NHTSA Findings on UA on Toyota.com

Toyota Statement in Response to NHTSA/NASA Study

Feb. 8, 2011 — In response to the publication by the National Highway Traffic Safety Administration (NHTSA) of an extensive review of the electronic throttle control systems in Toyota and Lexus vehicles, conducted with the assistance of the National Aeronautics and Space Administration (NASA), Steve St. Angelo, Toyota’s Chief Quality Officer for North America, said:
“Toyota welcomes the findings of NASA and NHTSA regarding our Electronic Throttle Control System with intelligence (ETCS-i) and we appreciate the thoroughness of their review.  We believe this rigorous scientific analysis by some of America’s foremost engineers should further reinforce confidence in the safety of Toyota and Lexus vehicles.  We hope this important study will help put to rest unsupported speculation about Toyota’s ETCS-i, which is well-designed and well-tested to ensure that a real world, un-commanded acceleration of the vehicle cannot occur.
“We will continue to develop and equip Toyota and Lexus vehicles with industry-leading safety technologies, including many based on breakthroughs in sophisticated electronics systems.  We will also continue to cooperate fully with NHTSA and respected outside experts in order to help ensure that our customers have the utmost confidence in the safety and reliability of our vehicles.  Everyone at Toyota – all 30,000 of our team members in the United States and the many thousands of Americans at our dealers and suppliers across the country – is focused on listening to our customers and constantly improving our products and service.”

Regarding the safety and reliability of Toyota vehicles with ETCS-i, the company also noted:

•    Electronic throttle control systems have long been standard across the automobile industry, and they provide great benefits to consumers.
•    Toyota’s ETCS-i has performed reliably in more than 40 million cars and trucks sold around the world, including more than 16 million in the United States.
•    This system has also made possible significant safety advances such as vehicle stability control and traction control, which are among the five sophisticated accident avoidance technologies in Toyota’s Star Safety System.
•    These enhancements, along with Toyota’s Smart Stop Technology braking system, are now standard on all the new vehicles Toyota manufactures for the North American market.
Advertisements

Crash Data Suggest Driver Error in Toyota Accidents

This is an interesting read published by the Wall Street Journal

By MIKE RAMSEY And KATE LINEBAUGH

The U.S. Department of Transportation has analyzed dozens of data recorders from Toyota Motor Corp. vehicles involved in accidents blamed on sudden acceleration and found that at the time of the crashes, throttles were wide open and the brakes were not engaged, people familiar with the findings said.

The results suggest that some drivers who said their Toyota and Lexus vehicles surged out of control were mistakenly flooring the accelerator when they intended to jam on the brakes. But the findings don’t exonerate Toyota from two known issues blamed for sudden acceleration in its vehicles: sticky accelerator pedals and floor mats that can trap accelerator pedals to the floor.

0713DRIVER

Associated PressA recalled Toyota gas pedal is posed next to a recalled Toyota Avalon at a dealership in Palo Alto, Calif.

The findings by the National Highway Traffic Safety Administration involve a sample of reports in which a driver of a Toyota vehicle said the brakes were depressed but failed to stop the car from accelerating and ultimately crashing.

The data recorders analyzed by NHTSA were selected by the agency, not Toyota, based on complaints the drivers had filed with the government.

The findings are consistent with a 1989 government-sponsored study that blamed similar driver mistakes for a rash of sudden-acceleration reports involving Audi 5000 sedans.

The Toyota findings, which haven’t been released by NHTSA, support Toyota’s position that sudden-acceleration reports involving its vehicles weren’t caused by electronic glitches in computer-controlled throttle systems, as some safety advocates and plaintiffs’ attorneys have alleged. More than 100 people have sued the auto maker claiming crashes were the result of faulty electronics.

NHTSA has received more than 3,000 complaints of sudden acceleration in Toyotas, including some dating to early last decade, according to a report the agency compiled in March. The incidents include 75 fatal crashes involving 93 deaths.

However, NHTSA has been able to verify only one of those fatal crashes was caused by a problem with the vehicle, according to information the agency provided to the National Academy of Sciences. That accident last Aug. 28, which killed a California highway patrolman and three passengers in a Lexus, was traced to a floor mat that trapped the gas pedal in the depressed position.

Toyota has recalled more than eight million cars globally to fix floor mats and sticky accelerators.

A NHTSA spokeswoman declined to confirm the results from the data recorders. She said the agency was continuing to investigate the Toyota accidents and wouldn’t be prepared to comment fully on the probe until a broader study is completed in conjunction with NASA, which is expected to take months.

