Steady State Speed vs Fuel Economy results

Hi All:

The 30/39 mpgUS city/highway rated 2017 Honda Civic Sport Hatch with the direct injected and turbo charged 1.5L I4 mated to the MT buried its EPA highway ratings just as the Sport Touring with the 1.5T and CVT did just over a week ago.

The steady state(s) were undertaken just after midnight this morning with temperatures ranging from 62 to 63 degrees F. Winds were calm during the northbound and southbound measured segments.

2017 Honda Civic Sport Hatch with the MT


Just minutes before embarking on data collection early this morning.​

The 39 mpg EPA highway crossover occurred at a calculated 73.04 mph. Considering the Sport MTs trace at 67.5 mph (see below), the 30/39 mpg city/highway Civic Sport Hatch should be rated at 44 mpg highway. 180 hp on tap and a 44 mpg highway rated Hot Hatch? Wow. I continued to use Carcus' three tank .9915* aFCD from his own Civic Sedan with the 1.5T for the calibration because of the capless refueling system in all the 10th gen Civics.

The indicated speeds of 50 through 70 mph were 1.0 mph over the actual speed at 50 and 55 mph and 1.5 mph over at 60, 65 and 70 mph per the Garmin.

RPM at 60 mph indicated 2,280 vs. the calculated 2,236.

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The competitive speed vs FE graph with the MT vs. CVT in the Sport and Sport Touring trim hatch is again telling. Both EPA crossovers were calculated at 73.04 for the MT and 73.55 for the CVT. While the 3 mpg EPA highway boost would be more along the lines of 2 mpg for the average consumer, it goes to show how efficient the 1.5-T really is. Remember both Sport Hatch’s are shod with fuel robbing P235/40R18 Conti Pro Contacts which by themselves probably pull the Civic Hatch down 2 mpg on the highway.

Wayne

 

Hi Jay:

Thanks.

Wayne

 

Hi All:

This RAM 2500 with the Cummins vs 6.4L Hemi competitive comparison is eye opening. I still wonder if the 3.73 with the 6.4L Hemi would have helped some? At idle, the Cummins consumes about 1.2 the amount of fuel as the gas engine so in the city, the end users results are probably even more stark.

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I spoke with the RAM PR lead this week and he said the Cummins is chosen about 90 percent of the time in the 1-Ton 3500 and approximately 75 percent in the 3/4-Ton 2500. The HD RAM Truck buyer gets it.

Wayne

 

Hi All:

This one was a SOB to tackle given the widely variable SoC swings as expected.

The 55/54 mpgUS city/highway rated 2017 Hyundai Ioniq Limited is hanging on the edge of its EPA highway rating. I was concerned about this from our first drive at the short lead a few months back. The 55/54 mpgUS city/highway rated SEL uses the same tires and wheels as the 58/59 mpg city/highway rated Ioniq in Blue trim plus ~ 50 lbs. The Limited is shod with 17” alloys and tires yet is rated the same as the SEL. I was guessing that the Limited is going to come in about 2 to 3 mpg short of its 54 mpg highway rating due to the larger, heavier wheels.

The steady state(s) were undertaken just after midnight this morning with temperatures ranging from 59 to 61 degrees F. Winds were ~ 5 mph out of the WSW during the northbound and southbound measured segments.

The Ioniq’s SoC swing was as much as 4-bars from the beginning of an individual run to the end of the same at a given speed so I calculated the NB and SB actual results by adding or subtracting +/- 3.0 for each SoC pip up or down from the initial SoC at the flying aFCD reset start and the flying finish where the results were recorded at 50 mph.

I used +/- 2.5 for each SoC pip between start and finish at 55 mph, +/- 2.0 at 60 mph, +/- 1.75 at 65 mph, and +/- 1.5 at 70 mph. SoC pips mean less at higher speeds given the shorter distance traveled with each pip consumed. It is a true guestimate but one I suspect is within +/- 2.5 percent up or down from the results posted in the graph below.

The Limited’s 1.008 aFCD offset was calculated from the Road America to IL/WI border drive last week revealing an actual 87.9 vs. 87.2 mpg indicated.

2017 Hyundai Ioniq Limited


A quick trip to a Best Buy in Milwaukee to pick up a new Laptop yesterday afternoon.​

The 54 mpg EPA highway crossover occurred at a calculated 65.4 mph. Considering the Ioniq Limited’s trace 67.5 mph (see below), the rating should be 52 mpg highway.

The indicated speeds showed 1.0 mph over the actual speed at 50 and 55 mph and dead on from 60 to 70 mph per the Garmin.

