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PHEV Minivan: 2017 Chrysler Pacifica Hybrid

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The industry’s first-ever hybrid minivan has arrived.

2017 Chrysler Pacifica Hybrid
The all-new Chrysler Pacifica is now joined by a plug-in hybrid available in two trims:
Premium and Platinum.

Chrysler arrived late to the hybrid game releasing 2009 MY Dodge Durango Hybrid and Chrysler Aspen Hybrid models in the summer of 2008. Sharing the two-mode hybrid system developed jointly with GM, BMW, and Mercedes-Benz, the Chrysler duo were discontinued a few months later as Chrysler’s survival was in doubt.

But Chrysler was far from done with vehicle electrification, an important way for manufacturers to meet ever-rising fuel economy requirements. Models such as the all-electric Fiat 500e were developed for California, but as for the type of model with potentially wider appeal — a hybrid — nothing followed. Until now.

Introducing the 2017 Chrysler Pacifica Hybrid

The 2017 Chrysler Pacifica Hybrid puts Fiat Chrysler back in the electrification limelight and does so in a significant way. This is no ordinary hybrid either. Instead, Chrysler went directly to a plug-in version, skipping the standard hybrid completely. Therefore, when you read “Chrysler Pacifica Hybrid” this actually means “Chrysler Pacifica Plug-In Hybrid.”

The Pacific Hybrid hit the market nearly a year after the all-new Pacifica arrived, replacing the previous Chrysler Town & Country. Both the Pacifica and Pacifica Hybrid are 2017 MY vehicles, despite the late start for the hybrid. Yes, the Dodge Grand Caravan is still being produced, but it is based on the previous generation minivan. The Pacifica/Pacifica Hybrid represent today’s engineering and technology — the here and now.

2017 Chrysler Pacifica Hybrid

Hybrid Energy Drive

The two models are powered by a 3.6-liter V6 engine with the hybrid operating on the more efficient Atkinson cycle. An electrically variable transmission works in tandem with a pair of electric motors to send power to turn the front wheels; one of the motors does double duty as a generator. Electricity is stored in a lithium-ion battery pack located under the second-row seats and is tapped at various times in the drive cycle.

The advantage of a plug-in hybrid over a standard hybrid is electric-only range, something the former provides, but the latter doesn’t except in short spurts, typically of up to one mile. And not all hybrids can do much more than an electric-only crawl around the lot as you look for a parking space.

Chrysler says the Pacific Hybrid has a 33-mile electric-only range when the minivan is fully charged. But that range isn’t precise — certain variables such as air temperature can weigh in. I was able to charge the vehicle several times — all but once at public charging stations — and the feedback listed on the dashboard showed range times of 37, 40, 37, and 35 miles. The lower number was reached when daytime temperatures at the end of my week stayed below 50 degrees or about 30 degrees lower than when I started.

It soon became a game to see how far I could drive without the engine kicking in. Like other PHEVs, the engine doesn’t wait until electricity has been depleted to activate. Under hard acceleration and whenever extra power is needed, the V6 comes alive and works concurrently with the motors to move the minivan. When the extra power isn’t needed, the engine shuts off — as long as there is juice left in the batteries.

2017 Chrysler Pacifica Hybrid

A Matter of Style

Unlike some hybrid versions of standard models, the Pacifica Hybrid looks nearly identical to the gas model. The chief differences include the charging port located between the front left wheel and the roof pillar as well as hybrid badging placed here and there. You’ll find some color differences too — mine came in a handsome silver teal.

Inside, floor mats with “hybrid” spelled out are evident too. And the instrument panel has its own information about charging and energy use. At the top of the dashboard you’ll find a four-light arrangement — the more lights activated when charging, the closer you are to a full charge.

You’ll find room for seven inside the Pacifica Hybrid — the gas model offers room for eight or seven. The difference here is that Chrysler offers second-row captain’s chairs for two and doesn’t make the three-row bench seat available. The reason is simple: the Chrysler second- and third-row seats folds into the floor in the gasoline model, but only the third-row seat does that in the hybrid. For beneath the floor in the second row is where Chrysler stores the battery pack — that seat storage area has been repurposed for hybrid means.

