Hybrid

A hybrid drivetrain consists of a petrol or diesel engine and one or more electric motors that seamlessly distribute power to the car's propulsion. The batteries are charged while driving using regenerative braking. Rechargeable hybrid cars can be charged from an external power source. Range on electricity usually varies between 30 – 80 km.

Skoda Octavia iV plug-in hybrid

Posted 28/08/2021 by Terje Bjørnstad

Not only is the new Skoda Octavia iV based on the same platform as the Golf 8 – it has also inherited Volkswagen's proven plug-in hybrid solutions. We have driven the smallest drive unit – the one that gives a total of 204 HP. If you choose the Octavia iV RS, you get a more powerful drive unit of 245 HP.

Proven hybrid solution

We recognize the hybrid drivetrain from earlier models of Audi and Volkswagen. Today, the battery capacity has been increased to 13 Kwh compared to the previous 8,8. The improvement is a result of changed cell chemistry without it having been necessary to increase the physical dimensions of the battery case. Increased battery capacity gives longer range in electric mode. The new Audi A3 40 TFSI e and Volkswagen Golf 1.4 eHybrid 204 both have the same battery pack as the Octavia. Their stated range is 65 km measured according to WLTP. The figures given for the Octavia are not as clear. The brochure material suggests a range of "more than 50 km (WLTP)". The wording is not crazy, and can be defended with the fact that practical range can vary widely in practice. But one can also suspect that the cautious estimate is due to Skoda not having access to upgraded technology or having to intervene in the software. However, everything suggests that Skoda actually shares the same technology.

the skoda is rechargeable — The Golf class has today become middle class

look and feel

Octavia has a more conventional and traditional shape than the other models on the same platform. The new front is lower and wider. The lines are sharper – especially in the rear – without raising eyebrows. You sense a car that is practical and unfussy - bordering on the trustworthy. Also inside. Good seats with good lateral support, digital instruments and centrally positioned infotainment system. Like the Enyaq, the dashboard is covered in fabric from the interior. It provides a cozy and homely atmosphere. All handles are where you would expect to find them. The gear lever has been replaced with an electronic switch that works like a PRND automatic gear lever. The infotainment system is functionally "in the middle of the tree". We found the radio and necessary settings easily. The functions of the trip computer are operated from the steering wheel levers. Here, too, I found what I needed. But why does Skoda need to create its own user interfaces? Can't Wolfsburg make one good user interface for all its brands?

rechargeable octavia — Sharp lines in the stern without anyone raising an eyebrow

On the road

Behind the wheel, I take note of how easy the Octavia is to steer - even on highways. A little too light for my taste. It tightens a little when you select Sport mode, but I still chose to keep Normal mode. I saw no need to choose either Comfort or Eco. The undercarriage is the same as the Golf 8 and can be delivered with an adaptive undercarriage. As expected, the car sits well on the road and swallows bumps perfectly. The soundscape is characterized by rumbling from the road and air whistling. No annoying noises.

Depending on current

There is enough power. But to bring all the horses, there must be power on the batteries. When the petrol engine operates alone, you only experience high engine whirring without any particular boost. At speed, the car automatically switches to neutral when it is not under load. It both increases comfort and saves fuel - something I really like about this drivetrain. But that only happens when you have power on the batteries. Without power, the engine whirs constantly and sends vibrations into the car. Perhaps no worse than a regular petrol car, but certainly a deterioration in perceived comfort.

octavia iv — Digital instruments. Paddles on the steering wheel to shift manually.

Self-charging

We set off with an almost empty battery. The car then automatically switches from electric operation to hybrid operation. During calm driving, enough energy was nevertheless regenerated for the electric motor to give boost during acceleration and let the car roll freely when the conditions were right for it. The point is that the car works fine as a self-charging hybrid if you choose not to charge - or don't have the opportunity to do so. On long journeys in hybrid mode, the car will slowly consume the electricity in the batteries, but there will almost always be enough electricity to take advantage of the hybrid drive.

Not suitable for charging along the road

Unfortunately, hybrid cars like this do not have the option of fast charging. If we had chosen to charge the batteries via Type2 cable, we would have had to wait for over 3 hours. The charging speed is limited to 3,6 kw. This not only makes it inappropriate to charge along the road – it also makes it disproportionately expensive. Hybrid cars must not be charged en route. Charging is done either at home or at the workplace. With a normal socket, you can charge with 2,3 kw. It then takes 5 hours to fully charge.

Battery for work – petrol for the cabin

Acceleration with proper boost and better comfort at speed is hardly a good enough reason to justify the additional price for a plug-in hybrid. You will only get the big benefits if you can make daily trips in e-mode. Most people actually can, but it depends on your charging capabilities. A private wall charger is the best, but with 2,3 kw charging current it works fine on its own 16A course. The advantage of being able to drive on electricity is not just about money, but also about comfort. Most people who have a hybrid car prefer to drive in e-mode.

Practical consumption

The fuel consumption measured according to WLTP does not correspond to reality, as most of the test is run on the battery. Our consumption over 93 km on country roads gave 0,45 liters per mile. It is completely realistic what you will get on a long drive - for example to the cabin in the mountains. If we had pre-charged for our trip, we could have driven in e-mode half way. With the hybrid on trips, I usually drive in hybrid mode and switch to pure electric mode for the last few kilometers on the way home to run the battery flat and connect it to electricity at home in the garage.

Practical range

We have not been able to drive a fully charged battery in e-mode and therefore have to base ourselves on the predecessor's, which had a range of 50 km. Daily driving along the Store ringvei in Oslo then gave us real ranges of between 30 and 40 km. Under optimal conditions we could get up to 45 km. If you add a few extra km for Octavia's upgraded battery pack, the expected practical range could be between 40-50 km.