Transportation Department officials, however, have said publicly that they have yet to find any electronic problems in Toyota cars.

Daniel Smith, NHTSA’s associate administrator for enforcement, told a panel of the National Academy of Sciences last month that the agency’s sudden-acceleration probe had yet to find any car defects beyond those identified by the company: pedals entrapped by floor mats, and “sticky” accelerator pedals that are slow to return to idle.

“In spite of our investigations, we have not actually been able yet to find a defect” in electronic throttle-control systems, Mr. Smith told the scientific panel, which is looking into potential causes of sudden acceleration.

“We’re bound and determined that if it exists we’re going to find it,” he added. “But as yet, we haven’t found it.”

Toyota officials haven’t been briefed on NHTSA’s findings, but they corroborate its own tests, said Mike Michels, the chief spokesman for Toyota Motor Sales. Toyota’s downloads of event data recorders have found evidence of sticky pedals and pedal entrapment as well as driver error, which is characterized by no evidence of the brakes being depressed during an impact.

Some company officials say they are informally aware of the NHTSA results. But Toyota President Akio Toyoda has said the company won’t blame customers for its problems as part of its public-relations response.

Toyota is still trying to repair damage to its reputation caused as much by disclosures that the company hid knowledge of safety problems with its vehicles as by the reports of sudden acceleration.

NHTSA levied a $16.4 million fine against Toyota earlier this year for failing to notify the agency in a timely manner about its sticky-accelerator issue. Toyota’s handling of a rash of safety complaints involving high-profile models such as the hybrid Toyota Prius has prompted Congress to consider a far-reaching overhaul of U.S. auto-safety laws.

Last week, Toyota announced it had taken steps to improve its vehicle quality, including moving 1,000 engineers into a new group that will try to pin down problems. The Japanese auto maker also will extend development times by at least four weeks on new models to do more testing and will cut down on the use of contract engineers.Toyota showed reporters the inner workings of its labs, including how it has been testing its electronic throttle control module to find any malfunctions. The system is controlled by a main computer and has a second computer as a backup if the first fails. In either instance, failures should be noted in the car’s main computer and result in engine power being cut.

The car maker also has tested its vehicles’ responses to strong electromagnetic radiation, such as the waves generated by cellphones and radio towers, which some critics have said could be causing a malfunction. The only interference engineers have encountered after bombarding cars with electromagnetic waves is static on the car radio.

U.S. Reps. Bart Stupak (D., Mich.) and Henry Waxman (D., Calif.) have been critical of Toyota’s efforts to track down alternative causes of unintended acceleration. They have said Toyota has been slow to react or evasive. Toyota has said it is doing everything in its power to respond to both Congress and customer complaints.

—Josh Mitchell contributed
to this article.


2-second Prius video causes headache for ABC News

By DAVID BAUDER

NEW YORK (AP) – For the want of a better two-second picture of a tachometer, ABC News has called into question its reporting on acceleration problems with Toyota vehicles.

The network’s handling of a Feb. 22 “World News” story about potential problems with computer systems in Toyotas has created ethical questions and intensified bitter feelings the besieged automaker already had toward ABC.

ABC has admitted to a misjudgment and swapped out the brief dashboard video in its report, which continues to be available online. Its story illustrated a report by David Gilbert, a Southern Illinois University professor who suggested that a design flaw in Toyotas might leave a short-circuit that could cause sudden acceleration undetected by the car’s computer system.

Correspondent Brian Ross'”World News” report showed him driving a Toyota with Gilbert that was rigged to quickly accelerate. Even though he knew it was coming, Ross said the incident left him shaken, and he had a hard time getting the car to come to a stop.

Briefly during the drive, ABC cut to a picture of a tachometer with the needle zooming forward. The impression was that the tachometer was documenting the ride Ross was taking. Instead, that picture was taken from a separate instance where a short-circuit was induced in a parked car.

ABC said that editing was done because it was impossible to get a good picture of the tachometer while the car was moving because the camera was shaking. The camera shot was steady when it was taken in a parked car.

“The tachometer showed the same thing every time,” said ABC News spokeswoman Emily Lenzner.

Toyota spokesman John Hanson disputes that, saying tachometers react much more dramatically when short-circuits happen in a parked car than a car that is moving. Tachometers measure engine speed.

It all points to problems that are created when visual journalists try to alter reality in order to get a better picture.

“Anytime you give the audience any reason to doubt the honesty of the piece, that’s a serious problem,” said Charlotte Grimes, a Syracuse University journalism professor who specializes in ethical issues.

