizing my particular driver-controlled Manual A/C ON-OFF Free Energy ‘Lunch’ Cooling Mode Cycling practice to run the A/C, rather than running the A/C running in AUTO A/C Mode Full-Time, my Overall Per-Tank-Full Average Fuel Economy A/C “Energy Hit” is reduced from a minus 4± MPG [With Full-Time AUTO A/C Use] down to a minus 3± MPG [With Free Energy A/C Cycling].

F. CONTROLLING THE HYBRID SYNERGY DRIVE (HSD):

The foot throttle pedal on the Prius is the driver-operator's primary control of the Prius Hybrid Synergy Drive system.

The Pseudo-Hypermiling Fuel Economy point here is:

To control your Hybrid for maximum fuel economy you must learn how to intelligently, and deftly use your foot throttle in combination with observing the Hybrid Operating Mode on the Multi-Function Display (MFD), in the 2004-2009 Prius, and Multi-Function Instrument Panel Display (MID), in the 2010 Prius.

TECH NOTE: The new 2010 3G Prius has done away with using a large, easy-to-read, full-color, high resolution Multi-Function Display (MFD) LED Monitor to display ENERGY and CONSUMPTION. Those Energy and Consumption readouts have been moved up to a smaller, less-easy-to-read, mono-colored, blue-green plus red Liquid Crystal instrument panel cluster display strip call the Multi-Function Instrument Panel Display (MID).

As a result, color references to the ORANGE-RED [Gasoline Being Consumed/Used By ICE], BLUE-GREEN [Energy Being Regenerated/Recovered], YELLOW [Stored Traction Battery Charge-Energy Being Consumed To Propel Vehicle], colored arrows and BLACK [Zero Energy Being Consumed/Generated] color lines in the discussions that follow, only apply to the 2004-2009 2G Prius hybrids, and not the 2010 model. However, the functions of the Zero Energy Being Consumed/Generated lines and Energy Being Regenerated/Recovered, Stored Traction Battery Charge-Energy Being Consumed To Propel Vehicle and Gasoline Being Consumed/Used By ICE energy flow arrows displayed on the 2010’s MID remains the same.

Simply put, and in order of preference, to maximize MPG-FE it is best to keep Zero Energy Being Consumed/Generated Lines [BLACK In 2G] or Energy Being Regenerated/Recovered Arrows [BLUE-GREEN In 2G] or Stored Traction Battery Energy-Charge Being Consumed To Propel Vehicle Arrows [YELLOW In 2G] energy flowing on the MFD are "GOOD" FOR FUEL ECONOMY.

Whereas, Gasoline Being Consumed/Used By ICE Arrows [ORANGE-RED In 2G] flowing on the MFD/MID are "BAD" FOR FUEL ECONOMY.

G. "ICE" COLD START/RESTART: The following discussion on the Cold Start/Restart characteristics and behavior of the HSD & ICE assumes a nominal Operating Temperature Range (OTR) environment for the hybrid car that runs from 41°F/5°C-To-104°F/40°C.

In the 2004-2009 2G Prius, the first five (5) or so minutes on Initial Cold Start-Up, and for a minimum of a minute (57-seconds minimum) or so after each Restart after being warmed up, the HSD Computer causes the ICE to run in a Rich-Burn Fuel Mode (i.e. Choke-On/Throttle-On Mode) rather than in a Lean-Burn Fuel Mode (Choke-Off, Economy Mode). [NOTE: In the 2010 3G, this five minute warm-up time is shortened somewhat because of the 2010 3G new exhaust heat exchange-recovery system]. The gasoline engine (ICE) will run in this “Rich Burn, Choke-On/Throttle-On Mode” until the ICE and Catalytic Converter warm/re-warm up to their specified “normal” operating temperatures. This Initial Cold Start-Up/Restart, Rich-Burn period, which can run from 57-seconds on a "warm" engine to five (5) or more minutes on a "cold" engine, is one of the most inefficient fuel consumption times for Gas-Electric Hybrid system operation.

Fuel economy focused Prius and other hybrid owner-operators, especially those operating in colder, Temperate Zone climates, install after-market Engine Block Heaters (EBH) into the ICEs of their cars so their Initial Cold Start-Ups begin with the ICE block, motor oil and engine coolant fluid already in a pre-warmed state.

As an additional aid to accelerating engine compartment warm-up and keeping and running the ICE in the "Sweet Spot" temperature range that delivers Max-MPG-FE, some drivers operating in frigid Northern Temperate Zone environments (≤ 41°F/5°C Ambient Outside Air Temperatures [OAT]) partially block some of the space in part of the Prius front grill air intake louvers with cylindrical foam insulation like that used to insulate hot water pipes in your home.

NOTE OF CAUTION: Operating the ICE with the front air intake grill louvers partially or completely blocked off with foam insulation when Ambient Outside Air Temperatures (O.A.T.) exceed 41°F/5°C may result in harmful and damaging overheating of the ICE and propulsion components. Grill louver blocking should only be done when outside ambient temperatures will remain at or below 41°F/5°C throughout the day. Leaving engine compartment ventilation louver blocking material in the grille when O.A.T. temperatures rise above 41°F/5°C may result in damage to the engine, inverter and transmission.

