Chevrolet unveiled the 2014 Malibu, featuring updated styling (and more rear seat room) and a new 2.5L base engine with variable valve lift control (Intake Valve Lift Control, iVLC and start/stop technology as standard. Estimated fuel economy with the base engine is 23 mpg US city / 35 mpg highway (10.2 and 6.7 l/100km, respectively)—5% and 3% improvement, respectively. The new 2014 Malibu goes on sale this fall.
Chevrolet will continue to offer the Malibu ECO with eAssist, as well as the 2.0L turbo; the latter, which features a 14% boost in torque (295 lb-ft/400 N·m), does not come with start-stop technology.
The all-new Ecotec 2.5L iVLC DOHC four-cylinder engine with direct injection is the 2014 Malibu’s standard engine. Its variable intake valve actuation enhances efficiency and helps lower emissions, while also enhancing low-rpm torque, for a greater feeling of power at lower speeds.
When the iVLC system operates in low-lift mode, the engine pumps only the air it needs to meet the driver’s demand. The system switches to high-lift mode at higher speeds or under heavy loads, providing the full output capability of the engine.
New start/stop technology shuts down the 2.5L engine to save fuel when the Malibu stops momentarily, such as at stoplights, contributing to the estimated 5% increase in city fuel economy. The engine automatically starts again when the driver takes his or her foot off the brake. An auxiliary battery powers electric accessories such as the climate system, power windows and radio during engine restarts.
The Malibu stop-start system uses a smaller (12v) auxiliary battery than its counterpart in the eAssist system. The start-stop system only aides in starting or cranking the engine, not for propulsion boost as eAssist technology additionally does.
The new 2.5L is SAE-certified at 196 hp (145 kW) and 186 lb-ft of torque (253 N·m). Revised transmission shift points and quicker shifts also enhance the feeling of performance, while delivering greater refinement.
The 2014 Malibu’s available 2.0L turbo engine delivers nearly 14% more torque than its predecessor. It is SAE-certified at 295 lb-ft (400 nm). New engine calibration and tuning account for the improvement, making the Malibu 2.0L turbo’s torque the best in the segment, even among competing six-cylinder-engines, GM said. The 2.0L turbo also produces an SAE-certified 259 horsepower (193 kW).
Chassis and suspension updates inspired by the 2014 Impala also contribute to the 2014 Malibu’s more refined driving experience, including rebound springs that are internal to the struts. They enable more refined calibration of the dampers for a smoother overall ride, while also improving body roll control and weight transfer during acceleration or turning.
Electric power rack-and-pinion variable-effort power steering is standard. Revised, higher-effort calibrations for 2014 were engineered to improve the overall steering feel.
MaryAnn Wright, vice president of technology and innovation for Johnson Controls Inc. Power Solutions say that micro-hybrid , or stop-start powertrains could advance the hybrid market. So what is a micro-hybrid, and why would they be the next big thing?
One of the biggest consumer sticking points concerning hybrid vehicles and electric vehicles is the sticker price. The idea is that micro-hybrid powertrains will lower that cost. Micro-hybrids operate at less than 60 volts, which lowers the risk of serious electrocution which in turn lower the cost of previously needed electrocution safety measures on the vehicle. MaryAnn Wright says that micro-hybrid vehicles will also see a 15- 20% improvement in fuel economy.
A more common term for micro-hybrids is “stop-start cars”. So named because the vehicles combustion engines are turned off when the cars stop at an intersection when the light turns red. The cars rely on batteries to keep the air conditioning, radio, and other electronics running during the stop as well as to kick-start the engines after the light turns green. Basically, it is anti-idling technology, like GM’s eAssist system.
Micro-hybrid advocates say the cars can deliver 5-10% better fuel economy and therefore lower tailpipe emissions. Not surprisingly, micro-hybrids have been more widely embraced in Europe which has committed to strong emission reduction plans.
I was fortunate to get one-on-one chats with two top GM technology leaders (John Lauckner and Larry Nitz) at this year's Detroit North American International Auto Show, but no other automaker offered that opportunity. However, while I was resting and enjoying lunch in Ford's media lounge, in walked Ford's newly-promoted chief operating officer (and likely successor to CEO Alan Mulally) Mark Fields.