“Do they honestly think that a company like Toyota, with all the resources that it has, would not be looking at these things?” Grimes asked.

Toyota recognized the differences right away: the shot showed the car’s speedometer was at zero, the parking brake was on and no one was using the seat belts – while Ross wore one on the test drive, Hanson said. Online discussion of the differences began almost immediately, and the Web site Gawker.com wrote about it last week.

ABC edited the online version of its story shortly after that story appeared and wrote a note on its Web site explaining why.

“This was a misjudgment made in the editing room,” Lenzner said. “They should have left the shaky shot in. But I want to make clear that the two-second shot that was used did not change the outcome of the report in any way.”

The inserted tachometer shot still didn’t specifically illustrate Ross’ ride. It was from another ride made in order to create different camera angles. A camera person could not have captured the tachometer shot with Ross and Gilbert both in the car, Lenzner said.

Toyota’s Hanson said it was next to impossible for the short circuit detailed by Gilbert to happen in real life. The automaker, which had to recall many of its cars because of problems associated with a depressed gas pedal, held a news conference on Monday to try and refute Gilbert’s study. It depicted similar short circuits in other cars, none of which were detected by the vehicles’ computer system.

Gilbert did not return phone or e-mail messages for comment, and a woman who answered the phone at his home said he was unavailable.

Hanson said he wished Toyota could have been invited to see the simulation conducted by ABC. “Simulation” is a word that brings back tough memories for TV networks: NBC’s news president lost his job in 1993 after it was revealed that for a “Dateline NBC” study about alleged safety problems with General Motors trucks, the network rigged a truck with small explosives for a story. Lenzner said it was ridiculous to compare a two-second tachometer shot to the NBC case.

She said Toyota was given a chance to comment on the story the day it was aired.

“It was not like ABC was trying to alter the footage,” she said. “There was no staging. There was no dramatization. It was an editing mistake.”

Even before this report, relations between Toyota and ABC were on edge. More than 100 Toyota dealerships in the Southeast had agreed last month to pull advertising on local ABC affiliated because they were angry with Ross’ aggressive reporting on the automaker’s problems.

Akio Toyoda writes The Washington Post

washingtonpost.com


Toyota‘s plan to repair its public image

By Akio Toyoda
Tuesday, February 9, 2010; A17

More than 70 years ago, Toyota entered the auto business based on a simple, but powerful, principle: that Toyota would build the highest-quality, safest and most reliable automobiles in the world. The company has always put the needs of our customers first and made the constant improvement of our vehicles a top priority. That is why 80 percent of all Toyotas sold in the United States over the past 20 years are still on the road today.

When consumers purchase a Toyota, they are not simply purchasing a car, truck or van. They are placing their trust in our company. The past few weeks, however, have made clear that Toyota has not lived up to the high standards we set for ourselves. More important, we have not lived up to the high standards you have come to expect from us. I am deeply disappointed by that and apologize. As the president of Toyota, I take personal responsibility. That is why I am personally leading the effort to restore trust in our word and in our products.

For much of Toyota’s history, we have ensured the quality and reliability of our vehicles by placing a device called an andon cord on every production line — and empowering any team member to halt production if there’s an assembly problem. Only when the problem is resolved does the line begin to move again.

Two weeks ago, I pulled the andon cord for our company. I ordered production of eight models in five plants across North America temporarily stopped so that we could focus on fixing our customers’ vehicles that might be affected by sticking accelerator pedals. Today, Toyota team members and dealers across North America are working around the clock to repair all recalled vehicles.

But to regain the trust of American drivers and their families, more is needed. We are taking responsibility for our mistakes, learning from them and acting immediately to address the concerns of consumers and independent government regulators.

First, I have launched a top-to-bottom review of our global operations to ensure that problems of this magnitude do not happen again and that we not only meet but exceed the high safety standards that have defined our long history. As part of this, we will establish an Automotive Center of Quality Excellence in the United States, where a team of our top engineers will focus on strengthening our quality management and quality control across North America.

Second, to ensure that our quality-control operations are in line with best industry practices, we will ask a blue-ribbon safety advisory group composed of respected outside experts in quality management to independently review our operations and make sure that we have eliminated any deficiencies in our processes. The findings of these experts will be made available to the public, as will Toyota’s responses to these findings.

Third, we fully understand that we need to more aggressively investigate complaints we hear directly from consumers and move more quickly to address any safety issues we identify. That is what we are doing by addressing customer concerns about the Prius and Lexus HS250h anti-lock brake systems.