Using EBH and foam insulation can shorten the length of the five (5) minutes warm-up period by the last approximately 4-minutes and 3-seconds of the Initial Cold Start-Up nominal 5± minute warm-up period that would normally extend past the HSD software mandated 57-seconds minimum warm-up period if the engine had not already been pre-warmed. The positive incremental MPG-FE benefits of EBH pre-warming of the ICE comes, in best-case, from only needing to run the ICE in the Rich-Burn, Choke-On/Throttle-On Mode for the HSD mandated 57-seconds minimum instead of the mandated 57-seconds plus the additional approximately 4-minutes and 3-seconds or more of the typical Initial Cold Start-Up nominal 5± minute warm-up period without EBH pre-heating.

The Pseudo-Hypermiling Fuel Economy points here are:

1. Learning to delicately operate the foot throttle pedal with a feather-light touch during the first few minutes of operation after Start-Up, until the gasoline engine warms/re-warms up to operating temperatures and transition into the more economical Lean-Burn Mode, will deliver big fuel economy benefits.

During Start-Up/Warm-Up, until the ICE warms/re-warms, the gasoline powered ICE operates in a "thirsty" high fuel consuming Rich-Burn Mode. Therefore, delicate and judicious operation of the foot throttle pedal during this critical warming/rewarming period will aid in minimizing the unnecessary consumption of additional fuel economy "robbing" fuel.

A "Heavy Gas Throttle Pedal Foot" during this Start-Up/Warm-Up period only injects unneeded and unuseable fuel into the ICE that ends up exiting unburned directly through your exhaust pipe without adding any real, practical propulsion power. "Horsing" the gas throttle during this period "adds insult to injury" by serving to further erode fuel economy because the ICE is already running in a "thirsty" high fuel consuming Rich-Burn Mode.

RULE-OF-THUMB: To minimize an inordinate, additional amount of fuel being consumed by the ICE during in this first 57-second to five (5) or so minutes period of inefficient "thirsty" Rich-Burn Mode high fuel consumption Start-Up/Warm-Up it is best, when possible, to keep your travel speed at or around 25 MPH. Minimal to no added application-depression of the foot throttle pedal during this warm-up/rewarm-up period contributes to even greater fuel savings.

FYI: When this sailor-technologist "weighs anchor" in his Prius hybrid and departs his residential "slip," I do my best to "steam" down the "channel" in my neighborhood at a "Minimum Fuel Consumption 'NO MPG-FE WAKE' Idle Speed." This "Idle Speed" is the nominal speed that results from the Rich-Burn Mode Warm-Up/"Choke" fuel consumption metering throttle setting selected by the HSD control software for the first ~57-seconds to ~5± or so minutes of ICE Warm-Up operation. This "NO MPG-FE WAKE" Idle Speed usually moves me along at or about 15± MPH with the MFD initially displaying a ~25± iMPG reading. The ~25± iMPG reading gradually increases as the ICE warms up to and through the nominal 158°F/70°C operating temperature Toyota has Spec'ed for the Prius 2G before it can go into the desired high fuel efficiency Stage 4 (S4) hybrid operating mode.

The incremental bonus fuel savings from this NO MPG-FE WAKE Idle Speed practice of mine are reflected in the improved, EPA MPG Estimate Beating overall Average Per-Tank-Full MPG-FE numbers I see.

2. Making one Grand Tour Shopping-Errand Running Trip rather than separate, multiple individual shopping trips will help improve overall fuel economy because it diminishes the fuel-consumption inefficiency effect of the ICE having to cycle through the Cold Start/Restart Rich-Burn Mode multiple times.

The Hybrid Synergy Drive (HSD) system, as installed in the Prius, has a couple of idiosyncratic technical "quirks" related to the Traction Battery Array, Electric Vehicle (EV) Mode operation.

The first "techno-quirk" is when operating solely off traction battery power the instantaneous miles per gallon (iMPG) is caused to drop by ~8% as the speed of the car transitions from 40 miles per hour through 41 to 42 miles per hour (from 44 through 45 to 46 in 2010 3G). This is the point where the HSD causes the ICE to drop in and "freewheel spin," without burning fuel or functioning to provide propulsion power, to protect the Motor Generator 1 (MG1) from over-speeding and self-destructing.

In the Full-Traction Battery Array (EV) Mode, at a point just over 40 MPH, approximately 40.5 MPH or so, i.e. 41± MPH (in 2010 3G it is just over 45 MPH, approximately 45.5 or so, i.e. 46 ±), the HSD control system causes the ICE to begin transitioning into full mechanical engagement with the HSD drive system. The HSD causes the ICE to begin to proportionally "freewheel spin." In the 2004-2009 2G, this is at ≤ 960 RPM to protect MG1, thereby, ensuring it does not over-speed and self-destruct. During the protective "freewheeling" mode, the ICE is not running consuming fuel or providing any propulsion power, but adds a mechanical "dead-weight drag" on the HSD propulsion system.

The published, official ICE "freewheeling" transition point speed is 41-42 MPH (45-46 in 2010 3G), but in practice, anytime the indicated speed on my Prius speedometer starts to creep above 40 MPH (44 in 2010 3G), I "feel" a slight "lunge" as the ICE comes into full engagement with the HSD drive system and starts "freewheeling."