As for the cabin in its entirety, the hybrid offers excellent room all around and supplies numerous cup and drink holders, cubbies, and other storage areas to go with it. A long list of standard features include keyless entry with push-button start, power-sliding side doors, full power accessories, multi-zone climate control, and second-row sunshades. A panoramic sunshade is available ($1,795).

2017 Chrysler Pacifica Hybrid

Safety and Technology

In all things crashworthiness, the 2017 Chrysler Pacifica Hybrid claims the highest marks from the Insurance Institute for Highway Safety (IIHS) and the National Highway Traffic Safety Administration (NHTSA). The IIHS awarded the Pacifica Hybrid a Top Safety Pick+ rating, while the NHTSA assigned a 5-star rating to the minivan.

Looking beyond the expected assembly of seat belts, traction and stability control, crumple zones, and electronic brake force distribution, the hybrid offers more than 100 standard and available safety features. Lane departure warning, lane keep assist, front and rear park assist, a rearview camera, and adaptive cruise control are also included or available.

A UConnect infotainment system with an 8.4-inch screen and available navigation headline the tech items. You’ll also get an assortment of apps, USB and auxiliary audio ports, satellite radio, and HD radio. A six-speaker audio system is standard.

2017 Chrysler Pacifica Hybrid

Price Comparisons, Tax Credits

At first glance, there is a huge price difference between base minivan models. The 2017 Pacific starts at $28,595 (plus $995 destination) and the Pacifica Hybrid begins at $41,995 (plus $1,095 destination).That’s a difference of $13,400, but it doesn’t explain what you’re getting for the money.

What you have here is a hybrid that comes better equipped than any of the lower grades of the gas model. For example, the Hybrid Premium edition ($41,995) is priced $4,100 more than the Touring L Plus, while the Hybrid Platinum costs $2,500 more than the Limited.

Those are the price points you’ll want to compare, but consider this: the hybrids are eligible for a $7,500 federal tax credit in addition to whatever state and local incentives apply. Straight away your net costs come in lower for the hybrid and for families who wanted well-equipped models in the first place, here you go.

2017 Chrysler Pacifica Hybrid

Parting Thoughts

Chrysler already raised the bar among minivans when the gasoline Pacifica rolled out in spring 2016. The hybrid places a bow on top of this model and flexes Fiat Chrysler’s green credentials. With 32 mpg fuel economy (22 mpg for the gas model), the Pacifica Hybrid is as efficient as a compact car.

You can expect other FCA models to get the PHEV treatment too, perhaps the Jeep Grand Cherokee, Dodge Durango or both.

You’ll want to compare this minivan with the Toyota Sienna, Honda Odyssey, Kia Sedona, and the Nissan Quest, before quickly realize that there’s nothing like the Pacifica Hybrid available. That seems surprising given Toyota’s dominance of the hybrid market, but the Sienna — unlike the similar-sized Highlander SUV — is absent one. Advantage Chrysler.

2017 Chrysler Pacifica Hybrid
2017 Chrysler Pacifica Hybrid
2017 Chrysler Pacifica Hybrid
2017 Chrysler Pacifica Hybrid

2017 Chrysler Pacifica Hybrid photos copyright Auto Trends Magazine. All rights reserved.

Driving Green With the All-New 2016 Toyota Prius

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Toyota’s popular Prius is all-new, more efficient, and offers improved handling.

2016 Toyota Prius Four

Needing no introduction, the Toyota Prius is the world’s best-selling hybrid electric vehicle, with nearly 6 million units sold since it was introduced in 1997. The US market didn’t receive the first-generation Prius until late 1999, but American consumers have been the recipient of every new model since.

The fourth-generation Prius was launched for the 2016 model year and its release comes as hybrid sales are down sharply everywhere. Even with a new model, Prius sales are down 15 percent through the first six months of the year in a market that’s up a modest 1.4 percent.

Credit $2 per gallon gasoline for hammering sales. But don’t feel sorry for Toyota — the RAV4 is now the best-selling SUV in America and the midsize Camry sedan continues to outsell all other challengers year in and year out.