Regenerative braking

There are many factors which mean that the practical range varies a lot. An important reason is how regenerative braking is implemented and used. On the gear lever, you can switch between "D" and "S". "S" is for Sport, but when you lift up the gas, regenerative braking - or artificial engine braking as it is also called - is activated. Skoda has created 3 optional solutions. "Strong" or "Weak" braking mode - or "Normal". The car then finds a braking pattern in relation to the car's movement, what it sees on the camera and interpretation of the road map - a link towards self-driving cars. Sometimes it worked perfectly, other times poorly. I felt it ruined the flow of driving, especially down roads with poor road markings and towards temporary roundabouts. I find weak, constant regenerative braking worked best.

Powerful assistant systems

"Our" car had several driver assistance systems. Travel assist takes over the steering if you are reckless and cut corners through an S-bend. Adaptive lane assist ensures that you don't leave your lane without blinking. When you drive on a poorly marked road, the car's computer gets confused but still scares you with a loud "pling" that you have to lie down in the middle of the lane. Taste and comfort. I usually disable such functions myself. Fortunately, Skoda does not make self-driving cars.

Place

The Golf platform gets bigger with each generation. Generation 8 has the wheelbase of a full-fledged family car. The space between the rows of seats is good. The luggage compartment of rechargeable hybrids is 150 liters less than other variants, more precisely 490 liters – or 1550 liters with the rear seats folded down. It is on par with the Audi A4 station wagon. The hybrid solution steals space in height. There is a small compartment under the floor just inside the rear door for small items. It is possible to mount a towbar and you can tow a trailer up to 1500 kg.

skoda hybrid — Nice in the back seat too. Toddler-friendly surfaces.

Safety

The Skoda Octavia was tested by Euro Ncap in 2019. They then tested a 1.5 TSI station wagon. It has no hybrid batteries. The result was 5/5 stars, 92% for adults and 88% for children. The biggest injuries were suffered by rear-seat passengers on the right side in a frontal collision, and the driver in a side collision with a pole. Both suffered chest injuries equivalent to "marginal". In comparison, the Volkswagen Golf 8 scored 95% for adults and 89% for children when it was tested in 2019. Here, too, rear-seat passengers on the right suffered the most damage in frontal collisions. Another "stablemate", the Audi A3, was tested in 2020 and scored 89% for adults and 81% for children. Here, children on the right side in the back seat suffered injuries. Euro/Ncap has also assessed and tested standard assistance systems.

Read the entire test from Euro/Ncap here

Conclusion

Last year at the same time, the Skoda Octavia was on the sales lists as the 7th most popular car model in Norway. After that, sales plummeted. The Volkswagen Group's first plug-in hybrid solution received a lot of attention when it was launched in 2014. Since then, it has been gradually improved, both in terms of quality and performance - and is now also in the Octavia iV station wagon. Skoda's strength is that it is the only station wagon with this drivetrain.

– The family option

octavia range — The trunk loses part of its height due to the hybrid solution. Still holds 490 litres.

Facts Skoda Octavia iV

Weights and Measures
Length, width, height: 469 x 183 x 147 cm
Wheelbase: 268 cm
Net weight: 1545 kg (without driver)
Number of seats: 5
Max trailer weight w/brakes: 1500 kg
- without brakes: 750 kg
Luggage compartment: 490 litres
Petrol tank: 40 litres
Roof load: 75 kg

Drivetrain
1,4 TSI 150 HP
Electric motor 109 HP
Total power: 204 HP
Battery pack: LC Chem with thermal management.
Gross battery capacity: 13 kwh
- net that can be used: 10,4 kwh
Engine: Front mounted
Gearbox: 6-speed DSG
Front wheel drive

Performances
Top speed: 220 km/h
0-100: 7,8 seconds

Consumption:
WLTP mixed driving: 0,10 litres/mile
Measured with low battery power: 0,45 litres/mile (road driving)

Range
WLTP: "More than 50 km" according to Skoda
Real range: 40 – 50 km

Cargo
Via house socket 2,3 Kw: 5 hours
Via Type2 cable 3,6 K: 3,5 hours

Tires
Size: 225/45R18 91Y
Type: Summer
Brand: Goodyear Eagle F1

Price
Skoda Octavia iV Style: 456 100
Quartz Gray Metallic: 6
Leather/artificial leather: 9
Sound System: 7 (should be considered)
DCC Adaptive suspension: 10 (should be considered)

About the car
Place of production: Mladá Boleslav, Czech Republic
Owner: Hire
Rented via the Hyre app
Model: 2021
Mileage: New
Km driven: 93
Source: skoda.no, vegvesen.no

See

mitsubishi outlander phev — Mitsubishi Outlander PHEV

Toyota Yaris – wider and cooler

Posted 21/05/2021 by Terje Bjørnstad

The new Yaris looks cool. Large wheelbase and track width make it look like something more than a "granny express". I was curious about the driving characteristics and whether the hybrid solution has become less fussy.

Do you remember the very first Yaris?

It was a breath of fresh air from Toyota. Not just a small car, but a cool car. The design attracted attention when it was presented at the Paris Motor Show in 1998. The Yaris was not the largest in its class, but won on other qualities. After several rounds, the Yaris fell under the category of “the safe – but oh so boring ”. Boring to look at and boring to drive. The new Yaris, on the other hand, looks good. But how is it to drive?

The vital goals

It is not difficult to see that the Yaris has been given a wider track width and a longer wheelbase. These are the vital measurements that can make small cars feel like bigger cars on the road. In that sense, the Yaris is bigger than the Corolla and Golf were 10 years ago. The Yaris' platform is also larger than its competitors, but development is fast. The new Skoda Fabia and upcoming Volkswagen Polo are on the same level. In my eyes, the Yaris is still a small car, but with a wider and longer platform, it really looks like a competent driving machine.