Fields told us a year ago that Ford's powertrain strategy is to continue downsizing engines and using EcoBoost(turbocharging and direct fuel injection), and added that vehicle electrification will play a major role in meeting federal corporate average fuel economy (CAFE) requirements that mandate mpg boosts of more than four percent per year through 2025. "By the end of this decade," he said, "we'll see from 10 to 25 percent of our sales being electrified – conventional hybrids, plug-in hybrids and battery electrics."
But how will Ford keep costs down to get their sales volumes up? "Our approach is electrifying platforms, as opposed to single vehicles," he said, "which has a lot of engineering efficiencies. And our manufacturing strategy will allow us to flex. For example, our Wayne [MI] Plant will produce the regular gas-powered Focus, the electric Focus and the C-Max hybrid."
This year, I hit him again with the big CAFE question first.
MF: The real positive is that we have a single national standard vs. individual states making their own standards. You can imagine the cost that would be involved with that.
Our approach is, "The power of choice" [among] EcoBoost engines, plug-in hybrids, conventional hybrids and battery-electric vehicles. We'll continue to evaluate customer demand in conjunction with the government agencies, and there's a mid-term review in 2017. Electrified vehicles will be a big part of meeting those standards, but we have to make sure there is consumer demand to help us do that.
ABG: You also have a California ZEV mandate, and other states will follow.
MF: It's a process of our overall support of higher fuel economy, and also a process where we will have continual dialogue with the relevant government agencies to make sure that it's right for consumers and affordable for both consumers and the industry.
ABG: Do you believe those agencies will give the subject a fair hearing?
"The federal government has a vested interest in making sure that the automobile industry is successful."
MF: I believe so because, as we went through the discussions to get to the one national standard, they were very good discussions. The federal government has a vested interest in making sure that the automobile industry – one of the key industries in leading economic recovery and driving the economy on an ongoing basis – is successful, to provide not only direct jobs but also the indirect jobs that are associated with it. Every study says there are nine or 10 jobs supported by every auto industry job.
ABG: That understanding may exist at working levels, but what about the politicians from whom they get their orders?
MF: That's why it's important for us to make sure that we have identified the problem. That's what we did to get to the one national standard, and that's what we'll have to do when we get to that mid-term review.
ABG: You seem confident that Ford will be capable of meeting both federal CAFE and California ZEV mandates, but can you do it while maintaining affordability and desirability?
"Do not underestimate the ingenuity of engineers."
MF: Do not underestimate the ingenuity of engineers. Think about the fuel economy that we get from our F-150s, for example, along with their towing and cargo hauling capabilities. If I had told you five years ago that we'll be able to get 25 miles per gallon on the highway from an F-150 pickup and get even more payload that we were getting then, you probably would have said, "Where is that bar where you been drinking? I want some of that too."
ABG: But that's today. It's a long way from here to there.
MF: Yes, but we have time. We don't have to do it overnight, and we have a plan. I do think the cost thing is an open question, and a lot of it depends on consumer demand and what costs consumers are willing to pay. Those are things we have to continue working on while also making sure that were having the right discussions with the various government entities to make sure that we can deliver that affordably to the consumer, and to the business.
I also chatted last year with Sherif Marakby, Ford's director of vehicle electrification, and asked him whether Ford was considering a Chevy Volt-type extended-range EV, or "mild" hybrids like GM's eAssist? He responded that they had built and tested prototypes of each and didn't find their benefits worth their costs. "We believe our strategy of using our power-split architecture in plug-ins is a better value for the customer, and better efficiency, and we're proving that with the numbers.
"We believe the full hybrid is the right solution."
"We have a Fusion plug-in with better efficiency than the smaller Volt, so we have no plans to do that kind of system. And we believe our EcoBoost technology provides the same benefit as eAssist at lower cost, as proven by our 37-mpg EcoBoost versus any eAssist product. We believe the full hybrid is the right solution, and we are best-in-class in full hybrids."
Maybe so, but Ford's hybrid fuel economy is being questioned because virtually no one can achieve their EPA-rated 47-miles-per-gallon efficiency in real-world driving. Nor, to be fair, can many (if any) full hybrids today. I just drove an Acura ILX (an upscale Honda Civic) Hybrid on a 500-mile trip and averaged 33.2 mpg. Its official ratings are 39 mpg city, 38 highway and 38 combined.
