Hydrocarbon Miser - How Good of a Driver are YOU?

It's an '84 Chevy Scottsdale 4X4 Heavy Half longbox with a 3/4 ton rear end. The plow and dump will probably fit any GM truck up to a 1 ton as they are all pretty standard frame-wise. I was just in a friend's 2006 Silverado 2500 HD diesel and his frame looks identical to mine. I think I'm going to look at the auction tomorrow at the ex-RCMP trucks. They have no reserve.

I'll be driving to and from Amsterdam (from Heiloo, then from Delft) this week, I'll reset the internal computer to give you guys some figures after a week.

It's an Opel Astra 1.6 litre petrol injection. However I don't really like it because the console is to big and the car quite small so the console is in the way of my leg that controls the throttle. It's a manual btw

Did extra driving this weekend when my dad came to visit. Looking to hear about arrgh's truck search and jakster's week on the road. Discovered that 45 MPH [~80 km/h] is probably the most efficient speed. Used it while doing delivery on Saturday. Cool stuff, have to go 10 MPH over to use it though. Ok, here are the numbers:

• 1996 Toyota Camry LE
• 21/27 MPG (24 average)
• 29.17 MPG [8.06 L/100km]
• 121.5%
• More of the same, just paid closer attention while driving.

Oke, some results:

A route that mostly goes over the highway (including traffic jams), I get the following mileage:

6.4l/100km

I've driven 240km, average speed is around 50km/h. I found out that trucks are supposed to drive 80km/h but I can hardly overtake them when driving 110km/h. Also on a road that say 100km/h everyone drives 110km/h

Cool stuff, jakster. Looks like you did really well. I found some specs for 2006 1.6 which are below. Could you look up the model you were driving to compare it to.

• 2006 Opel Astra 1.6 (baseline) 5 speed
• Fuel Economy: 8.4/13.1 km/L (9.8 km/L average)
  [12.19/7.63 L/100km (10.64 L/100km)]
  19/31 MPG (22 MPG)
• 6.4 L/100km (36.75 MPG)
• Gross Weigh/Curb Weight: 1560/1080 kg

*All this is from memory so might mixed a few things up, my phone is lacking cut and paste features.
**EDIT: Found out data was in km/L rather than L/100km.

This post has been edited by Jeremy221: Jul 15 2008, 11:13 PM

I searched the car in the RDW database, and I got these results:

Power: 74Kw (100HP)
Empty weight: 1145kg
Max weight: 1740kg

Usage

- City 9,70 l/100km
- Highway 5,80 l/100km
- Combined 7,20 l/100km

I do drive with AC off so that saves a little and the road is 90% highway (with one traffic jam every time)

I also found out I can drive 120km/h on a big stretch although I was already driving that.


I found a little image (different colour) of the car for your info:



Just the last fun fact:
Actual petrol price: 1.688 euro/litre = 10.1584644 U.S. dollars / US gallon

Damn! Just discovered that my motor has a cracked block. That's the one my so-called buddy put in for me. Turns out he's an even bigger shitheel than I originally thought.

Hi guys,

Not sure what I did this week or if something broke but my fuel economy dropped to 25.21 MPG on mostly highway driving. A note to make it easier to read eachother's posts, we should try using separate lines or the bullet function for the data section of the post.

@jakster, I've noticed that about trucks too. Here in the States it depends how strict the local police are and can vary from area to area and state to state. In the States, trucks often have the same speed limit or 10 MPH less which is generally 60 MPH.

Finding old cheap cars is generally easy in the States but finding a good one like Coyote can be really hard as these cars have often been driven into the ground. Would you possibly be coming to the States for more school (Masters or PhD) or for work?

@arrgh, I feel for you man, I suppose on top of the fact your friend gave you junk, now your ability to parts out the truck has taken a serious dent. Maybe someone will pay you a mint for your tranny and axles.

My numbers:

• 1996 Toyota Camry LE
• 21/27 (24)
• 25.21 MPG
• 105.1%
• Not sure what happened, I need more data...

This post has been edited by Jeremy221: Jul 18 2008, 10:50 PM

Well, another week is done and it turned out a little better but no records here. In order to improve, I think some more time needs to be spent reviewing the techniques. Another factor thatvnweds to be addressed is having enough time to not be in a hurry. Being late out the door can lead to impulsive driving that wastes fuel. Another factor is temperature of the air when you start up the car. The warmer it is outside the sooner your car will be up to temp. Canadians and other folks that face really cold weather use a simple technology called an engine warmer. This is a heating element that is used to heat the fluids of and the engine block and to keep the battery charged. This can be used in warmer climates too though most mechanics might think you're nuts to have one installed in these places.

On a related note, it has been unseasonally cold in the morning here this past week sitting between 55 and 60 F. This has meant that leaving home with a cold engine would take almost a mile (1.6 km) to get up to temp. A couple weeks ago when it was much warmer, 70 to 80 F, in the mornings, it would only take a quarter to half a mile (400-800m) to warm up. Mind you, this is going from a cold engine to 50 MPH (80 km/h).

So what can be learned from this? Keep your engine warm and save fuel. This can be done by storing your vehicle in a heated garage, get an engine heater, link your errands together so it does not cool down much between trips[*], and move to a warmer climate.

Here are the numbers:

• 1996 Toyota Camry LE
• 21/27 MPG (24 MPG Average)
• 27.14 MPG
• 113.1 %

*When running errands start with the furthest one first to allow your engine to warm up. Then continue on a loop until you have returned. Know where you are going to go before you leave. If you know will be doing multiple trips to different places throughout the week, see if there I'd a way you can combine them and cut down on your mileage.

Hey everybody,

I updated the opening post of this thread to include a list of techniques that you can use. I borrowed it from cleanmpg.com.