On the road

Now it must be said that I have not driven it on any race track, just taken it calmly around country roads and small roads. The hybrid drive system consists of a 1,5-litre 3-cylinder engine with 92 HP and an electric motor with 80 HP. Overall peak power is still "only" 116 HP, but the torque is superb. There's plenty of power, too – and they're there when you need them. The engine quickly comes "on track" when needed. The steering is easy. At speed, I could have wished for a little more steering resistance. I liked how the chassis handled bumps in the road. Especially speed bumps, thanks to the long wheelbase. The suspension felt firm, - yet comfortable - but did not invite sporty driving. Then I would have liked better road feel when the car is pushed a little hard into the bends. But I can't blame the Yaris for poor road feel until I've tried it with other tyres. "My" Yaris had studless winter tires on 15 inch rims.

Yaris in front of the Holmenkoll plant and a heavy downpour

Improved hybrid and CVT

There is no doubt that Toyota has fixed the previous irritation with the CVT gearbox that sent the revs sky high for no reason. We have previously noted clear improvements in the new Corolla and RAV4 – and now – the new Yaris. The powertrain still behaves differently than what we are used to from small turbo engines with dual clutches and electric cars. When the petrol engine is active, the Yaris behaves as if it had a traditional automatic transmission. I would characterize it as more lively – and more entertaining. For me, it brings back memories of the automatic cars of the past that I loved to drive, knowing that there is a subtle difference in nuance between a lively and a fussy powertrain.

3 cylinders with a nice sound image

The engine is 3-cylinder without affecting the sound image. Many 3-cylinder engines emit a sound reminiscent of scooters and outboard motors. Also, they tend to send vibrations into the cabin when the revs drop towards idle. This is eliminated in hybrid cars, as the electric motor takes over. During normal driving, you don't think much about how the Yaris distributes the power between the petrol and electric motor. The impression is that the petrol engine always runs when you give it gas, and "fades out" when you take your foot off the gas.

Interior feeling of quality

Knobs and levers seem half a class above previous models without leaving any premium feeling - at least not in "our" level of equipment. But with automatic lighting and a rain sensor, there aren't that many buttons you really need to press. The handbrake is electromechanical. The gear selector is "PRND" directly - not "by wire". The seat adjustment is mechanical, slightly flimsy plastic levers. The seats are "completely alright" to sit in, with height adjustment at the rear and stepwise adjustable backrests. The gas cap opener is still a small lever under the seat.

Place

The Yaris is registered for 5, but seems more like a 4-seater for adult passengers. But 3 children are of course fine behind. I could sit quite alright behind myself, although getting in and out was a bit tricky with my long legs. I am 1,88 meters tall. In general, mutual cooperation is required to fit 2 tall people behind each other in cars like this. The luggage compartment is 286 liters under the hat shelf. It is normal for the class.

Safety

All models are equipped with Toyota's Advanced Driver Assistance Systems (ADAS). Lane Trace Assist, Emergency Steering Assist and Intersection Turn Assistance. The latter should detect whether you are on a collision course with crossing traffic.

Standard on all models are also 8 airbags, including central airbags to prevent passengers in the same row of seats from "clinching" into each other in the event of a side impact. NCAP tested the system and it worked fine. The Yaris got top results in side collisions and also with respect to whiplash. All cars have an automatic e-call system that calls the emergency services in the event of a collision. In the case of an offset frontal collision towards the driver's side, the test mannequin suffered "marginal" damage to the legs due to collision with parts of the dashboard. Compared to its competitors, the safety of the Yaris was rated on a par with the all-new models of the Peugeot 208 and Opel Corsa.

consumption

Consumption stated from the factory is measured in ht. WLTP. In the WLTP tests, hybrid cars often come out far better than in reality, because a majority of the measurements take place within the range of the batteries. Toyota states WLTP consumption in mixed driving to be 0,39 litres/mile and that figure is actually real. My consumption in suburbs and country roads at an outside temperature of 10 degrees - and various stops along the way - ended up at 0,34 litres/mile measured from the first cold start until the car was returned. This is not bad considering the car is quite powerfully motorized for its class.

Conclusion

Toyota has created a completely different Yaris for "keen drivers". It is called "GR Yaris" and produces 261 HP and will cost almost NOK 600. You can get the standard edition from NOK 000 - 260. The point is that a small car like the Yaris shouldn't cost too much. Then the price advantage you get by choosing a smaller car disappears. The standard Yaris is easy to drive and comfortable, without appealing to "keen drivers".

New hybrid solutions can become expensive fun for car owners as the miles and years roll on. The biggest advantage of the Yaris is that the hybrid solution is well-proven and widely sold all over the world. No surprises.

Download Euro NCAP report for 2020 Toyota Yaris

Facts about the Toyota Yaris Hybrid (XP210)

Weights and Measures
External dimensions - L, W, H: 394 x 175 x 150 cm
Wheelbase: 256 cm
Front track width: 151,8 cm
Rear track width: 151,4 cm
Net weight: 1085 kg (without driver)
Payload: 455 kg
Total weight: 1615 kg
Number of seats: 5
Max trailer weight w/brakes: 450 kg
– without brakes: 450 kg
Roof load: –

Drivetrain
Petrol engine: 1,5 liter (3 cyl) VVT-iE
Power: 120 HP @ 5500 rpm
Torque: 120 Nm @ 3800-4800 revs
Electric motor: 80 HP, 141 Nm constant
Total power: 116 HP
Gearbox: e-CVT
Operation: Front wheel drive

Performances
Top speed: 174 km/h
0-100: 9,7 seconds

Electric car characteristics
Battery pack: Lithium-ion 4,3 amp/hour
Not plug-in rechargeable

consumption
WLTP: 0,39 litres/mile mixed driving
Own measurement: 0,34 litres/mile mixed driving

Luggage compartment
As a five-seater: 286 litres
As a two-seater: 947 litres

Tires
Dimension: 185/65R15
Type: Spikeless winter
Brand: Nokian Hakkapelitta R3

About the car
Place of manufacture: Onnaing, France
Color: Mica Metallic
Equipment level: Active
Price: NOK 279
Owner: Europcar
Rented via the app Rent
Model: 2020
Mileage: 10000
Km driven: 47
Source: Toyota.no, Vegvesen.no

toyota adas — Sørkedalen makes it possible to combine driving and walking

See

auris — Real consumption figures: Auris Hybrid.