Savvy Psuedo-Hypermilers know about this "techno-quirk," and try to travel at speeds of 40 MPH (44 in 2010 3G) or less when running solely off the Traction Battery.

A second related "techno-quirk" is associated with running using the Traction Battery Array. To keep from "wasting" any charge accumulated in the Traction Battery Array during driving, it is best to drive last few miles-minutes of your travel in the EV-Mode (All Yellow Arrows On MFD In 2G) before powering down to park for a long period (i.e. parking at work for the day or parking at home for the night).

40/41 MPH (44/45 in 2010 3G) is the Maximum EV-Mode speed. However, a 30-39 MPH (30-44 in 2010 3G) speed range is recommended for the End-Of-Travel EV-Mode to assure optimal use of all the electrical energy stored in the Traction Battery Array for vehicle propulsion, that would otherwise be lost after your Prius is shut-down and parked for a few hours or more.

Therefore, when driving above 40 MPH (44 in 2010 3G) in the Electric Vehicle (EV) - Full Traction Battery Array Mode [ALL YELLOW ARROW-LINES In 2G], you will have the added "Dead Weight" rotational load and mechanical burden of the freewheeling, nonfunctioning and rotating ICE loading down the hybrid propulsion drive system, which cuts into and degrades overall fuel economy.

The Pseudo-Hypermiling Fuel Economy point here is:

When you are traveling "Around Town" on streets or roads with speed zones in the Low Speed (City) "Sweet Spot" range and choose to run in the "Electric Only" Full-Traction Battery (EV) Mode, be sure to keep your speed at or below this "magic" 40 MPH (44 in 2010 3G) whenever you can. Doing so will keep the ICE from engaging and starting to "freewheel spin" to put a rotational "Dead Weight" mechanical drag on the HSD drive system, thereby, degrading your MPG-FE.

When driving in the "Electric Only" EV-Battery Mode at speeds of 41 MPH and above (45 and above in 2010 3G), compared to the instantaneous MPG delivered driving at 40 MPH (44 in 2010 3G) in the "Electric Only" Full-Traction Battery (EV) Mode without the added load of a non-functioning, "freewheeling" ICE, instantaneous MPG, the load of an engaged, freewheeling and non-functioning ICE dragging on the HSD drive system will lower fuel economy by upwards of 8%.

OPERATING TECH NOTE: Consider this typical "Around Town" driving scenario with you motoring down the road in a 45 MPH speed zone with 6-Bars or more showing on the MFD as your SOC (State Of Charge - Traction Battery). When driving the 2004-2009 2G in this situation, do not cruise at the 45 MPH speed limit if you want to give an added boost to your incremental instananeous MPG-FE. Why, you ask?

First, because the extra 5 MPH it takes to accelerate to 45 MPH really "kills" MPG-FE. Second, because just by choosing to travel with your speed at or below the "magic" 40 MPH (44 in 2010 3G) point and running in the EV-Full Battery Mode rather than going 1-4 MPH faster at 41-45 MPH will serve to improve your instantaneous fuel economy by some 8±% or 5± MPG. This is because when running in the EV-Mode at ≤ 40 MPH (≤ 44 in 2010 3G) the ICE will stay off, stationary and disengaged from the propulsion drive system.

2010 3G Prius owners driving in this same 45 MPH speed zone, have the electro-glide luxury of driving at 44 MPH, just below the 45 MPH upper limit in the EV, "Electric Only," Mode.

"Hybrid Smart" drivers try to operate in this "Around Town" EV-Mode at ≤ 40 MPH (≤ 44 in 2010 3G) whenever they can because it works to maximize their incremental iMPG, as compared to when they drive in the same "Electric Only" EV-Mode (Warp Stealth) at or above 41 MPH (46 in 2010 3G) where the HSD forces the ICE to be engaged and rotate as it "freewheel spins."

INCREMENTAL FUEL ECONOMY NOTE: The added rotational "Dead-Weight" mechanical load of the "Freewheeling" ICE degrades Incremental Instantaneous Fuel Economy by some 6-8% or approximately 3.5-5 MPG.

J. "OPEN ROAD" CRUISE "SWEET SPOT"/ECC USE - DASH (pULSE) & COAST (gLIDE): When working to optimize highway travel speed against fuel consumption, the best and most reasonable recommended "Open Road-Interstate/Freeway" Highway Driving speed range is over the range 55-66 MPH (60-70 MPH in 2010 3G).

Whenever "Open Road" highway terrain, weather, traffic densities and highway driving conditions are favorable and will safely permit its application, I incorporate a high-speed ≥ 41 MP ( ≥ 45 in 2010 3G) version of the low-speed < 41 MPH ( < 45 in 2010 3G) "Pulse and Glide" driving technique into to my driving. I call this high-speed version of "Pulse and Glide" driving the "Dash (pULSE) and Coast (gLIDE)" technique. I generally use this fuel saving "Dash and Coast" technique over the range 55 MPH Lower End, 66 MPH Target Speed to 70 MPH Top-Of-Range (60 MPH Lower End/70 MPH Target Speed/75 MPH Top-Of-Range when driving the 1.8 Liter I4 powered 2010 3G).