Redesigned 2016 Toyota Prius

So, why launch a new model when sales have been dropping consistently over the past few years? For two reasons:

1), it was time for a new model. The previous generation had reached the end of its six-year life cycle, thus the timing was perfect. You don’t stay with an older design when consumers are looking for something new.

2), Fuel prices are never stable. Gasoline may be relatively cheap right now, but that’s likely to change. Although supply currently outstrips demand, just one global crisis can quickly change that. Besides the Prius family — composed of the standard hatchback plus three other models — Toyota has four other hybrid models for your consideration. When demand changes, Toyota will be ready.

For the current Prius, Toyota went with an even more polarizing design than ever before. The new Prius is closer in looks to the all-electric Mirai, a design theme you certainly won’t soon forget.

Is the look provocative? You bet! My wife says it is “cute,” while my car critic neighbor walked around the Prius, then said, “this is the ugliest vehicle I have ever seen!” After a week of driving, I can tell you I had my share of “was is that?” stares.

Fourth-Generation Toyota Prius

The all-new Prius is slightly longer and wider than the previous model and sits closer to the ground. As before, it is a front-wheel drive model with room for five.

The Prius’ front fascia is marked by a “smile” upper grille offset by triangular-like headlamp assemblies with an even larger lower grille opening present. The headlamps flow downward to large embrasures serving little more than a styling statement.

As for the rest of the exterior, it may seem as if the Prius’ designers took a design knife and “had at it.” Sharp cuts and curves are nearly everywhere running across the hood in two directions, along the profile, and all across the rear fascia. “Emotive” must have been the rallying cry in the Toyota design studios tasked with developing this model — although some may contend is the result of a knife fight that ended badly.

The Prius’ profile is an intriguing design featuring a sloping roof line, a rising belt line, and generous amounts of body sculpting. Alloy wheels (15 or 17 inches) are standard across the model line and are shod within low-rolling resistance tires. At the rear, similar provocative combination lights run from the mid portion of the lift gate and down its sides. As before, the lift gate is split by a built-in spoiler.

Regardless of whether you love or hate the design — is there a middle ground? — the hybrid’s visage is at once futuristic as it is athletic.

Updated Interior Design

Inside, the design drama continues, although the look isn’t entirely unfamiliar to Prius proponents.

As before, the instrument panel sits in the middle of the dashboard, stretching from the middle of both front seats. The unusual placement means the front and rear-seated passengers see what the driver sees, part of a Toyota initiative to engage everyone in green driving and thinking. The digital display numbers are large and bright — the better to see what mode you’re operating in and your fuel economy. As for controlling the unit, buttons affixed to the steering wheel handle that. In any case, the car coaches you to improve your fuel economy, offering suggestions such as “try lowering your climate setting.” Nah! When the outside temperature is 95 degrees, there is no way I’m about to sacrifice my interior comfort for a measly 0.5-gallon uptick in fuel economy.

The Prius’ center console is surrounded by black plastic material that also runs across the lower dash. A 6.1-inch display in base models becomes a 7-inch display elsewhere with electronic “tap” buttons on either side. What’s cool here is the system’s voice recognition capability — controlled by a switch mounted on the steering wheel, you can train the system to recognize your voice by completing the voice training. In any case, you can ask the system questions such as “get forecast” or “play a song” or “take me home” and more. Kudos to Toyota — no lessons were required on my part as the system understood my commands.

At the base of the center console is an odd-looking square knob fixed to a small stalk. That’s the transmission shifter, allowing you to switch to drive, neutral or rear positions. To place the Prius in park, you’ll press the “P” button to the left of the shifter. To the right of the shifter are drive mode buttons — press EV mode when you’re gliding around the lot looking for a place to park.

Toyota has a Qi-backed smartphone charger, an integral part of the compartment tub dividing the front seats. Lay your phone on top of the charger, activate the switch, and your phone should recharge. The system didn’t work for me and a Toyota spokesperson explained why — my particular iPhone needed an aluminum attachment to work. I wasn’t about to bother with acquiring one, so I connected to a USB port located next to a 12-volt/120-watt outlet behind the two cup holders and in front of the armrest/covered storage compartment.