Mitsubishi Outlander PHEV

Posted 29/01/2021 by Terje Bjørnstad

It has been among the top 10 best-selling cars in the past year. It is well done for a model that has been on the market for 7 years. Is the Outlander PHEV still around?

"- Nice SUV - Great for those who live a bit rural" , my son commented as I dropped him off outside his apartment in Skillebekk in Oslo. The Outlander handled the narrow city streets well, but I imagine this is an ideal car for long distances on icy winter roads. The weather was still forecast to be cold. We had planned to explore some nice country roads.

Dynamic front

I can't make sense of the design of the front end . Mitsubishi calls it "Dynamic Front" or something like that. It's supposed to reduce drag by 7%. To me, it looks like there's a front-mounted winch in the matte black area between the "bumper horns". Maybe that's what makes us associate the Outlander PHEV with rural surroundings.

look and feel

“Those were good seats!” my wife exclaimed. I completely agreed. I was also very comfortable. The Alcantara in the seat surfaces surrounded by artificial leather works well. I found an upright seating position. Plenty of space and a good overview. The steering wheel felt a little thin – and actually reminded me of the steering wheel on the Land Rover Discovery. It took me a while to get used to it. The gear lever shifts “by wire” where the gear selectors are arranged in a fan shape. The park button is hidden behind the gear lever.

Pleasant sound level

Interior sound level is in premium class. No audible noise from road and chassis. We drove on fairly soft 17-inch winter tires. The drive is very quiet. You have to look at the tachometer to see if the petrol engine is running. Interior acoustics are also very good. It is possible to have a muffled conversation at 110 km/h. But in the middle of this silence I could hear a faint buzz somewhere around 60-70 km/h. The buzzing seemed connected to the drivetrain, but was not in sync with the tachometer - not embarrassing either. Just wondering what made that sound?

On the road

Easy on the steering, but alright steering feel. There are different driving modes, such as sport, snow and off-road. I chose "normal". I prefer comfort over sport when sitting high and driving an SUV. The comfort is in premium class – in the city, on the motorway – and on country roads. There is plenty of power to allow you to slip into a busy road with your shoulders down and take the occasional pass. The road grip was superb, even on rural roads with icy sections. The Gislaved tires kept the car very effectively on track. So effective that we were only able to test the 4-wheel drive at launch.

consumption

The official fuel consumption figures for hybrid cars do not match reality. This is not Mitsubishi's fault. It is the measurement procedures . WLTP – mixed driving – gives a consumption of only 0,2 liters/mile. On long-distance driving, the consumption figures are different. We achieved 0,53 on a quiet country road down Bispeveien in Vestfold in 70 and 80 zones. On the motorway, we ended up with a consumption of 0,72. The paddles on the steering wheel make it possible to engage regenerative engine braking. Down the Lierbakkene hills, the instruments showed that the battery range was increased. But don't forget to switch off the engine brake when you are down on flat ground. When driving with the engine brake on, petrol consumption can increase.

Range and charging

Plug-in hybrids make it possible to drive to and from work on electricity, while driving a hybrid on long journeys. The battery range according to WLTP – mixed driving – is stated at 45 km. Charging from a plug takes 5,5 hours. From your own wall charger you need a Type 1 cable. We didn't have one, so we couldn't charge. We could have fast-charged with ChaDeMo, but according to Mitsubishi it should take 25 minutes to fast-charge up to 80% or 36 km. Wasted time, considering that charging will then cost more than petrol. However, in order to check the power consumption in EV mode, we put the car in "Charge" mode to charge the batteries while driving. Based on 45% charge on the batteries, we could calculate a total real range of 37 km with a warm car in -6 degrees, with driving in densely populated areas. In practice, most people should be able to manage 30+ km under most conditions. This is completely in line with what most hybrid cars can do.

The drive

After the closure of the liquor stores in Oslo, we thought about driving to a pole far out in the country and hoarding. The Outlander has plenty of room for hoarding. But then all the liquor stores opened again. We still took a trip to Revetal in inner Vestfold. They have the Re-center there, which fortunately was open. They also have a pole. I knew Revetal well in the 70s. I went to junior high school there. It was strange to sit on the second floor of Burger King by the new library and watch the traffic outside. Before, it was just a crossroads with a BP station and Arve Gran 's shop . On the other side of the crossroads, I remember that truck owner Johan Strange's beautiful police cars were lined up by the house. Today, Revetal is a small town. A town that certainly looks like something that could have been built in the Midwest in the USA, - but still...

Fox count — Parked in generous parking pockets in front of the Re-torvet shopping center at Revetal.

Place

One of my tests for space is whether I can fit my bike with the rear seats folded down. I got that without any problems. The trunk is nice to use. There is no loading edge, and you have recesses on the side for such things as a carrier bag, rucksack and helmet. Under the floor there is room for charging cables. The rear seat backs have two positions - vertical and inclined. Vertically, you can load a large square parcel and still be able to use the rear seats on short journeys. There is plenty of room for 5 adults in the compartment.

Safety

The Mitsubishi Outlander PHEV was tested by NCAP in 2013. It then got good results in a side crash with a ram and damage extent "Marginal" in the pillar test from the side. No dolls suffered neck injuries when hit from behind. In a frontal collision, driver "Marginal" suffered damage to his right knee. The overall score was a decent 88%, but both cars and test procedures have been upgraded since 2013.

mitsubishi phev — Pleasant interior in alcantara and synthetic leather (rear seats in upright position).

Is the Outlander PHEV still around?