I had another week of colder rushed mornings and my fuel economy reflects it at 26.41 MPG (8.9 L/100km).

• 1996 Toyota Camry LE
• 21/27 (24)
• 26.41 MPG (8.9 L/100km)
• 110%

Here's an interesting article I also found on linked from cleanmpg.com:





Published 07.30.08
By Kennedy Spencer




This morning, like most days, Mike Turner — of northern South Carolina — eats a bowl of oatmeal sprinkled with brown sugar before he heads to work. After gulping down a glass of apple juice, he opens the fridge, grabs his small blue-and-white lunch cooler and then heads out the door. He's been up 20 minutes (since 4 a.m.), and it's time to get rolling.
The black abyss of the outdoors briefly swallows him as he walks the short distance to his car. Despite his swift cadence, he registers Mother Nature's soundtrack of chirping crickets and the melodic accompaniment of a lone owl. The married 52-year-old electronic technician slides onto the blue plastic seat of his car, and he places his cooler and ID badge on the passenger's seat.
With the click of his seatbelt, it's time to begin his 52-mile commute to the plant in North Carolina. Seamlessly, he swiftly turns the key in the ignition, cuts on his headlights, presses the clutch and gives the gas pedal a measured and deliberate amount of pressure. Then, he shifts back to neutral and kills the engine. At the end of his gravel driveway, he veers left onto the winding, hilly, two-lane country road and coasts for about half a mile. When his speed gets down to just above a crawl, he turns the key in the ignition, accelerates up to 45 miles per hour before shifting to neutral and repeats the process. During the 10 miles it takes to get to I-26, he'll likely cut his car off five or six times.
It's a desolate drive to the interstate most mornings ... other than the voice of the NPR commentator who rides with him through the airwaves. That's not to say, however, that his regular journey hasn't come with its share of occasional excitement. One morning a couple of years ago, Turner collided with a medium-sized doe. He was traveling at about 45 miles per hour at the moment of impact. That's when he witnessed the unimaginable. The animal took flight. Literally. Over the hood, clearing the roof and beyond the trunk, the four-legged creature stared death in the eye and -- unlike Bambi's mom -- lived to do it all over again. When Turner walked back to check on her, she'd already continued on her journey, undoubtedly stunned, not knowing what hit her. But she left no trace. Well, almost no trace. The plastic covering of his headlight was cracked; a repair that would cost him $35. That's a vast savings over his last run-in with a deer, which cost him $700.
But to be fair to the deer, even if there had been a hair of daybreak on the horizon, the doe still wouldn't have recognized what was coming toward her. After all, most people do a double take when they see Turner's 1992 Honda Civic hatchback heading in their direction. Maybe it's the rounded-off nose that acted as a scooper to the benefit of the doe or the boat tail with Lexan glass in the back that helps ensure the best aerodynamic drag; whatever the case, Turner's pimped out ride is something to stare at.
"I've had folks say 'the Martians are coming,'" Turner chuckles. "People take pictures of my car on cell phones everywhere I drive." He's even been stopped by curious cops a few times but never ticketed. (After all, it's not a crime to look crazy.) Turner is unfazed by the attention. What he is fazed by, however, is his mileage efficiency and the gas he saves. Because, no matter what people think or say, his hyped-up hooptie averages more than 70 miles per gallon -- and that's not a figure that can be ignored.
Going under the screen name of "basjoos" on CleanMPG.com, a site that lets drivers track daily mileage and share information, Turner is just one of a growing legion of people who identify themselves as hypermilers. They make up a community of drivers committed to taking the edge off of rapidly rising fuel costs through a combination of practical design and driving-style modifications, and in some cases, controversial techniques. These drivers come from all walks of life, aspire to different hypermiling goals and have varying motivations.