The Prius’ interior is marked by curves, cuts, and indentations, paralleling the exterior design. All across the dashboard, between the seats, on the door panels, and pushing to the rear of the car evidence of the “knife fight” is apparent. The controls are ergonomically placed and even the vents and door handle inlays are fashioned to advance a curvilinear theme.

Storage and Green Credentials

As for storage, you get a deep glove box, the front armrest/covered storage area, and in-door pockets. All four doors come with drink holders; there are four cup holders present too, including a pair located in the middle seat position armrest on the rear bench seat. Cargo volume measures 24.6 cubic feet in base models and 27.4 cubic feet in other models. A split-folding rear seat expands storage capacity with the hybrid battery offering zero interference there.

In keeping with its green credentials, Toyota offers leather-like SofTex material across the Prius model line. It has the look and feel of leather, but no animals were harmed or killed in the manufacturing process. The material is easy to wash, durable, and feels like the real thing.

Hybrid Drivetrain and Performance

All 2016 Prius models are powered by a 1.8-liter, four-cylinder engine running on the efficient Atkinson cycle. An electric motor powers the front wheels, sourcing its energy from the gasoline engine or the battery pack, sometimes concurrently.

Regenerative braking sends energy to the battery pack as well. An electronically controlled continuously variable transmission is also at work.

The 2016 Prius comes with either lithium-ion or nickel-metal hydride hybrid batteries. The lithium battery is the smaller of the two and is found in higher trim level models, enabling Toyota to stuff more equipment into these vehicles without losing fuel economy. That’s why a Prius Two Eco is EPA-rated at 58 mpg in the city and 53 mpg on the highway for a combined 56 mpg. All other models are EPA-rated at 54 mpg in the city and 50 mpg on the highway for a combined 52 mpg. As for me, I averaged 49.3 mpg, reflecting my penchant for flooring it from time to time.

As for road manners, the Prius’ new double-wishbone independent rear suspension is a welcome feature. Handling, control, and riding comfort all benefit, with new trailing-arm bushings tuned to minimize road shock.

Thus, Prius driving can range from mild to almost wild, with more languid driving ideal for hyper-milers and spirited driving for people whose style might lean toward the Toyota 86. For one night-time excursion, I took the Prius on my favorite 24-mile twisty route to put it through the paces. The low rolling resistance tires offered little grip, but that was okay as I pushed the hybrid into every bend choosing to slow down naturally more than relying on the brakes. I can’t give you the front to rear weight distribution percentages, but I can tell you that by relocating the battery pack beneath the rear seat instead of behind it not only increased storage capacity, but it provides a more balanced model. I dare you: take the Prius out and have at it — you may find that it handles quite well.

On the safety front, the 2016 Prius offers the expected aids. Toyota now offers Toyota Safety Sense-P (TSS-P) on the Prius Three level on up, composed of a pre-collision system with pedestrian detection, lane departure alert with steering assist, auto high beams, and full-speed dynamic radar cruise control. These features put the Prius on the leading-edge of safety technologies, by incorporating semi-autonomous features.

Keep These Points in Mind

There are a few demerits of note worth discussing. For one, the front visors get the job done when you’re driving directly into the sun. But if the sun is on either side of the vehicle, you’ll discover that the visors do not extend nor do they come with extenders. For sensitive eyes such as mine, this was a valid problem.

Toyota also includes a number of warnings when you close in on an object. I didn’t mind them, but what I did mind was the commercial truck-like back up beeper that sounds off every time you shift into rear gear. I believe safety-conscious Toyota went overboard here, but there is a fix — the next time you take your Prius to the dealer, ask to have it disabled. As for the spare tire, you won’t find one. Instead, a repair kit is present in an effort to help keep this vehicle’s weight down. Repair kits do nothing for you if you have a blowout, so consider investing in a spare if the thought of waiting for roadside assistance for hours while parked on a desolate road or when trapped in a scary neighborhood doesn’t appeal to you.

Prices, Packages and It’s a Wrap

The 2016 Toyota Prius is available in six trim levels — Two ($24,200), Two Eco ($24,700), Three ($26,250), Three Touring ($28,100), Four ($28,650), and Four Touring ($30,000) editions. The tested Four Touring model came with all the bells and whistles, including a $1,705 premium convenience package (HDD navigation, JBL audio system, and advanced safety features), and a $598 paint protection film package.