Regarding the mild-hybrid approach – criticized by some as questionable value for money – GM is planning to offer it on increasing numbers of vehicles. By comparison, Chevy's mid-size eAssist Malibu's EPA economy is 25 mpg city, 37 highway vs. Ford's (much more powerful and expensive) 2.0L EcoBoost Fusion's 22/33, and it also compares well to Honda's similarly-priced four-cylinder Accord (26/35) and Nissan's Altima (23/32).
I'm not advocating anyone's technology, since virtually all automakers are working hard and doing a great job of improving their vehicles' efficiency while containing cost, and each is pursuing its own individual path to 54.5-mpg CAFE. But I am suggesting that potential buyers should do their research, test-drive and compare their leading candidates and decide which offers the best value for their wants and needs.
Anyone who still doesn't believe that General Motors is serious about advanced technology in general, and vehicle electrification in particular, hasn't yet learned that post-bankruptcy GM is a very different company run by different people with a different set of priorities, most of which we would all applaud. One clear sign of this was the company's offering of a long list of key executives, including top technology leaders, for media interviews during January's Detroit Auto Show.
"I hope that we can look back at the Volt in 20 years as the inflection point where we started this journey."
While it's typical for automakers to put sales, marketing and (sometimes) design execs out there, if anyone else sent its top technology types out for media grilling at Detroit this year, I was unaware of it. And that is why I had the opportunity to interview both GM chief technology officer John Lauckner and global electrification director Larry Nitz. I began by asking Nitz about the cost vs. benefit of GM's mild-hybrid eAssist system standard on the mid-size Buick Regal and available on the Buick LaCrosse andChevy Malibu.
LN: We're in our second generation of eAssist, and we're very bullish on it because it provides a couple of fundamental things – regenerative braking and load shifting – that can improve the fuel efficiency of a combustion-engine car in ways that other technologies can't. The electric motor provides added torque that allows us to balance the car differently to improve highway fuel economy. It's not knock-limited [unlike turbocharging], and you don't have to put more air in, charge it and spark it to get extra torque when you want or need it.
ABG: Are you satisfied with where the Chevrolet Volt is today?
LN: I hope that we can look back at the Volt in 20 years as the inflection point where we started this journey. For many of us who drive a Volt all or most of the time, it represents a balance of gas-free commuting with drive-anywhere capability, and the cost of ownership is pretty compelling, after the initial cost, because of the cost of electricity vs. petroleum. My daughter has a Volt and loves it because it's fun to drive, it does everything she wants it to do, and she doesn't need to go to a gas station very often.
ABG: Do you see much volume opportunity for BEVs like the Chevy Spark?
"Will EVs become mass-market cars over time? I think it's too early to tell."
LN: Maybe a BEV can be a first car for a very limited segment of the population, but many, many households in the US have two cars. I feel that if it can be the second car, we will have cracked the BEV code of success. It takes affordable cost – not just the cost to buy it but the total cost of ownership: fuel, maintenance, insurance and everything else – and a certain usage pattern. What will it take to get that cost of ownership to a point where it can become the second car in people's families? That's something we are working on every day. Will it become a mass-market car over time? I think it's too early to tell.
ABG: How can you improve both affordability and desirability of BEVs?
"The Spark EV's charger, some of its power electronics and more than 70 percent of its drive unit are shared with the Volt."
LN: We have two generational approaches on technology, which continues to get better. Even though our batteries are still big, they are getting better, more capable, more compact and less costly. The motors and electronics are getting better as well, and their cost is coming down as we're finding points of efficiency. Another factor is sharing technology, parts and components among electrified vehicles. We're looking at it holistically, across product lines, not just one product at a time. The Spark EV's charger, some of its power electronics and more than 70 percent of its drive unit are shared with the Volt. The motor is not exactly the same, but it comes from the same family of motors, so we can build it flexibly on our production equipment.
ABG: The BEV as a second car may be fine for short commutes, but there is still range anxiety on days when you need to go further.
LN: In EV1 days, there was not much of an infrastructure. Today we're getting some buds, some green shoots of an infrastructure. Where cars are when they're not being driven is at home and at work, and getting a second charge at work doubles the utility of a BEV. You can double your range or reduce your range anxiety. Or maybe reduce the battery size.