We also are putting in place steps to do a better job within Toyota of sharing important quality and safety information across our global operations. This shortcoming contributed to the current situation. With respect to sticking accelerator pedals, we failed to connect the dots between problems in Europe and problems in the United States because the European situation related primarily to right-hand-drive vehicles.

Toyota will increase its outreach to government agencies charged with protecting the safety of motorists and passengers. I have spoken with U.S. Transportation Secretary Ray LaHood and given him my personal assurance that lines of communications with safety agencies and regulators will be kept open, that we will communicate more frequently and that we will be more vigilant in responding to those officials on all matters.

In recent years, much has been written about what we call “the Toyota Way” — the values and principles at the heart of our company. Chief among these is our unwavering commitment to continuous improvement: going to the source of a problem and fixing it. While problems with our cars have been rare over the years, the issues that Toyota is addressing today are by far the most serious we have ever faced.

But great companies learn from their mistakes, and we know that we have to win back the trust of our customers by adhering to the very values on which that trust was first built. The hundreds of thousands of men and women at Toyota operations worldwide — including the 172,000 team members and dealers in North America — are among the best in the auto industry. Whatever problems have occurred within our company, the strength and commitment to fix them resides within our company as well.

You have my commitment that Toyota will revitalize the simple but powerful principle that has guided us for 50 years: Toyota will build the highest-quality, safest and most reliable automobiles in the world.

The writer is president of Toyota Motor Co.

BrionStapp@interstatetoyota.com

Toyota Announces Details of Remedy to Address Potential Accelerator Pedal Entrapment

Torrance, Calif., November 25, 2009 – – Toyota Motor Sales, U.S.A., Inc. (TMS) announced today details of the vehicle-based remedy to address the root cause of the potential risk for floor mat entrapment of accelerator pedals in certain Toyota and Lexus models. Toyota issued a consumer safety advisory on September 29 on this issue and has, as an interim measure, commenced the mailing of safety notices to certain Toyota and Lexus owners on October 30.
The models involved are: 2007 to 2010 MY (model year) Camry, 2005 to 2010 MY Avalon, 2004 to 2009 MY Prius, 2005 to 2010 MY Tacoma, 2007 to 2010 MY Tundra, 2007 to 2010 MY ES350, 2006 to 2010 MY IS250, and 2006 to 2010 MY IS 350.
The specific measures of the vehicle-based remedy are as follows:
1. The shape of the accelerator pedal will be reconfigured to address the risk of floor mat entrapment, even when an older-design all-weather floor mat or other inappropriate floor mat is improperly attached, or is placed on top of another floor mat.  For the ES350, Camry, and Avalon models involved, the shape of the floor surface underneath will also be reconfigured to increase the space between the accelerator pedal and the floor.
2. Vehicles with any genuine Toyota or Lexus accessory all-weather floor mat will be provided with newly-designed replacement driver- and front passenger-side all-weather floor mats.
In addition, as a separate measure independent of the vehicle-based remedy, Toyota will install a brake override system onto the involved Camry, Avalon, and Lexus ES 350, IS350 and IS 250 models as an extra measure of confidence. This system cuts engine power in case of simultaneous application of both the accelerator and brake pedals.
Toyota is in the process of completing development of these actions and for the ES350, Camry, and Avalon will start notifying owners of the involved vehicles via first-class mail by the end of this year.  The remedy process regarding the other five models will occur on a rolling schedule during 2010.
Dealers will be trained and equipped to make the necessary modifications to these models starting at the beginning of 2010.  Initially, dealers will be instructed on how to reshape the accelerator pedal for the repair.  As replacement parts with the same shape as the modified pedal become available, they will be made available to dealers for the repair, beginning around April 2010.  Customers who have had the remedy completed will have the opportunity to receive a new pedal if they desire.
In the meantime, owners of the involved vehicles are asked to take out any removable driver’s floor mat and not replace it with any other floor mat until they are notified of the vehicle-based remedy, as notified in the consumer safety advisory and the interim notice.
The brake override system will be made standard equipment throughout the Toyota and Lexus product lines starting with January 2010 production of ES350 and Camry and is scheduled to be incorporated into new production of most models by the end of 2010.
The safety of our owners and the public is our utmost concern and Toyota has and will continue to thoroughly investigate and take appropriate measures to address any defect trends that are identified.
Owners who have further questions are asked to visit www.toyota.com or www.lexus.com or contact the Toyota Customer Experience Center at 1-800-331-4331 or Lexus Customer Assistance at 1-800-255-3987.
###
The latest news about Toyota’s consumer safety advisory for potential floor mat interference with the accelerator pedal in certain Toyota and Lexus vehicles:
Toyota USA Update on Safety Advisory – Video (Nov. 2, 2009/Updated Nov. 5, 2009)
NHTSA report (Nov. 2, 2009)
Toyota owner letter (Nov. 2, 2009)
###
NOTE TO CONSUMERS: We’ve received a number of comments and questions about the floor mat issue and understand the safety concerns. We want to be responsive, but the Toyota USA Newsroom is not intended as a place for consumer complaints, or detailed information about any vehicle features, specs or capabilities. These types of concerns are best handled by our Customer Experience Center where they will be routed to the appropriate customer service representative for Toyota, Scion or Lexus. You can reach our customer service representatives by calling 1-800-331-4331. Prefer to email or chat? Simply access our website email or live chat links for Toyota, Scion or Lexus.
MEDIA CONTACTS ONLY:  Toyota Environmental, Safety and Quality Communications
Brian Lyons    (310) 468-2552
John Hanson  (310) 468-4718