Add in various accessories, such as a dual USB power port rear seat charge station ($119), a LED illumination package ($349), and the special blizzard pearl paint scheme ($395), and your final price may push into the mid-$30K range. But prices are negotiable and with hybrid demand down, you can land a better deal.

The 2016 Prius is the first model based on Toyota’s New Global Architecture or TNGA. Prius enthusiasts will likely gravitate to the new one, finding the design changes a people pleaser and the fuel economy improvements a welcome change. For consumers unable to justify the added expense of a hybrid, models such as the Corolla, Camry, and RAV4 are also worth your consideration — segment leaders with the value proposition, design, and reliability Toyota shoppers can count on.

2016 Toyota Prius Four

  • Sticker price from $28,650
  • Price as tested: NR
  • Seats 5
  • 95 horsepower @ 5,200 RPM
  • 121 net system horsepower
  • 105 foot-pounds of torque @ 3,600 RPM
  • 3.17 inches bore by 3.48 inches stroke
  • Engine compression ratio: 13.0-to-1
  • Hybrid battery pack with three electric motors
  • Continuously variable transmission
  • Wheelbase: 106.3 inches
  • Length: 178.7 inches
  • Width: 69.3 inches
  • Height: 58.1 inches
  • Passenger volume: 93.1 cubic feet
  • Storage volume: 27.4 cubic feet
  • Towing capacity: Not recommended
  • EPA: 54 mpg city, 50 mpg highway
  • Regular grade gasolinel
  • Fuel tank: 11.3 gallons
  • Curb weight: From 3,050 pounds
  • IIHS safety rating: Top Safety Pick+
  • Limited vehicle warranty: 3 years/36,000 miles
  • Powertrain warranty: 5 years/60,000 miles
  • Corrosion warranty: 5 years/unlimited miles
  • Hybrid warranty: 8 years/100,000 miles
  • Vehicle assembly: Aichi, Japan

See Also — Substantial Luxe: 2016 Cadillac Escalade Platinum 4×4

2016 Toyota Prius Four photos copyright Auto Trends Magazine.

The Second Chance Chevrolet Volt

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Slow selling models rarely are given a second chance. When an automotive manufacturer has a dud on its hands, it usually cuts its losses and moves on to something else.

2016 Chevrolet Volt

Well, the Chevrolet Volt is not a dud, but it is a slow seller. At least compared to when GM’s initial sales projections were made. Volt sales never reached the 50,000 per year plateau GM set early on and this year the 2+2 plug-in front-wheel-drive electric vehicle is facing a 15 percent drop in sales over last year. Through October 2014, just 15,979 of its PHEVs have been sold and unless Chevrolet comes up with big incentives, the Volt will struggle to hit the 20,000 unit plateau.

GM isn’t giving up on the Volt nor on its technology. In many ways, it is still a ground-breaking model, but in these days of declining gas prices, much more efficient gasoline-powered cars, and decent in-house competition from the Chevrolet Cruze, Volt sales have struggled. At some point in 2015 the next generation Chevrolet Volt will be released, giving this model a rare second chance to win new customers.

2015 Chevrolet Volt.
2015 Chevrolet Volt. A new model will soon arrive.

Voltec Platform

GM has too much invested in its Voltec platform to simply give up. It is also politically expedient for the automaker to press forward — these days the powers that be are pushing vehicle electrification even as consumer interest is tepid at best. It is up to GM to find ways to sell the Volt, the Cadillac ELR and any other models it may yet develop based on that platform.

What we know about the next generation Volt has gradually filtered its way to the media. Unlike some models that are super secret, GM understands that having an ally in the press can help its cause in telling the Volt’s story. It is a tricky relationship — not all reporters are supporters and the ones that realize that Volt expectations must be managed.

The last thing the public wants to hear is a glowing report without substance. They’re also mindful that buying a Volt may never pay off, even with a $7,500 federal tax credit and other incentives.

About the Second Generation Volt

Now about the new model. Early on, reports had the Chevrolet Volt outfitted with a new, smaller gasoline engine or generator, to improve its overall mileage and to extend its range. That’s not going to happen or at least not that way.