For Turner, her name was Katrina.
"When the hurricane hit and the gas prices went up, that was my 'Aha!' moment," says Turner. "It was a wake-up call. I realized that all it takes is a little hiccup for things to get crazy. I wanted to get myself into a position where I wouldn't be in a bad spot, whatever happened."
Prior to the storm, Turner aggressively hypermiled to save in fuel costs because of his long commute. To do this, he practiced until he mastered the art of gas-saving techniques like coasting, which means his engine is only active 40 percent of the time he drives and runs only two thirds of his traveling distance. After the devastating tempest, however, he felt compelled to go a step (or a few) further.
After researching home-built aircraft design techniques and considering designs of streamlined cars of the 1930s driven on the autobahn, Turner got to work. He built his test model using inexpensive corrugated plastic. As each design proved itself, he upgraded to lightweight aluminum. Among his modifications, Turner's "Aerocivic," as he's dubbed it, has a grille block on the front, which reduces the amount of openings for the radiator. The bottom of the car is completely enclosed so that nothing hangs below and he's put wheel covers over all four tires. There are also blocks over the windshield wipers to keep them out of the airstream and his outside rearview mirrors sit on the inside -- thus reducing the drag coefficient, a number that basically indicates how the car "slides" through the wind. Prior to the modifications, his car's drag was .34; now, according to Turner, it's an impressive .17.
The changes cost him $400 in hard cash and an estimated two weeks (stretched over time) in sweat equity, but his ROI has been well worth it. He went from getting 45 miles per gallon to 70 miles per gallon and now only has to pull into a gas station every 800 miles to fill up. That's like driving from Charlotte to Chicago.
Interestingly, Turner has altered his car to such an extent that he can actually drive the posted speed limit on highways and still get better than 70 miles per gallon.
And he really doesn't consider himself a "gearhead." A botanist by degree, tropical plants are actually more his thing. His yard is home to several 6-foot-high bamboo. He's just a guy with a mechanical aptitude who picked up a manual and took an interest because the car companies are selling "a bunch of poorly efficient vehicles."
Saving money motivates hypermiler Matt Leerberg, but the element of fun involved in the driving experience itself stimulates him even more.
"I absolutely love to drive and that used to translate into a lot of speeding tickets," confesses the married research lawyer who lives in Raleigh with his wife and two young children. "I started hypermiling because I got tired of setting the cruise control to avoid getting pulled over again."
But it wasn't an instant transition for Leerberg. When he first started hearing about hypermiling and some of the basic techniques, like inflating tires to the maximum level allowed by the manufacturer and driving at or below the speed limit to shave off 2 percent of gas costs, he wasn't impressed.
"There's nothing fun about saving 2 percent. That's not even a lot of money," he scoffs. "But, when I read an article about guys who were getting 100 percent better mileage [than their car's EPA rating], that number got my attention. If you could cut your gas bill in half, now, that's something. Plus, they seemed to be having a lot of fun."
Leerberg began to do some research on the Internet. He started by learning about techniques used by Wayne Gerdes, the man credited with coining the term hypermiler and the guy who says he gets 59 miles per gallon out of his stock 2005 Honda Accord -- beating Honda's expectations by 25 miles. One thing Leerberg quickly learned is that most hypermilers drive hybrids. But his car defies logic -- and catches the eye.
"My car is a red 2003 convertible Eclipse Spider, and it goes against every rule of trying to get the best fuel economy overall," admits Leerberg with a laugh. "But, one of the things I've learned from hanging out online with these experts is that the real savings is in hypermiling in a car that is not supposed to get good fuel economy.
"Because, if you take a car that gets 60 miles per gallon already and increase it to 80, you're honestly not seeing that much money," he explains. "But if you take a car that get 20 miles per gallon and increase it to 40, you're saving a fortune."
So, in May of this year, in a quest to spice up his boring 26-mile commute, Leerberg started to get his feet wet as a hypermiler. The first thing he did was inflate his tires to the manufacturer's limit. Next, he totally changed and retaught himself how to accelerate from a stop. Instead of flooring it, he began to press the gas pedal a hair and simply putt-putt forward -- a technique that he admits causes some impatience in other drivers. And, finally, he lowered his top speed to the speed limit or less.
Leerberg's miles per gallon increased 40 percent immediately. When he calculated it, he realized that if he just held himself to these basic techniques, he could save $600-$700 per year. Not exactly chump change, and anybody could do it. But a 40-percent savings wasn't enough. He wanted more.
"It's the numbers. I love crunching numbers," explains Leerberg. "That's what's fun about it. It's trying to get your numbers up. I was just getting 25, which is 100-percent EPA for a long time. Now, I'm up to, like, 160-percent EPA because I've been getting, like, 42 or 43 mpg."
Speculating, he continues, "I think some of the guys are doing it ostensively because they want to reduce America's dependence on foreign oil, and they're showing their support or they want to save money. But I think the people who are really fanatic about it are doing it because it's a game. I think that's a big part of it."
Both Leerberg and Turner track their mileage daily on CleanMPG.com. Most hypermilers easily access this mileage data by transferring the results from an electronic device that links into a car's computer and generates real-time information on fuel consumption, RPMs and a host of other things. Turner uses a device called a SuperMID because of the age of his car, but Leerberg invested $150 in his gadget, which is called a Scan Gauge (both have to be purchased online). CleanMPG.com is also important because it provides a supportive, environmentally conscious neighborhood of like-minded individuals; as many novice hypermilers rapidly discover, some of their practices are not well received by nonhypermiling motorists.
Case in point: Leerberg is still learning to balance his technique with the possible agitation level of other drivers.
"If I'm on a single-lane country road -- and, I use a lot of those to get to work -- I definitely don't drop below 35 miles per hour because the speed limit is 45 miles per hour and that makes people furious, especially in the morning commute," he says with a laugh. "They're not thrilled with me when I'm putt-putting around.
"I think the funniest thing that happened to me is that, one day, I got passed by a Toyota Prius," Leerberg recalls. "It just zoomed around me. I'm sure the people were like: 'Why is that young guy with the red sports car going 30 miles per hour? There must be something wrong with his car.'"
Like Turner, Leerberg is fairly nonchalant about the reactions of other drivers, "I've had people curse at me, but it's OK," states Leerberg. "If you're driving aggressively, you have people curse at you, too, because you're cutting them off. Sometimes, I have my kids in the car, so if people are going to be pissed, I'd rather people be mad about me going too slow than for driving aggressively and driving unsafely."
Dr. Leon James, a professor of psychology at the University of Hawaii who has spent more than a decade studying driving patterns and road rage, is not quite as dismissive about the varying attitudes between hypermilers and nonhypermilers.
"The nonhypermiler usually is focused on getting somewhere. Hypermilers are motivated by fuel efficiency and saving money. There's a conflicting goal," he continues. "Now, the road is divided basically into two communities that may be at war with each other because of their differing driving styles and psychologies."
James elaborates that one of the areas the two driving cultures could clash revolves around the emotional use of the gas pedal. This is because, he explains, motorists use the gas pedal to relieve negative traffic emotions.
"If someone is blocking the lane -- what we call the 'left lane bandit' -- and you're tailgating a person that just won't move over, well you have to move over to the right, pass them and then move over to the left again," says James, whose Web site is www.drdriving.com. "A lot of drivers do this maneuver emotionally so that they floor the gas pedal when they pass on the right and then often look at the driver as they go by and give them what we call a 'stink eye,' showing their disapproval," he continues. "It's kind of a retaliation. And so as they execute this, they accelerate much faster than is necessary to pass, creating perhaps an unsafe situation.
"The emotional use of the gas pedal is something that hypermilers learn to overcome," says James. "That's one of the chief ways that they can save gas. They do not accelerate fast. And, when they approach traffic lights, they decelerate and start coasting. But, the person behind them, who is a nonhypermiler, does not appreciate this."
According to James, nonhypermilers often feel that their human rights are being violated because hypermilers are not driving the way that is most convenient and fast for them. But, he says hypermilers also have a responsibility to adjust their techniques in any given situation to the drivers around them -- because, not all hypermiling techniques are created equal. A few have even been labeled as controversial and/or unsafe. James points to "pulse and glide," a technique used by Turner, as an example of a hypermiling technique that is very obnoxious to other drivers.
"The person in the car behind someone doing this has no idea what's going on," he says. "That's where I'm talking about the conflict. It's a psychological warfare between the two attitudes. And, if gas shortages continue and the hypermiling community expands, both sides need to adopt an attitude of latitude to allow for the diversity of drivers and their goals on the road."
Leerberg, 30, is still a newcomer to the hypermiling scene, so small accomplishments are still worth talking about and the fun quotient remains high. Of course, he says co-workers, especially the ones who have taken a ride in his car, think that he's absolutely lost his mind.
On the last tank of gas before this interview, Leerberg got 45 mpg. He believes it is likely the best he'll ever get, and he couldn't stop talking about it. The thing is, what he had to do to achieve this meant being radical. So, during a week of 105 degree weather, he was driving around with no AC and his windows barely cracked (driving with rolled-down windows is like driving with a parachute and kills fuel economy), cutting his car off at traffic lights (because an idling car is getting zero miles per hour) and driving like a grandmother (the sweet spot for the best mileage on the freeway is around 50 mph) -- in silence. Because, to be a hypermiler, you have to be hyperalert. And a radio or cell phone or eating or drinking distracts you from the task at hand: driving.