High-speed highway driving that integrates intermittent use of "Dash and Coast" with ECC Cruise Speed set to 66 MPH (70 in 2010 3G), and running with Outside Air - ON and Air-Conditioner/Heater - OFF, usually delivers fuel economy numbers to me over a range of 52-58 miles per gallon with occasional MPG-FE excursions into the low to mid to upper 60s. Using "Dash and Coast" to help deliver such "stellar" MPG-FE numbers does require a bit of "Dash and Coast Driving Work."

INCREMENTAL FUEL ECONOMY NOTE: Opportunistic use of Low-Speed < 41 MPH (45 in 2010 3G) Pulse & Glide and High-Speed ≥ 41 MPH (≥ 45 MPH Dash and Coast driving techniques in Mixed City/Highway byway and highway driving can deliver an incremental increase in Overall Per-Tank-Full Average Fuel Economy of 2± MPG.

If you want to do some "Easy Rider" cruising instead of having to "Work At Driving" to squeeze out extra incremental MPGs of fuel economy from your "fuel-sipper," try using 66 MPH (70 MPH in 2010 3G) as your "Interstate/Freeway" travel cruise speed. Just set the Electronic Cruise Control (ECC) at 66 MPH (70 MPH in 2010 3G), which is the top-end of the "Open Road" Interstate/Freeway Driving MPG-FE "Sweet Spot" Range, and let Toyota's Software "Techno-Troops" and their Hybrid Synergy Drive fuel economy control subsystem do the fuel saving "Work" for you.

With the HSD set at an ECC controlled 66 MPH (70 MPH in 2010 3G) cruise set-speed, and depending on the weather, wind and whether your "Hot Mama" Prius-Borg Queen has issued a "Prius-Borg Drone, Turn On The Air Conditioner" edict to keep Her Highness Cool, Comfortable & Happy, the Prius 2G/GEN II will regularly deliver 50+ MPG-FE to you as you roll over-the-road on your Up-Pressured, Low Rolling Resistance tires at more than a mile-per-minute.

When The Prius-Borg Queen Is Happy, Her Prius-Drone "Chauffeur" Is Happy

I use and recommend using a 66 MPH (70 MPH in 2010 3G) Electronic Cruise Control (ECC) Set-Speed because 66 MPH (70 MPH in 2010 3G) is the top-end of the "Open Road" MPG-FE "Sweet Spot" range for "Interstate/Freeway" travel. I overlay this ECC controlled travel cruise speed with use of anticipatory manual foot throttle pedal override of the ECC to accelerate the Prius in anticipation of approaching hills or crossroad pass over ramp inclines.

I find that using this anticipatory "smart" manual throttle override incrementally adds to average overall trip fuel economy by preventing wasteful "dumb" ECC induced fuel surges that would occur at the foot of hills/inclines because the "dumb" ECC is not "smart" enough to anticipate the throttle settings required to increase the speed-power needed to climb hills/inclines ahead of time.

Application of Electronic Cruise Control (ECC) in this way in driving my 2007 Second Generation (2G/GEN II) Prius on long distance over-the-road trips regularly deliver 53 to 56 MPG for me (measured by both the multiple-tank-refill method and MFD displayed MPG calculation). Preliminary anecdotal reports from new 2010 Prius owners are claiming numbers in the 55 to 61 MPG range.

The Real-World Expected MPG vs. MPH Trip Planning Graph, shown above, provides "Rule-of-Thumb" MPG-vs-MPH numbers one can expect during ECC-controlled "Over-The-Road" travel at a particular selected "Target Speed." The graph has been normalized to two adult passengers with 150 lbs of cargo/baggage traveling at a set cruise speed on nominally flat terrain in clear weather with negligible wind effect, a 77°F (25°C) Outside Air Temperature (OAT) and 50% Relative Humidity (RH).

The Pseudo-Hypermiling Fuel Economy points here are:

1. When traveling at Open-Road "Interstate/Freeway" Highway Driving Speeds, remember that the High-Speed Fuel Economy "Sweet Spot" Range of Open-Road driving speeds versus fuel consumption is over the range 55 to 67 MPH (60 to 72 MPH in the 2010 3G).

As the above "Fuel Economy Expectations For Pseudo-Hypermilers" graph shows, traveling at cruise speeds below 55 MPH (60 MPH in the 2010 3G) will give incrementally better gas mileage, but will cause you to arrive at your destination somewhat later. Whereas, cruise speeds above 66 MPH (70 MPH in the 2010 3G) will start to consume an inordinate amount of fuel for the extra incremental speed-time gained and drop you below the EPA "Highway" MPG-FE Estimate.

For Open-Road "Interstate/Freeway" Highway travel, driving at an electronic cruise controlled 55 MPH (60 MPH in the 2010 3G) will deliver the best MPG-FE results to you. You lose approximately ½ MPG in fuel economy for every mile-per-hour increase in travel speed over 55 MPH. Simply slowing from a 75 to 70 MPH highway cruise speed down to my recommended 66 MPH (106± KPH) "Sweet Spot" Cruise Speed (70 MPH in the 2010 3G) will add approximately 5 MPG to your Per-Tank-Full Fuel Economy.