2017 Hyundai Ioniq Limited Speed vs FE

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I am going to guess the Ioniq SEL will come in more along the lines of 56 to 57 mpg at 67.5 mph – 2 to 3 mpg above its EPA highway rating, and the Blue Trim at 56.5 and 57.5 mpg – 1 to 2 mpg below its EPA highway rating, at 67.5 mph. Both are rough estimates at this point as I have not driven either on other than rain soaked roads and/or in heavy traffic for much shorter distances at the short lead.

If only I could see a percentage of SoC with a late model SG-II to tighten up the uncertainly I built into the graph above…

Wayne

 

Edwin, then they don't need to be a passenger in Wayne's vehicles.

 

Hi Charlie:

Here she is in the back of the Ioniq.

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Wayne

 

Hi All:

We have covered the big picture overviews of the Ioniqs with their three very unique drivetrains, the first drive at the short lead, and described 500 miles of wheel time within the 2017 Hyundai Ioniq HEV Available Now, BEV in April, and PHEV This Fall story.

This week's ride is the Ioniq Limited with the Ultimate pkg. and it is time to describe the Electrics efficiency in detail.

150/122/136 MPGe and 124 mile rated 2017 Hyundai Ioniq Electric Limited

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The Speed vs Energy Efficiency graph generated from the 88 kW/118 hp and 28.1 kWh Li-Ion traction battery equipped 2017 Hyundai Ioniq Electric Limited ($32,500 + $835 D&H) is a bit unusual. The Hyundai Specs state it is a 28.0 kWh pack while the EPA is stating (360 V x 78 AH) 28.1 kWh.

Showing off its attractive profile with a Lake Michigan backdrop.​

The 25 kWh/100 mi or 4 mi/kWh combined EPA rating of the 2017 Hyundai Ioniq Electric is a bit misconstrued here as the 150/122/136 MPGe rating does not include an Electric only EPA highway rating. With most electrics, the highway efficiency drops significantly from its city rating as indicated by the MPGe result so a combined rating would normally indicate lower highway results. In the case of the 2017 Hyundai Ioniq Electric, it performed very well through the averaged 70 mph NB and SB measured runs.

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The steady state(s) were undertaken just after midnight on Monday morning with temperatures ranging from 63 to 66 degrees F. Winds were 0 to 5 mph out of the W during the northbound and southbound measured segments.

I did not have a Kill-A-Watt meter to come up with the full aECD vs Actual offset unfortunately. The Odometer offset is (1.0142*Trip Odometer) = Actual distance traveled.

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Regarding charging, it takes a while to fill the 28 kWh pack on a Level1 of course. From 20 percent to 100 percent took 20-hours and 42 minutes vs the 20-hours and 40-min estimated. Excellent estimate in fact. On a 6kW Level2 through the included 6.6 kW charger, just over 4.5 hours should see a complete charge from flat.

04:15 AM to 12:57 AM the following day. Charging cord display taken about 30-minutes before completion.​

The charging cord has an LCD display that indicates a SoC level just as the 3 blinking lights on the dash do while the car is shut down. Booted up, the central display indicates actual SoC in 1 percent increments and estimated range to MT.

The four levels of regen control via the paddle shifters is kind of screwy. You can use them to slow at various strengths but it is not going to stop as below approximately 5 mph, regen releases. Using paddles instead of your foot is ... well, not exactly intuitive but you will learn it quickly. I liked the no regen selection for an almost pure glide and only evoked regen when I hit the brake pedal.

Under the hood.​

Moving inside, it is a very plain interior design as described previously. The Ultimate Pkg ($3,500) spruces it up with the addition of steerable HIDs, NAVI, power roof, Auto Emergency Braking (AEB), Lane Departure Warning (LDW), Qi charger, and LED interior lighting.

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It is really quiet. There is good pickup to about 35 mph but it falls off from 35 to 70. It includes the excellent std. Elantra/Ioniq seating ergonomics, and chassis dynamics is firmly planted between the Leaf on the bottom and e-Golf on the top.

Having to purchase the Ultimate to get AEB and LDW but no LKA falls a bit short imho.

The Charging cord bag cannot fit below the storage floor which was a design mistake imho.​

I found the 23.8 cu.ft. of cargo volume just as useful as the std. Ioniq's 26.5 cu.ft. minus about 4" of floor depth.

The $36.835 as driven price even with the $10k of Fed and State Giveaways if you qualify brings the Electric down to $27,835 + Tax on the $36,835 and TL. That is a lot of $s for a car with just 124 miles of AER.

Efficient yes. Practical? For some.