"People will probably stop talking to me if I tell them anymore about how the commute was that morning," he says with a chuckle, sounding only mildly concerned. "Their body language says it all. There's a lot of eye rolling."
Despite the lack of warm fuzzies from his co-workers and people who may be driving near him, Leerberg has no lane envy for the motorists who zoom by him. As a matter of fact, he's gotten into a rhythm with his new, right-lane motorist mates.
"It's me and some grandparents and some people's cars that are broken, but it's OK. When I look over, and I consider that [driver] used to be me, I don't miss it at all," he says. "Maybe if it was taking me twice as long to get places it might be frustrating, but because I don't actually lose a lot of time doing it, it doesn't bother me."
If Leerberg keeps on the way he's going, by the end of the year, he'll save $1,000 in fuel costs. And he will have accomplished his goal of putting the fun back into driving, especially since there's only one critic of his driving who can get him to revert to his old ways: Her name is Mirella, and at three months old, she already has her father wrapped around her finger.
"She hates being in the car, so I have to minimize the time," Leerberg explains. "The only thing that makes her stop crying when she's in the car is when you floor it. When you're a hypermiler, you never floor it, and you never go over the speed limit. Those are the rules. But, when she cries, I cheat."
For his sake, hopefully there's never a cop around.

Source: Creative Loafing

Most recent fill up:

• 1996 Toyota Camry LE
• 21/27 (24) MPG
• 34.24 MPG
• 142%
• Got stuck in an hour of stop and go highway traffic. Tried a new technique I'll call downhill Pulse & Glide. This is done at highway speed like when coming down from a pass. The slopes I used this on were close to a 5% grade that I could maintain about 55 MPH on a coast*. In this case I push the speed up to 70 MPH and this will allow for a glide back to 55-60 MPH.

Was an interesting week, much more relaxed while driving. I was surprised with 33.9 MPG!

• 1996 Toyota Camry LE
• 21/27 (24) MPG
• 33.9 MPG
• 142.3%
• More relaxed and more highway driving

Greetings PetrolHeaded Soups,

It's been a couple weeks since my last fill up and my car is headed to the shop with what I think may be transmission problems. I'm borrowing a friend's Chevy S10 LS pickup. Used it for pizza delivery today.

Have to put together the numbers..

• 1996 Chevrolet S10 LS (V6/4.3L/4WD)
• 16/21 MPG (17 MPG)
• 14.7/11.2 L/100km (13.8 L/100km)
• 21.15 MPG (11.12 L/100km)
• 124%
• Applied the techniques covered in first post to this truck. I didn't, however, do anything that involved shutting off the engine or shifting into neutral and coasting as it is an automatic transmission. I also don't have the owner's manual to refer to know what is possible. Another note is that it has large mud tires on it which increase the rolling resistance.

This post has been edited by Jeremy221: Aug 24 2008, 02:06 AM

Greetings. This is the first thread of this kind I find in a forum, so I will post my case. Beware, ecologist, you will be shocked.

Vehicle: MAN TGS 8x4 (4 axle) Tiper construction truck, 440PS engine.

Weight: 9 tonnes unloaed/34 tonnes loaded (but often loaded above that)

Stated fuel consumption: N/A.

Actual fuel consuption: Around 20-45l/100Km (depending on load, external temperature, wind speed)

Techniques to save fuel on heavy vehicles: Tire pressure is even more critical than in small cars. Correct placement of load (incase of flatbeds) can directly influence air drag and save greatly. Gearbox operation and keeping the engine in optimal RPM in various conditions is a skill invaluable to economy (and engine wear by extent).

Keeping the injection system is perfect status in the most critical of all though (In case of diesels). Injectors that do not spray the way the manuafactor untended to, can lead to sub-optimal fuel/air mixing (remember, diesels are all direct injected) and increase consumption and also emmisions (visible black fumes etc).

Another thing that in the case of trucks used in harsh conditions (construction sites etc) is regular checks of greasers at the main axle and regular oil and air filter replacement/cleaning.

Driving style-related: When empty, there is no need to accelerate fast, unless you are back on schedule. Flooring it will lead to a lot of fuel burned, for no reason.

Thanks ferongr , that's a good and useful post. I'm glad you are around and making such great contributions.