It's not best in class in some areas, but its range is no worse than the hybrid versions of the Audi Q5, Jeep Compass and Mercedes-Benz GLE. It has super comfort and is very quiet - better than the arch-rival Toyota RAV4 Plug-in. But the Toyota has both more power and better range and costs the same. The Toyota is also a newer model, but does not appear to be more "hi-tech" than the Mitsubishi. In terms of technology, the Outlander is certainly in line with other rechargeable SUVs. Mitsubishi's new Eclipse Cross PHEV comes with the same drivetrain, but does not offer as much space as its "grandfather" Outlander. The model will probably disappear from the model program shortly, although it could have withstood another round - at least in Norway.

Facts about the Mitsubishi Outlander PHEV

Weights and Measures
External dimensions - L, W, H: 470 x 180 x 171 cm
Wheelbase: 267 cm
Net weight: 1890 kg (without driver)
Payload: 425 kg
Total weight: 2390 kg
Number of seats: 5
Max trailer weight w/brakes: 1500 kg
– without brakes: 750 kg
Roof load: 80 kg

Drivetrain
Petrol engine: 2,4 liter (4 cyl) MIVEC
Power: 135 HP @ 4500 rpm
Torque: 211 Nm @ 4500 revs
Electric motor 1: Front, 82 HP, 137 Nm
Electric motor 2: Rear, 95 HP, 195 Nm
Total power: 230 HP
Gearbox: Stepless
S-AWC four-wheel drive based on electronic control of electric motors

Performances
Top speed: 170 km/h
0-100: 10,5 seconds

Electric car characteristics
Battery pack: 13,8 kw from GS Yuasa (Japan)
Battery cooling: Air
WLTP: 45 km (combined)
Own measurement: 37 km
Charging (10A socket): 5,5 hours
Quick charging (ChaDeMo): 25 minutes

consumption
WLTP: 0,20 litres/mile
Own measurement 70-80 km/h: 0,53 litres/mile
Own measurement 110 km/h: 0,72 litres/mile

Luggage compartment
As a five-seater*: 463 litres
*Can be increased by placing the rear seat backs in the vertical position.
As a two-seater: 1602 litres

Tires
Dimension: 225/65R17 102 T
Type: Spikeless winter
Brand: Gislaved Soft Frost

About the car
Place of manufacture: Okazaki, Japan
Colour: Titanium Grey
Equipment level: Instyle
Price: NOK 505
Rented via the app Rent
Model: 2020
Mileage: 1623
Km driven: 200
Source: Mitsubishi.no, Vegvesen.no

Pictures of the Mitsubishi Outlander PHEV

See

Mitsubishi Eclipse Cross

It doesn't win any beauty contests, nor any range tests, - and the luggage capacity is not much to brag about. But it has a fantastically good four-wheel drive. **See more**

How much petrol does a plug-in hybrid use?

Mazda 3 MHybrid – Mild hybrid

Posted 19/05/2020 by Terje Bjørnstad

I like the long front and the distinct coupe profile. It looks like a sports car. Completely in line with the Vision Coupe Concept that visualizes Mazda's new design language. It seems that Mazda has given the young designer, Yasutake Tsuchida , more freedom than his predecessors.

Sports car feel inside too

Leather seats, black interior and black headliner, soft padding on the dashboard, in the door panels and a wonderful, wide, padded center armrest. The instruments are not particularly hi-tech. They consist of 3 analogue clocks with small digital displays in between which show additional information, such as consumption and the like. The center screen is easy to read and mounted high enough – and is operated with a steering wheel on the center console near the center armrest. The driver's seat is electrically adjustable with electric lumbar support. I found it best to sit a little low. It goes well with the sports car feel, although I think the seats could have been a bit sportier.

Mazda has jumped on the hybrid wave

All car manufacturers are now trying to catch on to the hybrid wave. Mazda's solution, called M Hybrid, is of the light variety. It uses regenerative braking energy to charge a 24-volt lithium battery that both supplies power for secondary services such as audio and navigation, as well as a tiny electric motor. It pushes the car into motion during automatic start and stop, and it should help keep the car moving smoothly when it gears up. The electric motor is only 7 HP.

Mild hybrid

While driving, I try to map out how the hybrid system works – or rather – to find out if it works at all. The first sign is when I pull away from a standstill – completely silent and without engine vibrations. When I look at the tachometer, I see that the engine is already running. I assume that the electric motor only gives the car a small, initial boost. It helps with comfort, fuel consumption during city driving and probably causes less wear on the automatic transmission. I also try to track down the drawbacks. The first one came when I started up. Then the engine started to whine at around 2000 rpm, but ran completely normally when I started driving. Also while driving, I noticed that the rpm went up to around 2000 by itself – without any throttle input. I assume that was to charge the lithium battery.

mazda mhybrid — Lots of soft padding on the dashboard

On the way to Hadeland Glassverk in Jevnaker

“Mazda?” my wife exclaimed. “That’s what Dad drove .” My father-in-law’s last vehicle was a Mazda 323 with an automatic transmission. All his adult life he had been a “keen driver” who thought that automatic transmissions were for old ladies. But when his own legs started to give out, the Mazda with an automatic transmission became the salvation to get a few extra years on the road.

The first impression

I understood that I had a challenge to break old prejudices. I explained that Mazda has worked hard to create a premium feel. “When you get in, you will notice how the car surrounds you. You will feel one with the car.” … “If this is leather, it is bad leather ,” my wife commented. “Skai seats!” . I will admit that Japanese leather seats are similar to the skai seats from the cars of my childhood – like the Opel Rekord and Ford Cortina. The leather is smooth and seems thick and stiff. But on the way up to Sollihøgda we could hear the seats creaking, – so – yes – it had to be leather. On the question of whether the Mazda 3 belongs to the premium class, we ended up with 1 vote for and 1 against.