Instead, GM will replace the 1.4-liter four-cylinder with one displacing at 1.5 liters. Not a big move up, but a significant one as it will give this model a slight power boost and improve its overall fuel economy.

The 1.5 liter motor is also part of a new engine family, one that will be composed of naturally-aspirated and turbocharged versions. You’ll see the engine in the Chevrolet Cruze and likely in the Buick Encore and other small GM models.

Extend That Range

One of the drawbacks for any PHEV is its electric range. The current model travels no more than 35 miles before the range extending generator kicks in. When active, the generator creates electricity and sends it to the electric motor to turn the front wheels. Thus, vehicle electrification is always “on” even if the engine is theoretically doing the work.

The new model should see that range extended, with 50 miles the expected result. Revised lithium-ion batteries should store about 20 percent more electricity and come in 12 percent more efficient than the current battery system according to Edmunds.

Other efficiencies will be gained by replacing the single electric motor with dual electric motors and using a lighter weight battery and drivetrain, what should knock 130 pounds off its current weight.

Importantly, GM’s engineers have promised that the second generation Chevrolet Volt will take regular grade gasoline. The current version requires premium grade gasoline, essentially adding 40 cents or more per gallon to the cost. Volt owners are already paying more for the vehicle; the premium surcharge hasn’t helped matters.

Detroit Auto Show Debut

We’ll get our first official preview of the 2016 Chevrolet Volt at the 2015 North American International Auto Show in Detroit this January. GM will reveal many of the details associated with the new model although pricing may not be announced until closer to its release date later in the year.

See Also — GM Provides $449 Million for Next Chevrolet Volt

Photo courtesy of the General Motors Company.

Gone Green: 2014 Subaru XV Crosstrek Hybrid

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Its not easy being green.

Five Subaru models have come and gone from my driveway, weekly loaners that ranged from the very good to the outstanding. Subaru’s consistent quality, dependability, and reliability has not been lost on me nor on the many new and returning buyers who continue to drive brand sales to record levels.

2014 Subaru XV Crosstrek Hybrid
2014 Subaru XV Crosstrek Hybrid.

First-Ever Gas-Electric Hybrid

In 2013, Subaru introduced the XV Crosstrek, a model that comes in slightly smaller than the Forester, but shares the Foresters $21,995 base price. Both models provide a crossover utility vehicle entry point to the Subaru brand with the larger Outback and still larger Tribeca its two other crossovers.

As Subaru’s fourth and most recent crossover, the XV Crosstrek has helped fuel the automakers growth given that 53,741 units were sold in 2013, its first full calendar year of production. This spring, a hybrid version debuts, extending the models sales possibilities further. It is Subaru’s first hybrid offering, but some improvements need to be made as its fuel economy disappoints and seating comfort falls short.

Subaru XV Crosstrek Hybrid

When it goes on sale in spring 2014, the Subaru XV Crosstrek Hybrid will be sold in standard or base ($25,995) and Hybrid Touring ($29,295) editions. The standard hybrid version carries a $4,000 price premium over the base gas model, but also includes automatic climate control, keyless entry and push button start, a leather-wrapped steering wheel, an upgraded instrument cluster and other enhancements that effectively cuts that price premium in half.

2014 Subaru XV Crosstrek Hybrid

A typical practice of car manufacturers is to deliver hybrid models with improved content over comparable base gas models, as is evident in the Subaru. But, that practice can confuse consumers who may think that they have to pay $4,000 to $5,000 more in a bid to save a few mpg and achieve a corresponding reduction in emissions. It pays to explore the available trim levels to make a realistic comparison.

Fuel Economy Falls Short

And it is a robust miles per gallon (mpg) boost that hybrids should deliver across the board, right? Well, that isn’t how it works with this Subaru. It comes in at an EPA-rated 29 mpg in the city and 33 mpg on the highway, while its gas-only counterpart is rated at 25 mpg in the city and 33 mpg on the highway. Thus, the mpg gains are realized around town only, not on the highway.

As tested, this model delivered 27 mpg across 280.1 miles of driving. For the first 140 miles that average was just 22.3 mpg until I took the Crosstrek on a non-stop, 124-minute drive that was 95 percent highway riding, covering 116 miles. That trip yielded an average 32.7 mpg or very close to the EPA stated highway mileage.