Media Web site: www.toyotanewsroom.com
Public Web site: http://www.toyota.com and http://www.lexus.com

Cash For Clunkers Automotive Stimulus

I found an interesting read about a proposed bill about getting older, less fuel efficient vehicles off the road. I hope you enjoy the information.

Cash for Clunkers Car Buying Stimulus Bill//

Cash for Clunkers Car Buying Stimulus Bill

Cash for Clunkers FAQ
By Philip Reed, Senior Consumer Advice Editor

The Cash for Clunkers bill is a proposed federal program that would encourage consumers to trade in gas-guzzlers for new cars that get better fuel economy. Modeled after several programs that have already been successfully implemented in Europe, similar legislation is currently making its way through the U.S. Congress. The program would offer vouchers for consumers, allowing them to save thousands of dollars on a new-car purchase if the new vehicle meets improved mpg requirements.

Edmunds.com has put together this Cash for Clunkers FAQ page to track the program as it comes to fruition, and we’ll be updating this space regularly as new information becomes available.

Though the legislation hasn’t yet passed, we’ve provided some details of the current version of the proposed Cash for Clunkers program making its way through the House. The program would offer vouchers that allow consumers to save up to $4,500 on a new-car purchase. There are also various credits, in the form of vouchers, for trucks and work trucks. The earlier versions of the program that received a lot of media coverage have been reworked, with several objectionable elements having been jettisoned. A former version of the bill stated that the used cars would be crushed, but now the engines and transmissions will be shredded.

Though information from Congress suggests that the program may stimulate anywhere from 500,000 to 1 million new-car purchases, Edmunds.com believes that if properly implemented, the program may stimulate up to 3 million new-car sales. The proposed bill still needs to pass through Congress (and it is likely to be modified again in the Senate), but the president has already expressed his approval of recent drafts of the bill. The House Committee on Energy and Commerce has put together a fact sheet (see below) to detail the key elements of the proposed legislation. We’ve followed that with an FAQ that we will continue to update as details emerge.

Committee on Energy and Commerce Fact Sheet: Cash for Clunkers
Consumers may trade in their old, gas-guzzling vehicles and receive vouchers worth up to $4,500 to help pay for new, more fuel-efficient cars and trucks. The program will be authorized for up to one year and provide for approximately 1 million new car or truck purchases. The agreement divides these new cars and trucks into four categories. Miles-per-gallon figures below refer to EPA “window sticker” values.

Passenger car or minivan: The old vehicle must get 18 mpg or less city/highway combined. New passenger cars or minivans with mileage of at least 22 mpg are eligible for vouchers. If the mileage of the new car is at least 4 mpg higher than the old vehicle, the voucher will be worth $3,500. If the mileage of the new car is at least 10 mpg higher than the old vehicle, the voucher will be worth $4,500.

Light-duty truck: The old vehicle must get 18 mpg or less city/highway combined. New light trucks or SUVs with mileage of at least 18 mpg are eligible for vouchers. If the mileage of the new truck or SUV is at least 2 mpg higher than the old truck, the voucher will be worth $3,500. If the mileage of the new truck or SUV is at least 5 mpg higher than the old truck, the voucher will be worth $4,500.

Large light-duty truck: New large trucks (pickup trucks and vans weighing between 6,000 and 8,500 pounds) with mileage of at least 15 mpg are eligible for vouchers. If the mileage of the new truck is at least 1 mpg higher than the old truck, the voucher will be worth $3,500. If the mileage of the new truck is at least 2 mpg higher than the old truck, the voucher will be worth $4,500.