2. Driving using an Electronic Cruise Control (ECC) Set-Speed of 66 MPH (70 MPH in the 2010 3G) with time efficient stops for fuel, food and comfort breaks, like I do, usually delivers an average total trip travel speed of at least 60+ MPH, which is a mile-per-minute or more. Interspersing "Dash (pULSE) and Coast (gLIDE)" around a 66 MPH (70 MPH in the 2010 3G) Target Speed, into such "Open-Road" driving, will regularly deliver fuel economy in the low to mid 50s MPG along with a respectable mile-per-minute, 60+ MPH, average Point "A" to Point "B" trip transit speed.

As an example, using the 2004-2009 2G Prius, let us assume $4.00 per gallon gasoline, a 360 mile "Open Road" Trip, 99.5% which is Interstate/Freeway driving.

50 MPH/57.0 MPG >>> 360 Miles >>> 7.2 Hours/6.3 Gallons/$25.20

55 MPH/55.0 MPG >>> 360 Miles >>> 6.6 Hours/6.6 Gallons/$26.40

60 MPH/53.0 MPG >>> 360 Miles >>> 6.0 Hours/6.8 Gallons/$27.20

66 MPH/51.0 MPG >>> 360 Miles >>> 5.5 Hours/7.0 Gallons/$28.00

70 MPH/47.5 MPG >>> 360 Miles >>> 5.1 Hours/7.6 Gallons/$30.40

75 MPH/44.5 MPG >>> 360 Miles >>> 4.8 Hours/8.1 Gallons/$32.40

80 MPH/40.0 MPG >>> 360 Miles >>> 4.5 Hours/9.0 Gallons/$36.00

Rather then traveling at my recommended "fuel-sipping" 66 MPH (70 in the 2010 3G) "Sweet Spot" Electronic Cruise Control Set-Speed, let us assume you decide to travel the 360 miles at a cruise set-speed of 80 MPH. 80 MPH is taking the 5-10 MPH "Grace Speed" many drivers claim "the cops will give you" over the speed limit and adding it to the 70-75 MPH maximum legal speed on most Interstate, limited access type highways in the U.S.

Traveling at 80 MPH over 360-miles would consume ~2-gallons more in gasoline and cut your on-highway travel time by 60 minutes, compared to traveling at the 66 MPH (70 in 2010 3G) "Sweet Spot" Electronic Cruise Control Set-Speed I recommend.

If you have money to burn and do not mind breaking the law, chancing an expensive speeding ticket, being delayed while the ticket is written, having points added to your drivers license and increasing your auto insurance premium rates then, by all means, travel 80 MPH at 40 MPG. You are rich. Go ahead and spend the extra money. Consume the two additional gallons of Black Liquid Arabian Gold required to travel 80 MPH burning fuel at 40 MPG just to arrive there an hour earlier instead of "Driving Hybrid Smart" and cruising at my recommended 66 MPH Cruise Speed (70 in the 2010 3G) and "Sweetly" sipping fuel at a minimum of a very misery 50+ MPG (53+ in the 2010 3G).

Opting not to unecessarily consume gallon after gallon of gasoline that I do not need to burn to drive from Point "A" to Point "B" is how I win incremental miles per gallon skirmish after MPG skirmish

FIGHTING THE WAR ON PETROL TERRORI$M.

On the other hand, if you want to save "Green" Petrol Bucks, conserve gasoline and would be happy getting to your destination at a mile-per-minute average travel speed, try ECC-Controlled cruising at my ---

"Magic" 66 MPH "Sweet Spot"

ECC Cruise Set-Speed

On your next long "Open Road" trip, record your over-the-road highway speeds, trip fuel use and cost, distance traveled and "Chocks-To-Chocks" travel time actuals to see how your personal actual MPG vs. MPH results track against the points on my "Rule-Of-Thumb Cruise Speed - Fuel Economy Expectations" Real-World Expected MPG vs MPH Trip Planning Graph.

SUMMARY:

PSEUDO-HYPERMILING CONTRIBUTIONS TO AVERAGE MPG

Pseudo-Hypermiling/EcoDriving Pre-Operative Set-Ups:

"Up-Pressuring" Tire Air Pressure [Plus: 3+/- MPG Gain going from 35F/33R to 42F/40R PSI running on the OEM Low Rolling Resistance (LRR) Goodyear Integrity tires].

Replacing Conventional “Dino” Oil with 100% Full-Synthetic Oil [Plus: 1.5+/- MPG Gain going from 5w30 “Dino” to 100% Full-Synthetic 5w30].

Engine/Drive-Train Break-In [Plus: 2+/- MPG Gain after 10,000+ miles].

EBH and Grill Louver Insulation Foam (Cold Climate Ops Only) [Plus: 3 to 5+/- MPG Gain].