Wayne

 

Hi All:

This week’s ride is the formidable 7-passenger, 18/25 mpg city/highway rated 2018 VW Atlas SE with Technology. It includes the aging but still competitive 276 hp and 266 lb.-ft. of torque naturally aspirated 3.6L V6 w/ Start/Stop mated to an all-new 8-speed AT.

2018 VW Atlas


The back with all of the chrome looks good!​

There are six standouts from my short four days with it.

Its first claim to fame is the passenger volume of 153.7 cu ft. and cargo volume of 20.6 cu ft. behind the 50-50 split third row, 55.5 cu ft. behind the 60-40 split 2nd row and a monstrous 96.8 cu ft. behind the first row with the second and third row folded flat into the floor.

The second is in a sea filled with 7-passenger SUVs, what makes the Atlas stand out on the road? The exterior character and feature lines are all close to 0-radius creases creating deep and attractive shadows along every line. Nobody except for but VW and its subsidiary Audi – BMW and MB as well, makes body panels with sharp edges and the Atlas has them in both the hood and profile. The rest of the exterior is std. fare including 18” alloys… I did notice fit and finish has improved tremendously from the prototypes we drove at the short lead a few months back.

Another standout is the headlamps. The SE Technology trim does not include steerable or Auto High Beams unfortunately but they are bright and the fog lamps are slow speed cornering lamps that light up the left or right corner edges when cornering.

The Start/Stop system is the best I have experienced in any vehicle to date. Shuts down even after short slow speed movements, is quick to restart, and is reasonably quiet. If there was one attribute that owners may find a shortfall with the system is the Hill Start Braking does not release as quickly as the transition is engaged and ready to move the Atlas.

The Radar CC is the std. VW/Audi excellent. It provides soft accels and decels and looks out over 20 degrees to each corner. The LKA system barely touches the wheel to keep the Atlas centered. Another hplus vs other OEMs more aggressive LKA systems that wait until the edge is being touched.

And finally, the warranty. The Atlas arrives with a 6 yr/72k mile bumper to bumper warranty and 3-years of road side assistance. This is a long time coming and should have been included quite some time ago.

Pricing? A full sized 7-passenger SUV with a starting price at just $30,975 incl, the $925. D&H charge means the pencils were sharpened. The FWD SE Technology we drive came in at $38,015 incl. the $925 D&H charge.

Other impressions is that the Atlas moves away from the std. VW road feel. I applaud the very light steering to handle this large SUV. Especially in tight parking lots that is almost effortless in fact.

2018 VW Atlas Interior

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Moving inside, the std. heated and longer lower seat cushions plus 10-way adjustable driver seat incl. lumbar provides the long-distance comfort we have experienced within all VWs from the Golf on up to the Atlas. The taller seating position of the SUV is ok but the B and D-pillars are thick causing some view angle constraints into the blind spots.

The sunglass holder and sun visors that extend to cover the entire side windows are always welcome. The leather wrapped 3-spoke wheel – I wish it were a four spoke unit as I cannot comfortably hold the bottom at the 6 o’clock position, and shift knob is std. VW as well. I do with the wheel was a bit softer.

The plastic A-Pillar coverings, door inserts that look good but are very “plasticy”, and the large dash with molded stitch accents appears a bit low rent for a VW. The Golf has better std. interior looks imho.

3-Zone auto climate seems to work fine but I only used the driver’s side. A/C cooled quickly and heat came up as soon as the coolant was near 120 degrees F. It happened quick as well.

Within the SE Technology Trim, RCC with Auto braking and pedestrian detection, BSM with the excellent LKA mentioned above, and rear cross traffic alert are all std. Soon this will be standard on all cars but it is nice to see this included in the SE with Technology pkg.

The power rear liftgate is also good although I wish it were a little faster opening. Proximity key is the reach into the door handle and it unlock is nice to see with many moving to the button on the handle. Remote start? I wish nobody offered this and you all know the reasons why.

2018 VW Atlas Seating


Second Row slid back.


Second Row slid forward allowing some third row seat leg and knee room.​

The second row seat slide forward and lift for access to the third row works similar to the Pathfinder’s system from back in 2014 although the third row like almost every 7-passenger SUV regardless of second row fore and aft adjustment is still tight to get into, not very comfortable while back there, and even harder to get out of. For kids under 12 maybe. For adults, it is just too tight imho. The second row on the other hand has good knee and leg room when slid back (see pics above) and tilts back for those of us that like the lean.

On the infotainment front, the 8” central display audio screen is fast and the gesture control works well. While it includes Android Auto and Apple CarPlay std. - I will use Android Auto tomorrow on the way to the airport, no embedded NAVI in a full-size SUV seems a bit cheap? I have made the same not with some of Lexus’s $40k + offerings as well so it is just a personal complaint with little merit given the well under $40k price point of this large SUV.