It's been a few weeks since I last posted. I had to take my car into the shop because it was having trouble with braking and throttle issues. I used it for pizza delivery this Saturday and was happy to get 28.36 MPG which is good even with the throttle still sticking a little.

The numbers:

• 1996 Toyota Camry LE (2.4L I4)
• 21/27 MPG (24 MPG Average)
• 28.36 MPG
• 118%
• Did better than I expected but my progress seems to have leveled off. I think there needs to be some collaboration between FS Motoring drivers who are exploring this so we can all improve.

My car's in the shop again. It had been running rough and dying on me. I am told it is a broken coolant sensor and I will hopefully get it back soon. In the meantime I am driving a friend's F150 5-speed which is a gas hog but fun to drive as a manuel.

• 1996 Ford F150 (4.9L, V6, 4WD)
• 13/16 (14) MPG
• 16.39 MPG
• 117%
• ...

Hey Soups,

Did a short road trip today, an hour one way over White Pass. This was a trip with lots of elevation which means you are using a lot of gas going up hill because of the steep grades but due to the similar slopes on the other side, coasting at the speed limit (it is a single lane road) is both possible and in some places easy to exceed. Many cars are programmed to shut off the fuel injectors when coasting above a certain RPM so you can gain back some of what you lost on the climb. Another important technique is to use DWL (Driving With Load), this refers to the load placed on the engine. An engine works more efficiently when placed under a constant load which especially important when climbings hills, or passes, where the road can change grade which would force you to change your pressure on the gas. So, within acceptable limits for the traffic try to maintain the same pressure on the gas which can mean that your speed may decrease as the angle of the grade does but the reward will come later.

• 1996 Toyota Camry LE (2.2L, I4, FWD)
• 21/27 (24) MPG
• 35.12 MPG (6.7L/100km)
• 146.4%
• DWL and lots of coasting.

This post has been edited by Jeremy221: Sep 21 2008, 05:09 AM

These are my numbers from last week which was mainly spent doing highway driving at 50 MPH on largely level-is ground. One might imagine that this would be ideal for great mileage but I got 5 MPG less than my trip over the pass last week. Here are the numbers:

• 1996 Toyota Camry LE
• 21/27 (24) MPG
• 30.21 MPG
• 125.8%
• Generally steady speed at 50 MPH

It has been a while since I last posted but it seems the change in my commute and the colder weather have contributed to a drop in my FE (fuel economy).

At my last fill up I got a paultry 25 MPG, down from close to 30 MPG this summer. I plan to install an engine block heater to see how it affects my FE. The truckers on the Soup will know this already but, personally, I found out that many trucks actually have engine block warmers already installed. What I understand is that there are upwards of 20 gallons (roughly 85L) of motor oil that needs to be moved in a cold state to start up a truck. A few cents a day to keep this warm cuts down on the wear and tear on the engine and also increases the fuel economy of the vehicle too. So Truckin' Soups, what is your understanding of these things? And what the idea with the constant idling?

Looking forward to your comments and experience.

It has been a long time since I posted. Here are the numbers from the pizza delivery driving this Saturday.

• 1996 Toyota Camry LE
• 21 / 27 (24)
• 28.99 MPG
• 120.8%
• A lot of the same techniques. I haven't put too much energy into studying and refining my technique. I have had issues with a slow leak in my rear passanger side tire and the colder weather have also affected my fuel economy. I had hoped to purchase and install an engine block heater before my Christmas break but time and finances are forcing me otherwise. With fuel being so cheap these days, I suspect that many who had begun interesting in hypermiling are considering it the least of their concerns. I believe that it will be only one of the nessecary practices to survive well through this time.

Here are some articles linked from CleanMPG.com:

Return to $1 gas? Energy prices evaporate
Dismal data counteracting usual trend for increased winter demand


 1920_Ford_Model_T_Cartoon.jpg ( 18.33K ) Number of downloads: 3



Oil prices hit four-year lows Friday as employers cut the highest number of jobs in 34 years. The continuing decline in prices is so dramatic and so sudden that it is raising the prospect that gas prices could soon fall below $1 a gallon.

The worst jobs data in 34 years on Friday just added more fuel to the deepening global recession as U.S. employers slashed a far worse-than-expected 533,000 jobs in November and the unemployment rate rose to a 15-year high of 6.7 percent.

A gallon of gasoline can be had for 50 cents less than it cost just last month, and people are starting to talk about $1 gas.

Granted, gas prices are a long way off from that magic number last seen in March 1999 when prices were at 97 cents a gallon, according to motor club AAA. Prices at the pump fell 1.6 cents overnight to $1.773 nationally, according to AAA, the Oil Price Information Service and Wright Express.

But consider what has happened since July 11 when a barrel of oil hit a record $147.27 and a gallon of gas was $4.117 on July 17. In less than five months, oil has fallen 72 percent.

Just this week, in which the National Bureau of Economic Research determined that the U.S. is in recession, oil has fallen 25 percent.

On Friday, light, sweet crude for January delivery settled at $40.81 a barrel on the New York Mercantile Exchange, down by nearly $3 per barrel. Prices fell as low at $40.50, levels last seen in December 2004.

Gasoline futures for January delivery tumbled to 90 cents.

For gas prices to get close to a $1, oil prices probably would need to fall another $10 a barrel — something that would have impossible to fathom during first part of this year as oil prices soared near $150 per barrel.

“Just seeing that ’1’ up there is just hard to imagine,” said Kevin Keating, 65, an attorney as he filled up his Volvo S60 at a station in Phoenix that advertised prices at $1.67. “Wasn’t that long ago that we worried about the ’4’ being up there.”

Prices in New York City are well above the national averages, but still well off their highs of nearly $5 this summer.