Use of 90:10 E10 Gasohol [Minus: 1 to 3+/- MPG Loss]

Pseudo-Hypermiling/EcoDriving Operating-Driving Techniques:

Running HVAC From Fresh Air Vent Only Mode Through To Full-Time A/C AUTO Mode [Minus: 0 to 4-6+/- MPG Loss]
Employing Acceleration Technique of iMPG ≈ iMPH/2 When Accelerating From Dead Stop Then Seamlessly Transitioning To iMPG ≈ 1.1 To 1.2 Times iMPH As Travel/Cruise Target Speed Is Approached [Plus: 2+/- MPG Gain in Around-Town/Mixed City-Highway Driving].
Skillful Application of "Hybrid Smart" Freewheeling Coasting, Regenerative Coasting, and Regenerative Braking [Plus: 2+/- MPG Gain in Per-Full-Tank-Average MPG-FE for Around-Town/Mixed City-Highway Driving].
Consolidating Shopping Trips/≤ 2-Minute Errand Running [Plus: 0.5+/- MPG Gain in Per-Full-Tank-Average MPG-FE for Around-Town/Mixed City-Highway Driving].
Opportunistic Use of Advanced Fuel Conserving Warp-Stealth, Pulse & Glide, Dash & Coast and Super "Atkinson" Highway Mode [SAHM/SHM] Techniques [Plus: 2+/- MPG Gain].
Driving at 66 MPH Fuel Economy “Sweet Spot” ECC Set Speed rather than 70-75± MPH for Open-Road/Interstate travel that is 99.5% Freeway/Interstate [Plus: 3.5+/- MPG Gain For High-Speed Open-Road/Freeway/Interstate Driving].

TOTAL ADDED INCREMENTAL MPG CONTRIBUTIONS AVAILABLE

3 + 1.5 + 2 + (3 to 5) – (1 to 3) – (0 to 6) + 2 + 2 + 0.5+ 2 +3.5 = 10.5 to 21.5 MPG

PER-TANK-FULL FUEL ECONOMY FROM DRIVING *HYBRID $MART*:

EPA 46 MPG [Combined] + (10.5 to 21.5 MPG) = 56.5 to 67.5 Average MPG

HAPPY PSEUDO-HYPERMILING!

****************************************************************

priusp2gcarrierlandingusspoliakoniawaronpetrolterrorismpdpandavatar.jpg

FIGHTING THE WAR ON PETROL TERRORI$M --- One Gallon Of Gas Not Used At A Time

Hybrid News

2009½/ 2010 PRIUS & HONDA HYBRIDS

The Third Generation (3G) Prius and new High-MPG Honda Insight II hybrid 5-door hatchback cars are now being offered for sale. However, in practice, the Prius 3G and new Hybrid Honda Insight II models will probably not start being available in quantity until the Fall of 2009 (i.e. normal start of Model Year 2010). Until then, buyers like you and me will not be able to buy one off the dealer's lot and will have to put up with order waiting lists.

Here is a summary highlighting these new Next Generation 2009½/2010 Prius and Honda Hybrid Insight II models:

2009½/2010 THIRD GENERATION (3G) TOYOTA PRIUS HYBRID:

1.8L (1797 cc) I-4 DOHC 16-valve VVT-i 98 HP engine (Toyota 2ZR-FXE, Atkinson Cycle). Replaces 1.5L (1497 cc) I-4, 76 HP ICE used in 2G.
Total Hybrid System Net Drive Power To Wheels: Increase from 110hp to 134hp.
Improved Fuel Economy: EPA Highway/Combined/City Fuel Economy 48/50/51 MPG.
Normal Driving Mode w/ Three (3) Driver-Selectable, Special Performance Driving Modes: POWER (Enhanced Acceleration), ECO (Economy) and EV (Electric Vehicle - Battery Only).
Improved & Relocated Hybrid System Status, Monitoring & Control Instrumentation-Displays.
Slightly longer, wider and "more solid looking" w/ aerodynamic Coefficient of Drag equal to 0.25. (Current 2G Prius has Cd = 0.26).
Reduced NiMH Traction Battery size w/ same storage capacity as the 2G Traction Battery.
Extended driving range in Electric Only Mode (Electric Vehicle [EV] Mode).
All Prices Shown Are MSRP Plus $750 Shipping/Handling/Dealer Prep Fee:
Prius I: Austerely equipped "Bare Bones" Base Model with a lower-level of features standard (No Cruise Control, SKS, EV-Only Mode, Rear Wiper, Touch-Tracer Display, etc.): $21,750 [Toyota says "Available Fall 2009," but it will likely be as scarce as Hen's Teeth].
Prius II: Nicely Equipped with Driver Door SKS, ECC, TRAC, VSC, 7-Air Bags, 4-Wheel Disc Brakes, 6-Way Driver Seat, Tilt/Telescopic Steering Wheel w/ Touch Tracer Controls/Multi-Information Display (MID). However, no add-on option packages are available with it, and it comes without Safety "Must Have" Back-Up Video Camera (In practice, this is the Real-World Base Model): $22,750.
Prius III: Well Equipped, Safety "Must Have" Back-Up Video Camera not included as standard. Must purchase $1800 Navigation Package Option to get Back-Up Video Camera functionality (The Prius III w/ NAV Is The Buyer's "$weet $pot" Value Buy): $23,750 + $1800 = $25,550.
Prius IV: Leather Seats, 3-Door SKS, Auto Dimming Mirror w/ HomeLink®. Loaded with the $3600 Solar Roof Package Option: $26,550 + $3600 = $31,150.
Prius V: 17-Inch Wheels, LED Headlights, Foglights. Loaded with the $4500 Advanced Technology Package Option *Bells & Whistles*: $28,020 + $4500 = $32,520.