Work truck: Under the agreement, consumers can trade in a pre-2002 work truck (defined as a pickup truck or cargo van weighing from 8,500-10,000 pounds) and receive a voucher worth $3,500 for a new work truck in the same or smaller weight class. There will be a finite number of these vouchers, based on this vehicle class’ market share. There are no EPA mileage measures for these trucks; however, because newer models are cleaner than older models, the age requirement ensures that the trade will improve environmental quality. Consumers can also “trade down,” receiving a $3,500 voucher for trading in an older work truck and purchasing a smaller light-duty truck weighing from 6,000-8,500 pounds.

Summary of Cash for Clunkers Agreement
Minimum Fuel Economy for New Vehicle $3,500 Voucher $4,500 Voucher
Passenger Car or minivan 22 mpg (EPA combined) Mileage improvement of at least 4 mpg Mileage improvement of at least 10 mpg
Light-duty truck 18 mpg (EPA combined) Mileage improvement of at least 2 mpg Mileage improvement of at least 5 mpg
Large light-duty truck
(6,000-8,500 pounds)
15 mpg (EPA combined) Mileage improvement of at least 1 mpg or trade-in of a work truck Mileage improvement of at least 2 mpg
Work truck
(8,500-10,000 pounds)
Trade-in must be at least pre-2002

FAQ

How much are the vouchers worth? This will depend on the car you are turning in and the type of car you buy. In general, if the improvement in fuel economy between your old car and the car you buy is 10 mpg (combined highway mileage according to the EPA), the maximum credit will be $4,500. The requirement for improvement in fuel economy for trucks is lower. For specifics, see the above chart.

How old does my car need to be? There is no age restriction on vehicles eligible for trade in. For work trucks however, it is any built before 2002.We anticipate that most cars traded in will likely be model-year 2000 and older.

What types of vehicles qualify? In general, this bill aims to take polluting gas-guzzlers off the road. The vehicle must have a federal combined city/highway fuel economy of 18 or less miles per gallon. This means that many American-made cars and trucks will be eligible for vouchers toward the purchase of new vehicles. The categories of vehicles that will qualify fall into four classes: passenger cars, light-duty trucks, large light-duty trucks (6,000-8,500 pounds) and work trucks (8,500-10,000 pounds).

What kind of mpg will the new vehicle need to get? Different levels of improvement are required for each type of vehicle. In passenger cars, if mileage is improved by 10 mpg, the $4,500 voucher is awarded; if fuel economy is improved by only 4 mpg, the $3,500 voucher is awarded. The mileage improvement levels and voucher amounts for the different classes of trucks are listed in the chart above.

The proposal mentions a one-year time limit. Is there a cap on the number of vehicles? The bill is written to provide vouchers for 1 million purchases. However, we are predicting that the program has the potential to stimulate up to 3 million sales. For this reason, it is important for consumers who are interested in taking advantage of this program to track the progress of the bill and apply for the program as soon as funds become available.

How long do I need to have owned the vehicle I’m trading in? The vehicle must be registered in your name and in use for at least one year.

If I have an older car that is in good running condition, or a classic car, is it mandatory for me to turn it in? No. This program is completely voluntary.

What happens to the car that you trade in? The old car is given to a salvage operator. Vital engine and transmission components, that would otherwise pollute more than a modern engine, are destroyed so that the car does not end up on the road again. The salvage operator can then sell off any remaining parts on the vehicle. The destroyed engine and transmission can also be sold to recyclers.

How will this affect used-car values? Since the “clunkers” will be taken off the road, there will be fewer older vehicles in the marketplace. However, our analysts don’t expect this program to drastically affect used-car values.

Where do I find the mpg numbers to see if my vehicle qualifies for the Cash for Clunkers vouchers? The EPA’s combined mileage will be used. This is a combination of the highway and city mileage for vehicles. Models prior to 2008 will use the converted MPG numbers which take into account the new EPA testing methods. This information can be found on the window sticker of the car or at fueleconomy.gov.

What kind of vehicles qualify as light-duty and large light-duty trucks? Trucks qualify based on class and vehicle weight. For example, the Ford F-150 would be considered a light-duty truck. If you are considering taking advantage of this program, look up your vehicle on Edmunds.com and determine its weight. If it is between 6,000 and 8,500 pounds and gets less than 15 mpg, you have a large light-duty truck and will need to buy a truck that improves your fuel economy by 1 mpg for a $3,500 voucher. If you select a truck that improves fuel economy by at least 2 mpg, you will qualify for the $4,500 voucher. A work truck is classified as being between 8,500 and 10,000 pounds. The only requirement for this class is that the trade-in vehicle needs to have been built before model-year 2002.