ABG: Do GM people who drive Volts have the opportunity to plug in at work?
LN: We're putting in more and more charging stations at every site, both level I and level II, but probably don't have enough yet for everyone. It's still first-come, first-served.
ABG: So someone will miss out when there are more EVs than plugs.
"If I have N Volts, do I need N+1 chargers? It's never going to line up perfectly."
LN: That's true. But what infrastructure is needed? If I have N Volts, do I need N+1 chargers? It's never going to line up perfectly, but that's the beauty of the Volt – it doesn't have to because the at-work charge is not mission critical. I think the bigger challenge will be plug-in cars vs. BEVs. If there is one charger at work and two plug-in cars, a BEV and a Volt, maybe the Volt got there first, but it's mission critical for the BEV.
ABG: Since the Volt's debut, we've been hearing that Gen II Voltec technology will bring the cost down. Does any of Gen II arrive with the 2014 Cadillac ELR?
LN: The ELR's propulsion system will not be branded as "Voltec," but it will be Gen I improved in a bunch of little ways. There will also be Cadillac-exclusive upgrades, including more power, that will not go back into the Volt.
ABG: Anything you would like to add?
LN: We are committed to electrification as a long-term journey. It will not overtake the world instantly, but it does provide a reasonable, rational opportunity to get off of petroleum to an alternative fuel, electricity, that can come from many different sources.
Starting with its rollout in the 2012 Buick Lacrosse, GM has steadily added its eAssist mild-hybrid system to an expanding roster of vehicles.
Next year, it will be offered as an option on the 2014 Chevrolet Equinox and the 2014 GMC Terrain, which will be the first crossover utility vehicles to receive the system.
The news was reported by GM Insider this morning, based on Vehicle Identification Number (VIN) cards issued by General Motors for 2014 models.
Following Chevy nomenclature, the Equinox with the mild hybrid system added to the 2.4-liter four-cylinder engine will likely be dubbed the 2014 Chevrolet Equinox Eco.
The "Eco" suffix indicates Chevrolet's most fuel-efficient models, and on the 2013 Malibu and the 2014 Impala, it means the car is fitted with the 2.4-liter engine and hybrid system.
Only the Cruze Eco compact sedan breaks the mold, with a downsized and turbocharged 1.4-liter engine rather than the larger four with the hybrid system.
Other cars currently offering the eAssist system (which is the Buick label) as standard or optional include the Buick Verano compact sedan, Regal mid-size sedan, and Lacrosse full-size sedan.
The Terrain drossover will be the first GMC vehicle to receive the mild-hybrid system and, as yet, it's unclear how General Motors' all-truck brand will label its highest gas-mileage option.
The eAssist system consists of a 0.6-kilowatt-hour lithium-ion battery pack and an electric belt-alternator-starter motor.
That motor not only acts as a conventional starter when the engine shuts off at stops, but can also feed added electric torque into the engine so the six-speed automatic transmission doesn't have to downshift--meaning the engine can run at lower and more efficient speeds.
Finally, the motor can run as a generator to recharge the battery pack under regenerative braking.
2013 GMC Terrain Denali
The mild-hybrid 2.4-liter engine is expected to be a new option for the two crossovers, adding to the current (non-hybrid) 2.4-liter and the more powerful 3.6-liter V-6.
The most fuel-efficient version of the Equinox this year is the front-wheel drive model with conventional 2.4-liter engine, which is rated at 26 mpg combined (22 mpg city, 32 mpg highway).
The mild-hybrid system is likely to boost each test-cycle number by a few miles per gallon.
The Equinox Eco ratings, however, won't be as high as those delivered by full hybrid vehicles, which can run on electricity alone at least part of the time at low speeds and under light loads.
The two 2014 crossover hybrids will compete with a future Toyota RAV4 Hybrid model, based on the all-new 2013 RAV4 crossover just launched by Toyota.
Hybrids only account for about two percent of annual U.S. auto sales,
yet there is a huge push by most automakers to incorporate the green
tech into future product. The reasons for this are many, and they
include improved public perception, better Corporate Average Fuel
Economy numbers and a push to continually improve the technology. The
craze really caught on with the Toyota Prius, though it was started in the U.S. by Honda and Ford got in the game with the Escape Hybrid.