2009½/2010 GLOBAL SMALL HONDA HYBRID (GSHH) INSIGHT II:

High Fuel-Efficiency 1.3L (1339cc) i-VTEC I-4, 88 HP Honda engine w/ Variable Cylinder Management (VCM).

Latest, improved version of Honda Integrated Motor Assist (IMA)-Powered High-MPG 2010 Hybrid System with Ecological Drive Assist System (Eco Assist) standard on all models.

Honda Multimatic S Continuously Variable Transmission (CVT)

High Fuel Economy: Purpose-built to deliver high fuel-economy. Official City/Combined/Highway EPA Fuel Economy = 40/41/43 MPG. Compact sized 5-Passenger/5-Door Sedan chassis w/ Hatchback derived from Honda FCX Clarity Concept. Coefficient of Drag, Cd = 0.28.

All Prices Shown Are MSRP Plus $670 Shipping/Handling/Dealer Prep Fee:

Insight II LX: $20,470.

Insight II EX:$21,970.

Insight II EX w/ Navigation System: $23,770.

This article contributed by Joseph A. Poliakon.

Pd'P p-Mail Processing Center

Letters To Editor...Article Ideas...Comments...Submissions?

e-Mail To: poliakonia@earthlink.net

Principauté d'Poliakonia Teleport Blog: Volume 4, Number IX. Published periodically by the Principauté d'Poliakonia. Every effort has been made to assure the information integrity of information contained herein. Pd'P shall not be held liable for any errors or omissions. Copyright © 2009. All rights reserved Joseph A. Poliakon. No part of this p-Publication may be reproduced in any form except as stipulated in the Intellectual Property Rights Notice and Policy on Rights.

Intellectual Property Notice And Policy On Rights And Use of Material From This Web Page:

Personal Use: Anyone is free to make one copy for personal use. This can include one photocopy, one printed copy, one email copy, or posting an HTML link (without text or photos). This includes use by a student, private individual for an academic, educational, instructional, informational or non-commercial use or purpose. Click on the section tabs above to the P-Publication article or material. From there, you can print (or use) the content as described herein. Commercial Use: An individual or organization can license content to be emailed, posted online, printed, photocopied or republished for distribution. All Other Use and Licensing Requests are handled on a case-by-case basis.

*Liability Disclaimer Notice On Use of Material From This Web Page:

The information published and provided, herein, is for theoretical educational, informational, personal edification and amusement only. Assimilate, apply, pass along and share it at your own risk. This website blog and its author(s) assume no liability for any and all manner of loss (including damage caused to your or others mental or physical health, wealth, property, vehicles, pets or loved ones in any way directly or indirectly attributable, traceable or related to application or practice of any information, ideas, suggestions, recommendations of techniques described or discussed herein). You are cautioned to stay alert, be vigilant and pay close attention to the road at all times, whether traversing the Information Highway or simply pulling out on to and driving down the road at the foot of your driveway. Your fuel and mental mileage obtained from the information and musings on this website blog may vary.