“When gas prices are OK, we make a little profit,” said Mamady Kourouma, 36, a cab driver from Guinea who paid $2.41 a gallon at a station in Chelsea.

With wages stagnant, home prices plummeting and foreclosure rated soaring, dollar-a-gallon gas may help mom fill up in the family minivan and cab drivers in New York City, but prices that low also would truly speak to how rotten the economy has become.

“The economy at that point worldwide would be in a serious, serious deterioration,” said Geoff Sundstrom, spokesman for AAA.


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Tom Kloza, publisher and chief oil analyst at Oil Price Information Service, said Thursday on his blog that retail prices could fetch $1.25 a gallon soon in parts of the Midwest, including Ohio, Indiana, Illinois and Missouri.

Already, some parts of the country are seeing prices around that level. The Web site gasbuddy.com, where motorists can post local gas prices, motorists can fill up for $1.29 in Neelyville, Mo., a village of about 500 people near the Arkansas state line.

The jobs number suggests that demand for gasoline, which has been running well below year-ago levels even with the cheaper prices in the last several weeks, will fall even more in early 2009 as work-related driving plummets, said Kloza.


“I believe that January 2009 will represent the most ’challenging’ and ugly economic month of my lifetime, and my first memory is of Sputnik,” Kloza said.

There is plenty of reason to suspect Kloza is right.

Since the start of the recession, the economy has lost 1.9 million jobs, the number of unemployed people has increased by 2.7 million and the jobless rate is up 1.7 percentage points. The meltdown in financial markets has crushed lending, the Detroit 3 are on the brink of bankruptcy without a big government bailout.

Friday’s report was much deeper than the 320,000 job cuts economists were forecasting. If there is a plus side it is that the unemployment rate did not climb to the 6.8 percent level economists were expecting.

Kloza does not believe prices will make it to a $1. Gas prices neared a dollar last time on Dec. 18, 2001, three months after the terrorist attacks and the country in its last recession, when prices hit $1.08 a gallon.

Though the weak gasoline prices point how bad the economy is, they also could help it turnaround.

Kloza figures the U.S. gasoline bill at $1.75 per gallon average will be about $20.5 billion this month, down about $16 billion a year ago. Five years ago, the bill was $17.2 billion.

“That could be one important spur to some kind of economic recovery,” Sundstrom said.

In other Nymex trading, gasoline futures tumbled 6.83 cents to settle at 90 cents. Heating oil slid 8.26 cents to $1.4265 a gallon while natural gas for January delivery shed 24.7 cents to sell at $5.77 per 1,000 cubic feet.

In London, January Brent crude slipped by $2.42 cents to $39.86 on the ICE Futures exchange.

Source: MSMBC.com






Fisker Automotive's First Production Vehicle, the Fisker Karma, to Be Showcased at the North American International Auto Show (NAIAS)
Fisker Automotive, Inc.



IRVINE, Calif., Dec. 2 /PRNewswire/ -- Fisker Automotive, Inc., a green American premium sports car company, today announced that its first production car, the Fisker Karma, will be showcased at the North American International Auto Show (NAIAS). With only minor design enhancements made to the exterior of the vehicle, the production Fisker Karma plug-in hybrid retains the extreme proportions and beautiful sculpture of the January 2008 Karma show car.


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"We are very excited to be bringing the Fisker Karma back to NAIAS," said Fisker Automotive CEO Henrik Fisker. "In the year since we debuted the Karma, the reception we've received has been tremendous. I'm proud to announce at this time that we are already sold out on the car until mid-2010."

With a base price of $87,900 (USD), the Fisker Karma is scheduled to begin delivery in November 2009. Featuring the proprietary Q-Drive powertrain, the Fisker Karma will have an all-electric range of 50 miles (80km). After the all electric 50 miles, the gasoline engine turns a generator to charge the lithium ion battery. Once the 50-mile electric range has been exceeded, the Fisker Karma can be used as a normal hybrid vehicle. With this balance of electric and gas range, Fisker Automotive estimates that most Karma drivers who charge the Karma overnight and commute less than 50 miles per day will be able to achieve an average fuel economy of 100 mpg (2.4L/100km) per year.

The production model to be featured at the 2009 NAIAS will include an upper grill that is graphically enhanced, being slightly larger towards the outer corners. The lower air intake has been enlarged to allow for more airflow and underneath the rear bumper, an aerodynamic diffuser includes the integration of a cooling cover for the electric drivetrain.

To optimize cooling and aerodynamics, the exhaust pipe from the ICE engine is routed directly out behind the front wheels. A small functional side vent will release the hot air when the ICE engine is turned on. The Fisker Karma also features a complete flush B-pillar. The B-pillar is a safety feature and already fulfills the proposed 2012 rollover protection safety regulations.

Underneath the Karma is an all aluminum spaceframe made in cooperation with Norsk Hydro. The exterior body is a combination of aluminum panels and composite panels.

The Karma has a unique sustainable interior strategy. The design of the interior cabin is a luxurious tailored space for four adults. The interior will be unveiled for the first time in its final form at the 2009 NAIAS.


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IRVINE, Calif., Dec. 2 /PRNewswire/ -- The vehicle's ride and handling is decisively sporty and includes very responsive steering. The Karma's long wheel base, wide track and low center of gravity provide excellent cornering and stability at highway speeds.