General Motors has taken a different approach to hybrid tech with a combination of technologies that includes the Voltec system used in the Chevrolet Volt
and the Two-Mode Hybrid system that has been relegated to GM light-duty
trucks and large SUVs. The third and most affordable option is eAssist,
which utilizes a small, 65-pound 115V lithium-ion battery and a
15-horsepower electric motor to improve fuel economy by up to 25
percent.
We spent a week in a well-heeled 2012 Buick Regal
with eAssist to gain a better understanding of the technology and to
see how well GM's Gen II mild hybrid tech works in the real world.
Before delving into this Regal, it's important to understand how eAssist
technology works. The system starts with a belt-driven electric
motor/generator that provides up to 15 horsepower and 79 pound-feet of
power assist. Energy is stored via a .5-kWh lithium-ion battery pack
that resides in the trunk. For contrast, the 2012 Toyota Camry Hybrid
features a 1.6-kWh nickel metal-hydride battery pack. The eAssist
battery pack is charged through regenerative braking, much like other
hybrids now on the market.
While eAssist sounds a lot like traditional hybrid systems, this mild
hybrid system is different in a lot of ways. The system does improve
performance by assisting the gasoline engine with acceleration, and the
engine will experience fuel cut-off during deceleration and shut down
completely when the car is stopped at a light. But the belt-driven motor
and smallish battery don't pack enough juice to run the vehicle alone
without the internal combustion companion. That's why it won't deliver
the same gaudy city driving fuel economy numbers as a traditional
hybrid. The tradeoff is that the technology is simpler, lighter, and a
lot less expensive.
The eAssist tech will be featured in three models by the time you read this: the Chevrolet Malibu Eco, the standard four-cylinder Buick Lacrosse
and the Regal. GM is clearly trying to get a handle on just how to
price this technology, as the three models come with three completely
different means for adding eAssist to your power portfolio. If you
choose a four-cylinder LaCrosse, the technology comes standard. With the
2013 Malibu, a buyer must purchase the Eco model to add eAssist. The
Malibu Eco stickers for $25,995 and includes a bevy of tech gadgets, but
the base Malibu should cost several thousand dollars less when it
finally hits the market. Our Regal tester reveals a third path. A buyer
can choose a Regal with the 2.4-liter engine, or he or she can shell out
another $2,000 to add eAssist.
That probably sounds like a lot of money for technology that doesn't
appreciably improve performance. At the same time doesn't turn in the
same kind of fuel economy as a full hybrid system, but the option does
come with extra fuel saving tech. Adding eAssist doesn't include
operating the 2.4-liter engine on the efficient but power-sapping
Atkinson cycle, but it does add low rolling resistance tires,
lightweight 17-inch wheels and improved underbody aerodynamics. Adding
this package also includes active lower intake shutters, a
low-tech-looking eco gauge in the center cluster and a seven-inch
infotainment screen with a PowerFlow readout.
On the road is where all this mild hybrid jargon meets the real world.
The 2.4-liter four-cylinder engine offers 182 horsepower at 6,700
revolutions per minute and 172 pound-feet of torque at 4,900 rpm. The
standard engine feels adequately powerful, but it certainly doesn't make
the hair on the back of our neck stand up. Mix in eAssist and we notice
that off-the-line acceleration feels a bit stronger; maybe a tenth or
two off the AOL Autos-supplied 0-60 time of 8.2 seconds delivered by the
base 2.4-liter. That small bump in motivation has everything to do with
the 15-horsepower belt-driven motor, which replaces the traditional
alternator under the hood of the standard Regal.
Many traditional hybrid powertrains also include some sort of
Continuously Variable Transmission (CVT), but GM has instead opted for a
more traditional six-speed transmission. The transmission reduces
spinning losses while at the same time improving shift response times.
Add in the electric motor and the combo also allows for higher gearing.
On the freeway, we noticed that the engine could easily stay under 2,000
rpm while cruising, which is impressive for anything powered by four
cylinders. When we needed to pass there was adequate power, and the
transmission didn't downshift to add that extra punch. The result is
improved fuel economy without sacrificing performance – a very good
thing.
