cocooreo.blogg.se

Top left: No matter what we tried, this joystick provided no joy. The result is a peak thermal efficiency reaching a diesel-like 40 percent. Then there are some reduced-friction components, tighter control of coolant temperature through active grille shutters, and an improved exhaust-heat recirculation system. More exhaust-gas recirculation, cooled by a dedicated heat exchanger, allows the engine to run at larger throttle openings for reduced pumping losses. Redesigned intake ports promote faster combustion. Squeezing efficiency gains of this magnitude from a complex hybrid power­train is an exercise in continuous detail development.įor example, the new Prius has a revised version of Toyota’s 1.8-liter 2ZR-FXE Atkinson-cycle engine used by previous hybrids. When we tested that car in ’99, we measured 35 mpg, a far cry from the 47 we saw in the new Eco, especially when the gen-four model is so much faster and roomier. It’s interesting to compare those figures with the original Japanese-market model, which we’ll call “Generation Zero.” By today’s EPA standards, its fuel-economy ratings would have been 35 mpg city/37 highway.

Moreover, the extra-virtuous Prius Two Eco model is rated 58 city, 53 highway. Versus the outgoing gen-three Prius’s 51 mpg city and 48 highway, the fourth-generation 2016 model posts EPA figures of 54 city, 50 highway. The family now includes six trims: Prius Two, Prius Two Eco, Prius Three, Prius Three Touring, Prius Four, and Prius Four Touring (the previous c and v Prius ­models live on for 2016).