The innovative powertrain, Q-drive, utilizes a large, powerful lithium ion battery and a powerful 2-liter direct injected turbo-charged 4-cylinder gasoline engine developing 260 hp, which enables the Karma to achieve a continuous top speed of 125 mph and a 0-60 of 5.8 seconds. The large powerful lithium ion battery provides 22.6 kWh, which has unique control software. The two powerful electric motors deliver a combined 408 hp.
Additional features of the Karma include:


Karma Powertrain "Q-Drive"

Powertrain Overview Description

The Karma powertrain is a high performance, high efficiency, plug-in hybrid electric system comprised of three electric machines, three inverters, a turbo-charged 2.0 L high-feature DI gasoline engine and an advanced Lithium- ion technology battery pack. This hardware combination coupled with the innovative Q-Drive control system provides for a unique driving experience where energy, power, feel, and fuel economy are optimized to satisfy driver demands.
Energy Storage System

The energy storage system incorporates an advanced lithium-ion chemistry battery pack with integrated control and safety systems that ensure safe and powerful operation throughout the operating life. The system has a maximum storage capacity of 22.6 kW-hrs and is capable of delivering a peak electric power of 200 kW (500 Amps at 400 Volts) throughout the charge depleting range of operation. The Advanced Lithium Power battery pack has been designed for the rigorous requirements of the automotive environment, and is a full "plug and play unit" utilizing all advanced vehicle communications software. The battery pack uses inherently safe cell chemistry and has been designed with multiple levels of software and hardware features to ensure optimal performance while providing the highest levels of safety features.

Powertrain Electric Traction

The power dense dual motor traction drive is capable of delivering a peak output mechanical power of 300 kW (408 hp) and a peak torque of 1300 Nm (959 Ft-lb) to the input of the differential. In Sport mode this provides for a high performance luxury sport sedan acceleration time of 0 to 60 mph (0-100 km/h) in less than 6 seconds. The sustained (electronic limited) top speed is 125 mph (200 km/h)

Stealth

Stealth is the default mode of operation. In this mode of operation the Q-Drive continuously optimizes the system performance and efficiency around fuel economy and electric operation. The high efficiency traction system and stable battery pack operating characteristics provide for full no-compromise electric performance on the urban driving schedule. The total achievable all electric range of greater than 50 miles is realized while in Stealth mode. In this mode the maximum vehicle speed will be limited to 95 mph with slightly limited acceleration. When electric mode is exited, the charge sustaining low energy threshold has been reached. The Q-Drive system then transitions to HEV operation. In HEV mode, the Q-Drive still optimizes fuel economy.

Sport

Sport is a driver selectable feature allowing for enhanced vehicle performance operation. This mode takes full advantage of the peak traction system performance capability and delivers the peak on-demand power and torque in order to achieve a 0 to 60 mph time of 5.8 seconds and a top speed of 125 mph. At anytime the driver can switch between stealth and sport modes. Should the driver wish to change back to Stealth mode, the Q-Drive will transition the vehicle operation to the Stealth mode low energy operating threshold.

HEV

When in HEV or charge sustaining mode the Q-Drive control system operates the vehicle very much the same as a normal strong hybrid. This includes deceleration engine shutdown, zero speed engine-off, electric launch and auto- start capability, and charge sustaining while maintaining charge balancing throughout the customer drive cycle. When the driver is in Sport mode, the Q- Drive automatically transitions to the charge sustaining mode at a higher SOC level than when in Stealth mode. This ensures that sufficient energy is available to support driver demands. Should the driver transition from Stealth to Sport while in HEV mode, the Q-Drive will restore the higher low- energy threshold. This provides for a high performance, on-demand, no- compromise, vehicle operation.

Fuel Economy & Energy Recovery

The Q-Drive system in all modes of operation works synchronously with the regenerative braking system and optimizes the energy recovery around driving conditions, driver demands for downhill simulated engine braking, vehicle speed, and road conditions.

Exterior Design

Eco Chic
Low, wide and coupe-like in profile, sensually sculpted surfaces mix with dramatic and powerful proportions to give the Fisker Karma a "look" all its own. The Karma's dynamic stance is just as much a thing of beauty as it is a result of the car's proprietary technical layout. Standard 22-inch light alloy rims at all four corners make Karma a world-leader in the wheel to body relationship. Form and function go hand in hand at Fisker.

Headlamps/Tail lamps

The Karma headlamp combines a Bi-Xenon main lighting module with state-of- the-art LEDs making it one of the most energy-efficient headlamps ever offered. The distinctive bezel design is yet another example of the new Eco- Chic aesthetic.
The tail lamps features state-of-the-art LEDs for low energy consumption

Solar Roof

The Fisker Karma is unique in having the world's largest continuous formed glass solar roof panel on a car. The splayed solar cell array maximizes solar ray absorption under various lighting conditions. The graphic accent that runs between the solar cells gives the solar roof a unique and futuristic appearance.

Solar Roof Functionality

The Karma solar energy system converts radiated power from the sun into stored electrical energy. All energy gained from the sun supplants that of the batteries and fuel, effectively increasing the electric range of the Karma.

Solar Power Modes

During vehicle on mode and accessory mode, the electrical system will use all available solar power. For vehicle off mode, the driver may choose from 3 solar power strategies.

1. Auto - the Karma will use the solar power for optimal benefit and focus on system efficiency and reduced costs, including energy and longevity. The Karma will use this default strategy unless the driver selects otherwise, and the Karma resets to this strategy after each power-on.
2. Climate - the energy management system will utilize the solar power to ventilate the passenger compartment and reduce the effects of radiant heating. The driver can select this option from the solar menu.
3. Charging - the Karma will store as much energy as possible from solar power. The driver can select this option from the solar menu.

System Architecture

The solar system architecture consists of a the solar panel and power conditioning devices which manage the power delivered utilizing maximum power point (MPP) tracking. The solar panel is comprised of 4 electrically separate zones, each consisting of 20 cells in series. Each of the 4 zones incorporates MPP tracking to maximize power output for various solar radiation angles and partial shading conditions.

As a subsystem, it serves as an integral part of the vehicle onboard energy management strategy to continuously optimizes and manage on board vehicle energy.