One aspect of hybrid driving that tends to bother us most are the
compromises that come with the quest for improved fuel economy, like
unresponsive pedals or overly eager hybrid powertrains. The eAssist
system is saddled with some of those sacrifices, mainly from the brakes.
When coming to a stop, the brakes felt a bit touchy followed by longish
stopping distances. We found that the throttle was better, with little
of the annoying hesitation that rears its ugly head even on non-hybrid
models.
Dynamically our tester felt much like the standard Regal, with a
relatively stiffly sprung chassis that holds the road. And since the
battery pack weighs only 65 pounds, eAssist doesn't add much mass to the
standard model's 3,600-pound curb weight. As has been the case with
other Regal models we've driven, we were impressed with the car's
ability to stick to the pavement when driven hard, yet the MacPherson
front strut suspension and four-link rear suspension was still able to
soak up road imperfections without sacrificing agility. The Regal also
features variable assist electronic power steering. Overall it felt
responsive on the road, but the tiller is a bit heavy for our tastes in
parking lots.
Driving dynamics are important, but we know that anyone paying $2,000
extra for eAssist wants improved fuel economy. The Environmental
Protection Agency estimates that this Regal will travel 36 miles per
gallon on the highway and 25 mpg in the city. We averaged 29.1 mpg
during our week with the Regal, which doesn't quite measure up to the
33.5 mpg we managed during a stint with the Hyundai Sonata Hybrid, say,
but that's still considerably more than the base Regal. Sans eAssist,
the 2.4-liter-equipped Regal averages 19 mpg in the city and 31 mpg on
the highway, which should translate to about five fewer miles per gallon
than the eAssist model. Figuring 15,000 miles per year and the cost of
fuel at $3.50 per gallon, the hybrid-free Regal owner can expect to pay
about $2,188 a year for gas. The eAssist owner can expect an annual
petrol bill of $1,810, for a savings of about $378 per year. That
suggests the eAssist system can pay for itself in just over five years –
not the kind of ROI your investment banker wants to see, but not bad
for the hybrid market.
Beyond eAssist, our $34,520 tester (including $860 destination) was
essentially a standard Regal, packed with the Premium II Group package,
which itself carries a $2,845 premium over the base Regal. Standard
features include leather seats with an eight-way power front seat,
remote start, USB port, Bluetooth hands-free communication and dual-zone
climate control. Our favorite standard feature is the Harmon Kardon 5.1
Matrix Surround System, which pumps out 336 watts of aural bliss.
Options included a power sunroof ($1,000) and GPS navigation with
seven-inch touch-screen display ($1,145). That's a lot of equipment, but
it's also a lot of cash, and adding eAssist only exacerbates the Regal
line's pricing problem.
Our tester may contain GM's new eAssist tech, but it's hard to tell by
looking at it. There are zero eAssist badges attached to this car's Gold
Mist Metallic paint, and we're okay with that. We can see where
traditional hybrid owners would want to tell the world that they're
lessening their impact on the environment, but all that badging starts
to look a bit tacky after a while. One telltale sign that any given
Regal contains eAssist is the presence of those nine-spoke, lightweight
17-inch aluminum wheels. They're unattractive compared to the stylish
18s available on non-eAssist models, but losing unsprung mass is a good
thing when looking to return optimal fuel efficiency.
On the inside the Regal continues to exhibit rich, soft-touch materials
just about everywhere. The dash is cushy, the meaty steering wheel
features soft-touch leather and the doors come with a good deal of
padding and tasteful wood trim. The cabin is also whisper-quiet – a
hallmark of luxury rides. The seats are well bolstered and swathed with
rich leather, but the cockpit is a bit tight for this 250-pound writer,
though the vast majority of drivers will have plenty of room. Rear
legroom is competitive at 37.3 cubic inches, but the battery pack cuts
trunk space down from 14.2 cubic feet to only 11 cubes.
On the functionality front, the Regal's Bluetooth system was easy to set
up and use, and we had few issues with the navigation system other than
the screen size being small for what claims to be a near-luxury
vehicle. We were also somewhat confused by the switchgear on the center
console. We've experienced plenty of instances where buttons and knobs
look good but feel cheap, but the Regal has buttons that look cheap yet
feel premium to the touch.