For those of us who like to drive

Father-in-law would have liked the new Mazda 3 MHybrid. It is undoubtedly a car for those of us who like to drive. The chassis provides a great balance between sportiness and comfort. Through the bends between Klekken and Jevnaker, I noticed how well it lay on the road. Nice weight distribution. I accelerate out of the turn and feel the grip through the steering wheel. I'm enjoying myself. The sound level is pleasant both from the road and from the engine compartment. The 2-litre is almost inaudible - only with pleasant low-frequency sounds. The wife's favorite channel, P5 Hits, provides great sound with super bass. So good that I feel my ears ringing, but it's not Mazda's fault.

Fancy a weekend trip?

Hadeland Glassverk is a great starting point for a weekend trip. Jevnaker is located at an appropriate distance from most of the towns in the eastern part of the country. The place is surrounded by fine country roads. Ideal for outings with the family's fine car - the one you take out in the spring. This time I got a closer look at a number of Mustangs from the Drammen area and some Austin Healeys. a couple of them from my own regions. The outlets offer bargains on hand-made crystal glass with insignificant flaws at reduced prices - and disposable glass, farm food and beer from microbreweries - as well as eateries. It's almost like being at IKEA. It is best to leave there hungry and empty-handed.

Mazda's new engine technology

When Mazda launched the new Mazda 3 for the 2019 model year, it was also announced that it would get Mazda's much-loved SkyActiv-X engine with SCCI (Spark Controlled Compression Ignition). It is something as special as a self-igniting gasoline engine. It builds up high compression with a compressor – and the heat that is created ignites the fuel mixture – like in a diesel engine. Self-ignition only occurs when the engine is running at low load. At high load, the mixture is ignited by spark plugs. I assume that this is controlled through advanced electronics. Self-ignition of a gasoline engine sounds unfortunate to my ears. Then I think of after-ignition – you know, where the engine continues to hobble and run after you turn off the ignition.

Aspirated engine that requires some practice with the accelerator

"Our" Mazda 3 is a 2019 model produced before the new SkyActiv-X engine was ready, so it got the predecessor's SkyActiv-G engine instead - i.e. a normally aspirated 2-litre petrol engine with 122 HP. It seemed responsive and easy to breathe and did not dampen the driving pleasure. During acceleration uphill (overtaking), the automatic transmission let the revs rise too high before shifting, giving an unwanted "lag" in the acceleration. Here you have to lift the accelerator at the right moment to make the gearbox shift faster - and maintain acceleration. Other than this, the transmission felt well programmed for the 122 horse. With active driving, it is possible to get a lot from the 122 horse.

The new engine with SCCI gives a maximum performance of 180 HP with approximately the same consumption as "our" engine. The torque is about the same, but is achieved at a lower rpm. I wonder why Mazda didn't just install a turbo? Maybe they wanted to create a better driving experience?

Place

You could say that Mazda has prioritized form over space . The sporty feel comes at a cost in terms of space. Don't get me wrong. There's no shortage of space in the Mazda 3, but it's far from class-leading.

The narrow windows and the black roof covering contribute to the rear seat feeling more cramped than in, for example, the Toyota Corolla. Sitting in the back seat behind myself was the tightest thing for the legs, but the height was ok. I had chosen a rather low sitting position in the driver's seat, which pulled the driver's seat backwards. If I had chosen a higher sitting position, it would have given more space in the back seat.

The luggage compartment is 351 litres. It is completely on par for the class. The items must be lifted over a loading edge.

Safety

The Mazda 3 was tested in 2019 with the same engine as in “our” car. The overall score for adult protection was 98% and for children 87%. I don’t think I’ve seen so many green boxes in the report before. This is very good! For comparison, the new Golf 7 was also tested in the same year. It scored as well as the Mazda in terms of child protection , but was beaten by the Mazda in terms of adult protection . But the Golf’s score wasn’t bad, either.

Euro NCAP test report for 2019 Mazda 3

Economy

In 2019, the Mazda 3 MHybrid 2,0 122 HP aut. Cosmo NOK 326. A similar car with a new SkyActiv-X engine with 600 HP then cost 180 more at the same time. Today, you get a one-year-old Mazda 25 with 000 HP and negligible mileage for just under NOK 3. It is a good price, especially considering that a similar new car with 122 HP now costs NOK 300 plus winter tyres.

I have not measured the fuel consumption. The average consumption in mixed driving is stated at 0,67 litres/mile (WLTP). No matter how you look at the numbers, the Mazda 3's 2-liter engines can never claim to be among the best in the class in terms of consumption. The effect of the hybrid solution counts for very little - and far less than, for example, a similarly motorized Toyota Corolla Hybrid. Toyota's hybrid solution is far more extensive than in the Mazda 3. Toyota advertises that the cars run on electricity half the time, which we can confirm is possible. The Corolla's average consumption is 0,49 in mixed driving (WLTP) - i.e. 0,18 litres/mile lower. This corresponds to the Mazda using 216 liters more than the Toyota per year at an annual mileage of 12 km. Calculated according to today's petrol price, the annual additional expenditure is NOK 000.

Conclusion

Let's round off by comparing the Mazda 3 MHybrid with the Toyota Corolla Hybrid. In terms of price, they are fairly similar. I choose to compare the two with the 122 HP engine that I have driven. But both can actually also be delivered with 180 HP.

Driving pleasure: Mazda provides driving pleasure on par with the best in its class. Toyota's hybrid powertrain is known to have a few annoyances. Among other things, it often allows the revs to go up too high during normal driving.
Soundscape: Mazda has both a lower and far more pleasant sound image than Toyota.
Comfort: Equal.
Place: Actual space conditions are equivalent, but the Toyota is perceived as more spacious.
Safety: Mazda scores best in Euro NCAP's test. In Toyota, the test dummy on the driver's side was beaten because the airbag in the steering wheel was too weak.
Loss of value: I assume Toyota gets a lower loss in value. Many customers search for Toyota without considering the competition.
Fuel: Toyota has significantly lower consumption due to its hybrid solution.
Supporter: Mazda can tow larger trailers. 1300 kg against Toyota 750 kg.