Audio fills the cabin well and like many VWs, a CD-Player is still included. XM and HD Radio are std. It is not the powerful Fender system however.

Now onto the aFCD Calibration Drive…

2018 VW Atlas



LAX Shell and the initial top off with aFCD, Trip and Garmin.​

Even with a 6:15 pm launch thanks to over an hour to top off, the infamous 405 sucked! 1 hour to cover the first 15-miles on this SOB!!!

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Almost 2.5 hours later and 90.2 actual miles I arrived at my hometown Shell in Carlsbad, CA.

Another hour to top off and the first measured fill was complete.​

35.8 mpg over 90.1 miles indicated was 35.6 mpg over 90.2 miles actual. I have never seen an odometer/Trip odometer that close. Ever! Great accuracy on the aFCD as well.

The 90.2 miles on2.537 gal = 35.6 mpg vs. 35.8 mpg actual for an aFCD*0.994 = Actual mpgUS. Not bad for ridiculous traffic and a very heavy 4,336 lb. 7-passenger SUV with a Cd of 0.34.

With that out of the way, let’s knock out to those Steady States.

The 18/25 mpgUS city/highway rated 2018 VW Atlas SE w/ Technology uses the aging 3.6L V6 described above. It is powerful enough to move the mass but on the efficiency front is going to cost you. Especially around town with stop light and sign to stop light and sign despite the excellent Stop/Start trying to save it.

The steady state(s) were undertaken between 12:15 AM and 02:45 AM early this morning. Temperatures ranged from 59 to 64 degrees F with calm winds for the northbound and southbound measured segments.

2018 VW Atlas with the 3.6L V6


Just minutes after the data collection early this morning. Notice the hood and roof feature lines? Best in the industry.​

The 25 mpg EPA highway crossover occurred at a calculated 70.38 mph. If we were generous, the Atlas should be provided another 1 mpg highway but in this day and age, VWs conservative rating is smart.

The indicated speeds of 50 through 70 mph matched the actual mph through the entire range from 50 to 70 mph per the Garmin.

RPM at 60 mph indicated 1,700 RPM vs. the calculated 1,643.

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While the 2018 VW Atlas SE with the Technology Pkg. is solidly rated, my recommendation is to still wait for the less expensive and hopefully more efficient 2.0L TSI. I will be driving that tomorrow and Wednesday in Denver while inside the all-new 2018 Tiguan.

Wayne

 

Hi Wayne,

OK lets go over this again and I'll save you some real time on fill ups.

As I told you before my Prius the spring disk on the fuel inlet broke and is now gone. From first click to a good fill takes less than four or five minutes.

What you need to do is make an insert to keep that metal door open. A suggestion would be to cut the end of a plastic funnel off so that only about 1/2 an inch is exposed above the opening and about an inch into the opening so about an inch and half to an inch and three quarters long in total length. You need enough of it exposed to keep it from falling into the gas tank, and second the ease of retrieving after the fill up. You might want to keep a pair needle nose plyer's handy to retrieve it, rinse with water and toss in a zip lock plastic bag.

Edit: Or you could drill a hole in the top section of the insert use a piece of twisted wire to use as a handle to pull it out. Then you wouldn't need a pair of plyers to grab it while it is submerged in gasoline.

You just hold the fuel nozzle in the cup area and let the fuel flow slowly in until it fills the cup.

After three or four times you'll get the knack for it and it will become second nature.

I can squeeze about 14 gallons into my Prius even though it has an 11.9 gallon tank.

Al

 

Hi Al:

The F-150 w/ the capless refueling system and the emergency refueling funnel still took over 5-hours. It is not the flap causing the problems, it is these damned tanks that have to many curves and bends in them. ☹

The Prius have always been 15-minures of less by comparison.

The second gen and its bladder being the outlier.

Wayne

 

Hi Wayne,

I'm going to have make an insert for the Volvo and see how much time it can save me. The Volvo takes forever to fill to the cup after the first click because of the automatic shut off on the nozzle. If you can keep the nozzle out of the fill tube it won't shut off at the first splash of gasoline hitting the automatic full shut off venturi tube.

Al

 

Hi All:

You will just have to trust my experience with hundreds of automobiles on this. If they have a flap, I can slow fill beyond. If it does not, I can faster fill but it is topping them off that takes the time. Some take as little as 15-minutes. Some take upwards of 5-hours WITH the OEM emergency refueling funnel installed in the capless refueling system to keep two flaps open. These funnels are usually located in the full sized, mini, or repair kits.

Wayne

 

Hi Wayne,

Thanks for the info I'll keep that in mind.

Al