As the program details emerge, check back here for a complete list of eligible vehicles.

When is the program expected to go into effect, and will it be retroactive? The language of the bill hasn’t been finalized, but the program is expected to have a retroactive date of March 30, 2009. However, you must be able to prove that you were the registered owner of the vehicle and that the old car has been scrapped. Passage of this bill could come before June and the vouchers would be available shortly thereafter. The current House legislation has been folded into a broader energy package and will be in committee for another two weeks as of this writing. Then it goes to the Senate, where it undoubtedly will go through changes.

Where will the money for vouchers come from? Since President Obama wants this to move as quickly as possible, it is likely that the money will come from the already approved Troubled Asset Relief Program (TARP) funds and the economic stimulus package.

Does the voucher augment or replace what the dealer would give me for my trade-in? The money you receive from the Cash for Clunkers program will act as your trade in value. It cannot be combined with the dealer’s trade in offer. This program is primarily designed to inflate the value of older vehicles worth less than $4,500.

Is there a limit on the price of the vehicle purchased with Cash for Clunkers vouchers? Vehicles purchased with the vouchers must have an MSRP of $45,000 or less.

How will the program be tracked? Via dealers or the DMV? Little information has been made available on this aspect of the bill. It is likely, though, that the Vehicle Identification Number (VIN) will be the prime tool in verifying information on the trade-in vehicle such as model year, engine size and the corresponding EPA-rated fuel-economy levels. The government has numerous databases with information on cars that are tracked through their VIN.

How will you get the money toward the trade-in? An electronic transfer from the government to the dealer will be issued once a vehicle is determined to be qualified for the Cash for Clunkers program. The voucher amount would be credited as all or part of the down payment on a qualifying new car.

Will it apply to used-car purchases? The final details of the bill are not yet available. However, it has always been assumed that the vouchers will only apply to new car purchases.

What if you’re leasing a vehicle and wish to trade it in? Again, final details are not available. But it is unlikely that consumers who are currently leasing vehicles will qualify for this program.

What if you wish to lease the new vehicle? In this case, it appears likely that the voucher could be applied to a leased vehicle as a “capitalized cost adjustment.” This would lower the price of the vehicle and thus reduce the monthly payment of a lease.

Hybrid Article in Automotive News

Hybrids 101

Perplexed by plug-ins? Lost when it comes to lithium ion? Start with this sample from our extensive online guide

queryvar=”hybrids,101″;

Nearly every major automaker plans to roll out environmentally friendly vehicles or add to its current fleet of hybrids or hydrogen-powered cars.

Subscribe to Automotive News

If these plans come to fruition, by around 2012 consumers will be able to choose from:

— Battery-powered electric vehicles.

— Plug-in hybrids.

— Fuel cell vehicles that use hydrogen.

A century ago, cars powered by gasoline, steam and electricity battled for supremacy. Over the next decade, consumers once again will have a number of powertrains and fuels from which to choose. Back then, gasoline-fueled internal combustion engines emerged triumphant. This time there may be more than one winner.

Daimler AG’s Smart microcar shows how Americans’ car-buying patterns are evolving in an era of environmental concerns and fluctuating fuel prices. Smart has proved that some people will plunk down $13,000 to $20,000 for a small, highly maneuverable car best suited to cities rather than highway driving. First-year sales totaled about 25,000.

So a small battery-powered electric car such as the upcoming Mitsubishi i MiEV or Toyota FT-EV could find a place on American roads, even though the driving range will be limited to about 100 miles on a charge.

Hybrid Guide

Because so many automakers are working on advanced-propulsion vehicles and often giving different names to the same technologies, it is difficult to keep track of all that is going on.

So Automotive News has put together a Hybrid Guide explaining the powertrains of the future. We define the terms you see in automakers’ messages. We explain how the different types of hybrids work.

Also included is a list of major automakers’ plans for hybrids and electric vehicles with as much information as is known — such as what kind of hybrid, what kind of batteries it uses and when it will be available.

The full guide is available online at http://www.autonews.com/hybridguide. Here’s a small sampling.

Types of vehicles

Not all hybrids work the same way. There are two types of hybrids: full (or strong) and mild. There also are two different powertrain configurations: series and parallel.

Here’s how they work:

Full hybrid: Found in the Toyota Prius, Ford Fusion Hybrid and Chevrolet Tahoe Hybrid, it can be driven short distances by the electric motor alone. After a percentage of the battery’s charge is used or when the vehicle reaches a certain speed, the gasoline engine turns on, drives the wheels and recharges the battery pack. Under heavy acceleration, both the engine and the motor drive the wheels.