The Mazda 3 MHybrid scores on driving pleasure. It also gives a more sporty feel, and a slightly more premium feel than the Toyota Corolla Hybrid. The Corolla scores on its low consumption and its more advanced hybrid solution.

Drivetrain
Engine 1: Petrol, 2,0 litre, 122 HP, torque 213 Nm at 4000 revs.
Engine 2: Electric, 7 HP
Gearbox: 6-speed automatic

Performances
Top speed: 197 km/h
0-100: 10,4 seconds

Weights and Measures
Length, width and height in cm: 446, 180, 144
Wheelbase in cm: 272
Own weight: 1364 kg
Luggage compartment: 351 litres
– with folded seats: 1026 litres
Petrol tank: 51 litres
Max trailer weight with brakes: 1300 kg
– without brakes: 600 kg

consumption
WLTP mixed driving: 0,67 liters per mile

Tires
Bridgestone Turanza summer tires
Dimension: 215/45R18

About the car
Place of manufacture: Hofu, Japan
Colour: Polymetal Grey
Equipment level: Cosmo - leather - black headliner
Mileage: 13
Km driven: 152
Owner: Kverneland Car
Rented through Neighbor's car without key
Source: Auto-Data.net
cdn.euroncap.com
mazda.no

Pictures of the mazda 3 MHybrid

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Toyota's Urban Cruiser

Posted 09/03/2020 by Terje Bjørnstad

The C-HR looks like it is earmarked for an active life in the urban jungle. Too bad Toyota didn't continue the nice name "Urban Cruiser". It would have suited the C-HR well.

Toyota's 4th hybrid powertrain

Hertz Bilpool has expanded its car fleet with five brand new C-HRs. It gave me a great opportunity to run some errands in Oslo. When I picked up “my” C-HR, it was parked next to an Auris. Two cars of the same make and class – but completely different shapes. Behind the wheel of the C-HR, I immediately recognized the instruments. They are actually taken from the Auris. I assume that the two models share many more components than the dashboard, but fortunately not the hybrid solution . The C-HR has a newer version – Toyota's 4th hybrid – the same as the new Corolla. It has already been in the Prius for a few years and can be considered very well-proven.

Robust interior

The interior is more robust than stylish, so to speak. Leather and alcantara always work. The high seating position gives both a good overview and the feeling of a big car. It felt unfamiliar every time I turned my head to check the blind spot. At an angle to the rear, visibility is poor to say the least - only a wall of dark hard plastic. The dark headliner is fine for an Urban Cruiser, but helps to make the space in the back seat dark and gloomy, but the space is better utilized than it appears at first glance. I think it seems cheap with so much hard plastic in the rear seat's head height, but it fits into the car's robust feel.

Street art in Oslo

It's obvious that the design prioritizes form , not space. There's certainly more space in the old Auris, but the "Cruiser" looks really good, especially in profile. It's about lifestyle and personality - like you find in cars like the Jeep Wrangler or something like that. At the top of Hausmannsgate I felt like stopping by Brenneriveien - on the lower side of Vulkan. There's an alley there that goes over to lower Grünerløkka that's worth a visit. It's near Hausmania - a center for underground culture . The area is known for its street art, among other things. So famous in fact that tourists come here to see and take pictures. This is a place where an Urban Cruiser fits in well. The C-HR looked like it belonged here.

Best when you take it easy

The hybrid drive system in the C-HR is less fussy than the previous hybrid generation, which is in the Auris. The gearbox still lets the revs rise too high when you step on the gas - so that you get the feeling that the drivetrain is not connected to the wheels. I noticed that the C-HR has a lower noise level than the new Corolla - which has the same engine. The C-HR makes less noise from the road, but the engine is more audible and buzzes badly, especially when you press the gas a little hard. The car runs absolutely best when you glide calmly through the city and use the tricks that save fuel. Those who follow my car reviews know that I am not very enthusiastic about the CVT gearbox in Toyota's hybrid cars. I think they can easily become too fussy. In quiet city driving, however, they work well. So good that I often choose the hybrid Toyota when I have to run errands in the city. I'm guessing that many of the city's taxi drivers agree with me.

The reward for taking it easy quickly became apparent on the trip computer. After 55 kilometers on a Saturday around the center of Oslo - including a trip out to Sandvika - the consumption meter ended up at 0,39 liters per mile. It had then fluctuated between 0,37 and 0,40.

consumption

According to Toyota, the so-called EU consumption is 0,38. EU consumption is calculated under a driving pattern that is not so easy to recreate in traffic. But, here I had cruised around the city just like usual – and ended up with the factory's stated EU consumption. Toyota says that their fourth hybrid drive runs on electricity half the time. I think the engine is engaged more than usual , but the fuel consumption measured on the trip computer shows that Toyota is right. The last time I drove the same drive was in the new Corolla. Then I ended up with 0,35 liters per mile from Skarnes to Oslo in Sunday weekend traffic. The C-HR will probably end up with the same, if you follow the traffic without stressing. When I picked up the car, the average consumption in the trip computer was 0,51 after the previous driver. Not bad either.

c-hr toyota — "No graffiti here, please !!!" - LOL!

2020 facelift

Vigilant readers can see that "my" C-HR does not have the facelift that came in the autumn, more precisely on cars manufactured from 1 October 2019. Toyota has carried out a mild "clean-up" in the front. A black bumper integrated into the grill gives the front more character - although you have to be a bit of a "geek" to notice it. Furthermore, the headlights have been replaced, and the fog lights have been moved out of the grill and placed in the air intakes on the side.