It took a few days to really understand and appreciate eAssist, but once
we did the math and studied the fuel economy numbers, we began to see
how the technology might appeal to Buick buyers. Averaging 29 miles per
gallon won't entice many traditional hybrid buyers, and judging from the
lack of eAssist badging we're thinking GM gets that. Adding eAssist to
the Regal means that the average buyer can expect a return on investment
in four to six years, and the system really does make the Regal
slightly more powerful.
As for the Regal itself, Buick's mid-size offering is a looker inside
and out, and it may be the best-handling non sport-sedan ever to wear
the TriShield. Buick isn't exactly known for deft handling, but the
Regal is helping change that paradigm. Unfortunately for Buick, the
problem is that it's too tempting to compare the Regal to the likes of
other up-and-coming midsize sedans like the Volkswagen Passat and the
Hyundai Sonata... two very competent options that aren't trying to
compete in the luxury arena. That tells us that Buick is still fighting a
perception problem, and that Regal buyers aren't quite convinced that
the brand's image and product is ready to take on the likes of Infiniti and Acura. Still, Buick moved 40,000 copies of the Regal in 2011, and we expect the eAssist model will help make more converts in 2012.
It takes a lot of money and time to develop and produce hybrid cars and electric vehicles, but that's not to say regular gasoline cars can't benefit from some of their technology.
Mild hybrid technology is a cost-effective way of improving the gas mileage of a car using a fairly simple electric motor and battery setup.
That's the approach Buick is taking, when it equips its 2013 model-year Buick Regals with eAssist.
The 2.4-liter gasoline Regal will use the system, that pairs a small lithium-ion battery pack with a small electric motor, to assist the engine. That will allow it to achieve an estimated 36 mpg on the highway, under the EPA cycle.
That's an improvement of 5 mpg over the 2012 Buick Regal 2.4, and raises combined economy from 23 mpg to 29mpg, or enough to save around $450 in gas each year on the EPA's 45 percent highway, 55 percent city, 15,000 mile estimate.
eAssist is already available on the 2012 Buick LaCrosse luxury sedan. Tony DiSalle, U.S. vice president of Buick Marketing, explains that “Buick is committed to increasing innovation across the lineup,"
"By making the advanced eAssist powertrain standard on a second vehicle, we are putting the spotlight on smart technology" he adds.
Buick hasn't yet announced an on-sale date. Pricing for the 2013 Buick Regal eAssist is also yet to be confirmed.
The 2013 Chevrolet Malibu Eco with eAssist will be the first model of the new 2013 Malibu lineup to reach dealer showrooms in North America, starting in the first quarter of 2012. The 2013 Malibu Eco is the first Chevrolet vehicle to feature eAssist, GM’s light electrification system already introduced in the Buick lineup. Along with specific aerodynamic enhancements, it achieves 12% greater highway fuel economy than current models equipped with the 2.4L engine; GM estimates highway fuel economy of 37 mpg US (6.4 L/100km).
The eAssist system consists of a 32-cell, 0.5-kW lithium-ion battery, an electric motor-generator and next-generation Hydra-Matic 6T40 six-speed transmission. The system’s electric motor-generator is mounted to an Ecotec 2.4L four-cylinder engine, in place of the alternator, to provide both motor assist and electric-generating functions through a revised engine belt-drive system. The motor-generator is a high-performance, compact induction motor that is liquid-cooled for increased performance and efficiency.
The air-cooled 115V lithium-ion battery is integrated into a power pack located in a compartment between the rear seat and trunk. The compact power pack weighs only about 65 pounds (29 kg), and allows rear access to the trunk via the split-folding rear seat. Trunk space is slightly reduced from 2011 models, but still offers 14.3 cubic feet (405 liters) of storage. An electric fan cools the power pack, drawing air from a vent located in the package tray, behind the rear seat.
The induction motor-generator bolsters the engine with approximately 11 kW (15 horsepower) of electric power assist during heavy acceleration and 15 kW of regenerative braking power. This power capability enables the battery to capture energy during regenerative braking for improved fuel economy.
e Assist technology also allows for a numerically lower 2.64 final drive ratio. Significant internal transmission changes to clutch controls and hardware provide reduced spin losses while improving shift response and time. The added electric power provided by the eAssist system allows for higher gearing to improve steady state efficiency without impacting acceleration performance or driveability. The system’s ability to provide some electric assistance at cruising speeds allows the driver to accelerate lightly or ascend mild grades without the transmission downshifting. Automatic Grade Braking keeps the transmission in a lower gear when decelerating or coasting on a downgrade, helping to improve brake wear performance.