[Key Words: Free Web For All Web Freedom For All Free Web 4all Web-Trekker e-Gratis Gratis Novus Ordo Seclorum Freebie Freeware Free Wi-Fi WiMax VoFi Muni Wireless Freeway Spyware Spybot Adware Ad-Aware Malware Anti-Spyware Info-Tech IT Information Technology Data Mining Techno Geek Babbage Z-Entity P-Entity Life Form Émigré e-Turista Freewebizen® Bay of Pigs Invasion Wormhole Teleportation Portal Green Picnic Table PdP Teleport Blog Simpler Times Cyber Sanctum Sanctorum Out-Of-The-Box EMI EMC Electro-Magnetic Faraday Cage Area 51 Area 41 Stealth Algorithm Hybrid Powered APC Cisco Cray Dell Wireless Connectivity 128 Bit Encrypted Pseudo-Random Despreading FH FHSS Frequency Hop DS Direct Sequence Spread Spectrum DSSS Communication Direct-Sequence Spread-Spectrum Communication DS-SS Code Division Multiple Access CDMA HVAC PDU UPS Modulation Tethered Balloon Independent Remote-Operation Networking-On-The-Move Hot-Switchover Hot-Standby Hot-Swap Network-Node Back-Channel Order-Wire VLF LF HF VHF UHF EHF C-Band L-Band S-Band X-Band Q-Band Ka-Band Deep Space Communication Network Complex Ku-Band Phased-Array SATCOM Antenna Satellite Terrestrial Modems Servers Routers Pings Pongs TCP/IP IR Infrared Cryogenic Cooling Thermal Trails Hurricane Landfall CONUS CALNEVA High Desert High Plains Naugahyde Tokamak Fusion Prius Hybrid Synergy Drive HSD Gas-Electric Hybrid Prius 2G Pseudo-Hypermiler Hybrid Hypermiler Pulse and Glide Warp Stealth MPG-FE EPA Fuel Economy MPG Sweet Spot Atkinson Cycle Atkinsonized Stellar Petrol Terrorism Project Bright Eyes Breeding Program Camelot Myth Gospel Ratface JFK John F. Kennedy's Vietnam Legacy: One Sailor's View One-Eyed Jack Marlborough Man Jackie Jacqueline Bouvier Kennedy Onassis Arlington Nation Cemetery VA Robert E. Lee Harold MacMillan McMillan Earl Of Stockton Masterpiece Theatre Washington Post Inside-the-Beltway Big Brother Homeland Security Screening Processing Surreptitious Surveillance Monitoring Tracking Persons-Of-Interest Patriot Act Liberty Privacy Carnivore Echelon Greenbrier Joseph's Seal Date March 12, 1941 Thunderbird Motel Honeymoon Dom Pérignon Lucky Charm Betty Boop Bahamas Bermuda Triangle Devil's Triangle USNAS Key West Boca Chica Field AFTAC REM Sleep Robert McNamara IKE Dwight D. Eisenhower Harry S. Truman FDR Franklin Delano Roosevelt Joseph's Seal Date Adlai Stevenson Libertyville LBJ Lyndon Johnson Dolores Joseph Poliakon David Herbert Lawrence Blinkee Nebuliakon Richard M. Nixon Inter-Service Transfer Interservice Transfer Dallas Motorcade Martha’s Vineyard Cape Cod Draft All Volunteer Military Starship USS Enterprise CVN-65 USS Missouri BB-63 All American Bluejacket Rag Hat Sailor-of-the-Line Lone Sailor Fabulous Fifties Web Wizard Whizzard Whizzer 03121941 12031941 19410312 Spam Synaptic Musings Citizen Serf Nation Sheep Vietnam Khe Sanh Cliff Treese Incoming Da Nang Resurrect Risen Semper Fi Marines United States Marine Corp USMC United States Navy USN Navy Wings Of Gold Air Development Squadron One AIRDEVRON ONE AIRTEVRON ONE VX-1 Pioneers Key West Boca Chica Field P2V Neptune P5M Marlin P3V Orion USS Randolph Rando Can Do Cando CVS-15 CVSG-56 CAG-56 Airship Development Squadron Eleven AIRSHIPDEVRON ELEVEN ZX-11 LTA DET Lighter-Than-Air Detachment Airship ZPG-2N Reliance ZP-3 Blimp Moffett Lakehurst Air Antisubmarine Squadron Thirty Seven AIRANTISUBRON THIRTY SEVEN VS-37 Saw Bucks Golden Rooster Tails VS-41 RAG NASNI NAS North Island Coronado San Diego Sea Control Squadron SEACONRON TBF TBM-3 Avenger TBM-3S/W AF-2W AF-2S AF-3S Guardian Hunter-Killer AD-4W AD-4S Skyraider P4M Mercator Stoof Stoofmate USN S2F Tracker S2F-1 S2F-2 S2F-3 S2D S2E S2G S3 S3A S3B APS-30 APS-38 APS-20 APA-69 ARN-3 Lycoming (Curtiss-Wright) R-1820-82A HUK ASWEX Viking USS Hornet CVS-12 HUK Hunter Underwater Killer Antisubmarine Carrier Air Group CVSG-57 CAG-57 The Gray Ghost Patrol Squadron Four PATRON FOUR VP-4 Skinny Dragons P3 P3A P3B P3C Shimosfusa JMSDF Hiyako First Cavalry Airmobile Division UH-1 Huey USA Army Hotel California Saigon Hồ Chí Minh City NAF Cam Ranh Bay Vietnam Air Patrol Unit CTU 72.3.6 Star-Crossed Atropos Clotho Lachesis Kemo Sabe Hatuey Cerveza Happy Hour Indian Sign Acey-Deucey Club Gob Ten Feet Off Of Beale Memphis Two Fathoms Off The Quay Greenie Striker Shellback Polliwog King Neptune Flotsam Jetsam Old Havana Harbor El Morro La Punta Malecón Malecon Guantánamo Bay Guantanamo Bay Shipmate UFO Alien Beings War of the Worlds Homo Sapien Hominids Extraterrestrial Intelligence Zero-Dark-Thirty Miami Herald 1959 pPod Corona Brobdingnagian Gargantuan Leviathan Moby Dick Golden Queue Elysium Hades Limbo Netherworld Nirvana Paraiso Purgatory Shangri-La Zion Work Play Convolution Poppy-Seed Theorem Bliss Happiness Mask Conceal NESEP Navy Enlisted Scientific Education Program Vanderbilt Vandy Catholic University George Washington University GWU Naval Postgraduate School NPS DCA DISA Her Highness Porsche Prius 2010 Prius 3G Quail Pheasant Hunting Dog Labrador Retriever Pointer Setter Spaniel Knowledge Information Base RFID Smart Card BSOD Blue Screen Of Death Maximum Miles Per Gallon Hypermiling Techniques Hybrid Eco-Driving Tips Hybrid High Fuel Economy Ultimate Fuel Economy Trellix Concours Communiqué]