Mild hybrid: Found in the Honda Civic Hybrid, it uses the electric motor to supplement the gasoline engine. In other words, the electric motor reduces the load on the gasoline engine and acts as a stop-start system. The electric motor does not drive the vehicle by itself.

Mild hybrid powertrains are designed in two ways. The first has an electric motor sandwiched between the engine and transmission, as in Honda Motor Co.’s Integrated Motor Assist. General Motors uses another approach in its Belt-Alternator Starter system. It has a combined motor/generator bolted to the front of the engine.

A mild hybrid can improve fuel economy by 20 to 30 percent in some driving conditions. The Saturn Vue offers a good example of how a mild hybrid can improve fuel efficiency. The Vue has a 2.4-liter engine and automatic transmission. The non-hybrid version is EPA rated at 19 mpg city and 26 mpg on the highway. The mild hybrid version, which also has a 2.4-liter engine and automatic transmission, carries EPA ratings of 25 city and 32 mpg highway.

Series hybrid: Propulsion comes entirely from the electric motor or motors. The onboard gasoline engine generates electricity directly for the motor and the battery pack. The Chevrolet Volt is an example of a series hybrid. After 40 miles, the charge in the battery pack runs down and the gasoline engine starts up, turning the generator which makes electricity for the motor and the battery pack. The gasoline engine does not drive the wheels and is not mechanically connected to the wheels. Its sole purpose is to generate electricity.

Parallel hybrid: Found in the hybrid versions of the Ford Escape and Chevrolet Tahoe, it uses both the gasoline engine and electric motor to provide mechanical propulsion to the wheels, either together or independently.

Hybrid terms

Belt-Alternator Starter system, or BAS: A combination of motor/generator that is bolted to the front of the engine and connected to the crankshaft by the fan belt. It provides a slight boost to acceleration, puts energy back into the battery pack on deceleration and gives the vehicle stop-start capability.

Plug-in hybrid: The initial charge for a plug-in hybrid comes from the grid and gives a hybrid vehicle a longer driving range on pure electric power only. Plug-ins are scheduled to be introduced late in 2010, with the Toyota Prius and Chevrolet Volt leading the way. Plug-ins can be either series hybrids such as the Chevrolet Volt or parallel hybrids such as the Toyota Prius.

Range extender: This is a hybrid vehicle that has to be plugged in for its initial charge and has an onboard source of electricity, such as a fuel cell or a gasoline engine that spins a generator. The Chevy Volt is a range-extended, gasoline-electric plug-in series hybrid. Some automakers want to classify their range-extended hybrids as electric cars because if driven 40 miles per day or less, the vehicle will not need its gasoline engine to generate electricity. But under the Society of Automotive Engineers’ definition of a hybrid, the vehicle has two sources of energy for propulsion stored onboard. So a range-extended vehicle is a hybrid.

Two Mode: The marketing name for a hybrid drive system developed by BMW, Chrysler LLC, Daimler and General Motors. Two different Two Mode transmissions have been developed, one for rear-drive vehicles and one for front-drive vehicles.

The Two Mode transmission has two electric motors and delivers the fuel economy advantages of hybrid driving in the city and on the highway. A regular one mode hybrid, such as the Toyota Prius, uses the electric motor to drive the vehicle at low speeds and to assist the gasoline engine when accelerating. At highway speeds, the electric motor in the Prius does not drive the vehicle. The Two Mode uses its electric motors to drive the wheels all the time, sometimes in conjunction with the gasoline engine.

Advanced propulsion plans

Here are BMW’s plans for advanced-propulsion vehicles. The online guide examines 14 automakers’ plans.

BMW: The German automaker’s Mini brand is leasing 500 Mini E battery-powered electric cars to consumers now. This is an electric car that must be plugged in at night to recharge the lithium ion batteries. The test could lead to limited production in about 2011.

BMW plans to introduce the X6 crossover with a Two-Mode hybrid powertrain in late 2009 or early 2010. This will be a gasoline-powered hybrid that uses the Two Mode transmission developed by BMW, Chrysler, Daimler and GM. In this application, the Two Mode transmission is a four-speed rear-drive system that delivers the benefits of electric-assist hybrid propulsion in both city and highway driving and also can tow heavy loads.

On European vehicles, various BMWs are equipped with a stop-start system that uses lithium ion batteries.

BMW also is testing a fleet of 7-series sedans with an internal combustion engine that burns either gasoline or liquid hydrogen.