An auxiliary, electric-driven transmission oil pump is added to the 6T40, which keeps the transmission primed and the fluid flowing when the engine shuts down at a stop.
The system also enables the Ecotec engine to shut down fuel delivery in certain deceleration conditions, which saves fuel. While in fuel shut-off mode, the motor-generator unit continues spinning along with the engine to capture regenerative braking power and provide take-off power when the driver presses on the accelerator. Then, as the vehicle comes to a stop, the motor-generator unit spins the engine, bringing it to a stop and positions it for a smooth and seamless restart.
Malibu Eco’s eAssist system is mated to an Ecotec 2.4L direct-injection four-cylinder engine and next-generation six-speed automatic transmission. The 2.4L engine features dual-overhead cams, direct injection, continuously variable intake and exhaust timing and electronic throttle control, as well as a lightweight aluminum cylinder block and cylinder head. It is rated at an estimated 182 horsepower (134 kW) and is a variant of the same engine recognized as one of Ward’s Ten Best Engines in 2010.
A power flow display in the driver information center—or the center console screen when equipped with the navigation system—indicates in which of the following modes the Malibu Eco is operating:
Battery charging: the eAssist motor is charging the high-voltage battery when the vehicle is slowing.
Electric assist: the eAssist motor is providing electric power boost to the engine.
Auto-Stop: the vehicle is stopped, the engine has automatically shut off and is ready to automatically restart when needed.
Driver-selectable modes include Eco mode, which maximizes the frequency and duration of Auto-Stop; and Comfort mode, which reduces the frequency and duration of Auto-Stop to maximize cabin comfort.
Aerodynamic improvements. Click to enlarge.
Engineers removed about 60 counts of wind drag from the 2013 Malibu’s design, compared to its predecessor. Malibu Eco is among the first vehicles in the midsize segment with a standard fuel-saving, active shutter system. Located in the lower grille, the Malibu Eco’s active shutter system automatically closes airflow through the lower intake opening when air intake is least needed.
When closed, the shutter system enhances aero performance by redirecting airflow around the front of the vehicle and down the sides, rather than through it. The shutter is open or closed based on engine coolant temperature and speed. For example, the shutters open when the car is traveling up a hill, pulling a trailer, or in hot city driving; the shutters close at highway speeds when less engine cooling is required.
Other aerodynamic features on the Malibu Eco include:
Dual-port grille upper is closed to redirect air flow up and over the hood;
Outside rearview mirrors designed to maximize efficiency;
Tail lamps shaped for aero performance without design penalty;
Four underbody panels cover approximately 50% of the lower portion of the vehicle and provide a cleaner airflow path beneath the vehicle.
The new Malibu is also the quietest Chevrolet yet, according to GM. To achieve that, interior engineers used road testing, sound evaluation tools and vehicle components to reduce, block and absorb noise from entering the cabin. Some of the contributors to its quiet driving experience include:
Malibu’s stiff body structure and isolated engine cradle help reduce noise and vibration from being transmitted to the interior.
The wind tunnel-tuned exterior has a low coefficient of drag; a low drag count of .30 Cd (Eco model) helps reduce wind noise to what GM expects to be a segment-best 33 decibels.
Air leakage into the passenger compartment, a primary noise source for all vehicles, is expected to be the best in the segment, at about 20-25 cubic feet per minute.
A 5.4-mm acoustic-laminate windshield and 5-mm acoustic-laminated front door glass reduce wind noise by about 3 decibels when compared to conventional tempered glass.
Sixteen expanding-foam acoustic baffles are placed strategically in cavities throughout the body structure. The foam expands when the body passes through the drying oven in the paint shop, filling the cavities to restrict or eliminate sound paths.
Liquid-applied sound deadening and melt-on sound deadening materials are used on the floor pan.
The Malibu Eco carries an MSRP of $25,995, including a $760 destination charge. The new Malibu is Chevrolet’s first global midsize sedan and will be sold in nearly 100 countries on six continents.
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