Inside, the infotainment screen has been changed. It is only the screen itself that has been changed, not the somewhat heavy framing. Now the C-HR has the same screen as the new Corolla. It must be possible to connect to Apple CarPlay and Amazon Alexa. Last but not least, the C-HR is also offered with Toyota's new 2-litre hybrid solution. The petrol engine produces 152 HP and the electric motor 109 HP, which together can produce 184 HP. Today's drivetrain lives on. It is based on a 1,8-litre petrol engine with 98 HP and an electric motor with 72 HP, - together they can produce a maximum of 122 HP. Bearing in mind that the 2-litre costs NOK 35 more, I would stick with the original drivetrain. It fits the C-HR perfectly. But maintained, the C-HR can withstand more forces.

Place

The C-HR is based on the Corolla, with the same wheelbase as the 5-door version. The upright seating position gives relatively good space in the cabin. Don't be put off by the fact that it looks cramped in the back seat. There is absolutely alright legroom there, but not particularly high under the roof, - although that works fine for me. The trunk holds 377 liters. The Toyota Corolla 5-door holds, by comparison, 361 liters. The Nissan Qashqai holds 430 liters. It also has a higher loading height up to the rear window. In terms of size, the C-HR fits well as an Urban Cruiser - but not as well as a family car . In that case, I would rather recommend the new Corolla station wagon with the same drivetrain, the same performance and consumption as the C-HR. Just a lot more trunk space (595 liters).

c-hr — An unusually large covered area creates an intimate atmosphere in the back seat.

Luggage compartment 377 liters under the hat shelf.

Safety

Euro NCAP tested the Toyota C-HR in 2017. The report pointed out no negative aspects in the ordinary crash tests. The C-HR scored the maximum for side collisions against a pole. Automatic emergency stop worked well. In tests with children in different child seats, the 10-year-old suffered neck injuries and the 6-year-old suffered chest injuries in an offside frontal collision. The damage was classified as "marginal" according to the following scale: "Good", "Adequate", "Marginal", "Weak" and "Poor". Like the adults, the children also coped well in side-to-side pole collisions.

Total points were 5/5 stars with 95% for adult passengers and 77% for children. In comparison, the brand new Nissan Juke, tested in December 2019, also received 5 stars with 94% for adults and 85% for children.

Euro NCAP: 2017 Toyota C-HR

Conclusion

The C-HR fits well as an Urban Cruiser. It takes you past plowed edges, water leaks and temporary roadworks. It fits just as well in Montebello as it does in Greenland. It is tough, robust and reliable. It is not a distinctive family car, nor a typical youth car. It is well suited to a young, working couple or adults with children out of the nest.

The C-HR would be even better suited as an Urban Cruiser if it had 4-wheel drive. Unfortunately cannot the selected together with hybrid. If I had to choose between hybrid and 4-wheel drive, I would choose hybrid. First and foremost because of the price, secondly because of the favorable fuel consumption.

"No more boring cars!" - Akio Toyoda, President, Toyota Motor Corporation.

Toyota C-HR – Facts

Drivetrain
Engine 1: Petrol engine 1,8 liter VVT-i 98 HP
Motor 2: Electric motor 72 HP
Total power of both engines: 122 HP
Torque: 142 Nm at 3600 revolutions
Gearbox: Stepless CVT

Performances
Top speed: 170 km/h
0-100: 11,0 seconds

Weights and Measures
Length, width and height in cm: 439 / 180 / 155
Wheelbase in cm: 264
Net weight without driver: 1420 kg
Luggage compartment: 377 litres
– with folded seats: 1164 litres
Petrol tank: 43 litres
Max trailer weight with brakes: 725 kg
– without brakes: 725 kg

consumption
Factory figures mixed (WLTP): 0,48-0,49 liters per mile
Factory number (EU): 0,38 liters per mile
Own measurement city: 0,38-0,40 liters per mile

Tires
Nokian Hakkapelitta R3 (Studless winter)

Prices
Toyota C-HR 1,8 Hybrid Lounge Tech Bitone Alcantara: NOK 390 (mentioned car)
Toyota C-HR 2,0 Hybrid Lounge Tech Bitone Alcantara: NOK 425
Toyota C-HR 1,8 Hybrid Active: NOK 331 (cheapest option)
Toyota C-HR 1,2 Turbo FTS AWD Active: NOK 429 (500-wheel drive)
Paint supplement: NOK 5 (Bi-tone Black/Metalstream metallic)

About the car
Model: 2020
Place of production: Sakarya, Turkey
Mileage: 2780
Km driven: 55
Owner: Herz Car Pool
Source: toyota.no
Euro NCAP: 2017 Toyota C-HR

Proven hybrid solution

look and feel

On the road

Depending on current

Self-charging

Not suitable for charging along the road

Battery for work – petrol for the cabin

Practical consumption

Practical range

Regenerative braking

Powerful assistant systems

Place

Safety

Conclusion

Facts Skoda Octavia iV

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Do you remember the very first Yaris?

The vital goals

On the road

Improved hybrid and CVT

3 cylinders with a nice sound image

Interior feeling of quality

Place

Safety

consumption

Conclusion

Facts about the Toyota Yaris Hybrid (XP210)

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Dynamic front

look and feel

Pleasant sound level

On the road

consumption

Range and charging

The drive

Place

Safety

Is the Outlander PHEV still around?

Facts about the Mitsubishi Outlander PHEV

Pictures of the Mitsubishi Outlander PHEV

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Mitsubishi Eclipse Cross

Sports car feel inside too

Mazda has jumped on the hybrid wave

Mild hybrid

On the way to Hadeland Glassverk in Jevnaker

The first impression

For those of us who like to drive

Fancy a weekend trip?

Mazda's new engine technology

Aspirated engine that requires some practice with the accelerator

Place

Safety

Economy

Conclusion

Pictures of the mazda 3 MHybrid

See

Toyota's 4th hybrid powertrain

Robust interior

Street art in Oslo

Best when you take it easy

consumption

2020 facelift

Place

Safety

Conclusion

Toyota C-HR – Facts

PHOTOS

See