Technical Specifications
-- 0.5 kWh/day
-- 130 W
Charging Port
-- Locking charging port with lid for 110V and 220V charging on driver's side rear quarter panel (analog to fuel filler on passenger side)

High-Performance Spaceframe Body Structure

Embodied in the Fisker Karma is a high-performance light-weight aluminum space-frame - developed by the most experienced body structure engineers in the automotive industry. The Karma aluminum spaceframe fulfills high stiffness targets for bending and torsion while fulfilling all current crash standards. The strong aluminum spaceframe allows the driver of the Fisker Karma to experience a new level of body rigidity and damping. The resulting steering feel and the driving dynamics will be unmatched in the 4-door sports sedan class.
The side glass "DLO" appears as one smooth, unbroken curved surface that incorporates a flush B-pillar. Due to the strong B-pillar, the Fisker Karma easily fulfills the proposed 2012 rollover protection rules.
Vehicle Architecture

The Fisker Karma's vehicle architecture layout features the lithium ion battery packaged into the tunnel enabling a very low center of gravity in the middle of the vehicle - perfect for best driving dynamics and safety. A further advantage of this architecture is the completely closed and rigid body shell that surrounds the driver and the passengers between the front and the rear of the vehicle.

Interior

The final production interior will be unveiled in Detroit at the NAIAS on January 15, 2009.


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Chassis - Suspension

Designed to match the unique driving experience of the Fisker Karma's electric driveline, the suspension system balances attributes of a grand touring sedan with the fun-to-drive characteristics of a legitimate sports car. Using a systems integration approach to the complex tradeoffs of an all new plug-in hybrid platform, engineers were able to meet rigorous functional targets that are competitive with other luxury sports sedans. The design result takes advantage of Karma's low center of gravity, wide track, and long wheelbase to deliver a unique driving experience with a blend of response and comfort.

Both front and rear suspensions feature a "short long arm" (SLA) architecture with a short spindle height. Similar to that found in many sports cars, the compact package of the SLA suspension is compatible with Karma's low overall hood height and a dramatic rear end styling.

All suspension components including control arms, knuckles and sub frame are made from lightweight cast aluminum. The liberal use of aluminum in many chassis components reduces the overall weight, including un-sprung weight, to improve agility and ride performance.

The Karma is controlled at each of four wheels with mono-tube shock absorbers that are specifically tuned to improve the level of roll damping, giving a sense of flat cornering with little body roll. The rear shock absorbers are load-leveling, so the vehicle maintains its showroom stature at any loaded condition.

Fundamental to the driver interface, the steering is a hydraulically power-assisted rack and pinion. The hydraulic power unit is electrically driven and tuned for optimum steering feel with a programmable servo assist feature. Steering ratio is 14 to 1, with 2.7 turns lock-to-lock giving remarkable steering responsiveness. Specific focus has been also been given to balancing highway responsiveness with reduced parking efforts, giving a sense of an overall smaller and more nimble vehicle.
Brake Actuation System
-- Electro-hydraulic brake boost unit with integral chassis control
functions:
-- Brake proportioning
-- ABS
-- Traction control
-- Stability control
-- Electrically regenerative brake blending with friction braking
-- Parking Brake
-- Electrically actuated parking brake, bi-directional switch operation
Chassis - Wheels & Tires
-- Tires
-- Front: 245/35R22 Michelin Pilot Sport PS2 with optimized rolling
resistance
-- Rear: 265/35R22 Michelin Pilot Sport PS2 with optimized rolling
resistance
Overall Vehicle Specifications
-- Acceleration ('sport' mode)
-- 0-60 miles/hour = 5.8 seconds (0-100 km/h in 60 seconds)
-- Top speed (continuous) = 125 miles/hour (200 km/h)
-- Weight
-- curb weight = 4,650 lbs
-- Range
-- Electric Only Range = 50 miles EPA city cycle
-- Total Range = Over 300 miles
-- Exterior Dimensions
-- Overall Length = 4987 mm
-- Overall Width = 1984 mm
-- Overall Height = 1330 mm
-- Front Overhang = 913 mm
-- Rear Overhang = 914 mm
-- Wheelbase = 3160 mm
-- Front Track = 1689 mm
-- Rear Track = 1720 mm
Powertrain Specifications:
-- Rear Wheel Drive
-- Performance:
-- Stealth Mode = max 95 mph - battery only
-- Performance Mode = max 125 mph (ICE & battery - combined)
-- Drive Motor(s) Power = 2 x 150 kW (408 hp)
-- Battery Size
-- Dimensions = 1870 mm L x 205 mm W x 360 mm H
-- Energy Capacity = 22.6 kW hours
-- ICE Powertrain = 2.0 Liter DI Turbo Ecotec
-- Exhaust System Location = Engine Bay
-- Transmission = Not Required



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The Fisker Karma will be assembled by Valmet Automotive in a highly automized assembly facility. Valmet Automotive is currently producing the Porsche Boxster and Porsche Cayman. The first Fisker Karma will be delivered to customers in November 2009. Yearly volume is anticipated to reach 15,000 cars per year.
A total of 40 retailers for the U.S. will be established by October 2009. Fisker Automotive will announce 20 of their Retailers in January 2009. European pricing will be announced at the International Geneva Motor Show in March, 2009.
Fisker Automotive, Inc.
Fisker Automotive is a privately owned car company with Henrik Fisker as the CEO. Fisker Coachbuild, LLC will be the exclusive design house for Fisker Automotive through the entire range of product development. The company has backing from Kleiner Perkins Caufield & Byers, Palo Alto Investors and Qatar Investment Authority.
Inquiries: Sylvia Lopez-Navarro
Telephone: 949-242-4911
Mobile: 714-925-6643
Fax: 949-757-4320
press@fiskerautomotive.com
www.fiskerautomotive.com
SOURCE Fisker Automotive, Inc.

Source: Sun Herald