2014 Subaru XV Crosstrek Hybrid

Certainly, cold weather affected fuel mileage earlier in the week (temperatures in the 20s to 40s) with the Fahrenheit hitting 55 degrees as I completed my extended drive time. All hybrid models are impacted by weather conditions and will at times deliver less than stellar fuel economy just count on that.

Hybrid Drivetrain System

Subaru’s hybrid system marries its 2.0-liter boxer four cylinder engine with a continuously variable automatic transmission, integrating the latter with an electric motor. The gasoline engine is the same one used in the BRZ where its dual active valve control enhancement produces 200 horsepower. That feature is not part of the hybrids makeup, thus you get a maximum 160-hp with this Crosstrek.

Step on the accelerator and away you go. Power is sufficient, but not noteworthy. What you cant miss is the whine of the engine and the noticeable rubber band pulling effect of the CVT: very present annoyances that detract from the drive.

2014 Subaru XV Crosstrek Hybrid

Ground clearance comes in at 8.7 inches, matching the Forester and the gas-powered Crosstrek. You get the familiar symmetrical all-wheel drive system, what delivers a sure grip on wet roads. The hybrid stays true to other Subaru benefits including very good steering and braking. No disappointment for buyers there.

The Crosstrek offers a familiar Subaru face with its signature grille flanked by flared, projector beam automatic headlamps. Fog lights are standard as is a rear spoiler and a rear wiper/washer. This model also comes with heated side mirrors with turn signal indicators, wheel arch cladding, LED tail lights, raised roof rails, and chrome touches. Its dark-gray aluminum-alloy wheels are shod within 17-inch all-season tires.

Cabin Comfort and Features

Inside, seating is for five, but is most comfortable for four with the rear center arm rest folded down. All models are equipped with front bucket seats and a 60/40 fold flat rear seat. Heated cloth seats are standard; the Hybrid Touring edition gets leather-appointed seating.

The drivers seat offers 6-way manual control. I found that seat uncomfortable most of the time and tolerable at other times. Back support and bolstering are simply not sufficient. Can you say, lower back pain? My family also aired their complaints about the back seat, describing the seats as hard and not comfortable. Uncomfortable seats alone are enough to redirect my attention to a different model such as the Subaru Forester.

2014 Subaru XV Crosstrek Hybrid

The instrument panel features speedometer and odometer analog displays with a bright blue background. In the center of the panel is a drivers information center featuring a fuel read out and other details. Centered on top of the dashboard is a nifty digital screen that displays climate information, current time, and overall mpg. It also provides trip information including elapsed time, miles driven, and average mpg. It automatically resets every time you stop the vehicle.

Subaru’s First Hybrid Electric Vehicle

View manufacturer details and pricing

Soft touch materials, textured plastic and brightwork trim are found throughout the cabin. This model offers eight drink holders: beverage holders are found in all four door pockets and cup holders are located in the front center console and in the rear drop down arm rest.

There is a sufficient number of storage compartments inside of the cabin. The two grocery bag hooks and four tie-downs in the rear storage compartment are a nice feature.

The heated seats were also a welcome feature, offering two-level temperature settings (low/high), taking the edge off of the hard seats. Subaru equips the XV Crosstrek Hybrid with a 6-speaker audio system, but there is no SiriusXM satellite radio at this price point. Yes, thats what tuning to local stations is like I had nearly forgotten.

To get an enhanced audio system with iTunes tagging and HD radio youll need to choose the Hybrid Touring edition. With the top-end model you also get a navigation system.

Subaru, But Not This One

Though the 2014 Subaru XV Crosstrek Hybrid fell short of my personal expectations, it did nothing to diminish my overall positive perceptions of the brand. Given that it is Subaru’s first attempt to produce a gas electric hybrid, improvements will come and make this model more competitive.

I would also like to see Subaru engineers recalibrate the automatic stop/start feature so that it does not kick in so quickly. As currently engineered, it cuts the engine off nearly the moment you come to a stop even as you enter an intersection and pause to make a left turn. A five-second longer delay would eliminate that sensation with little effect on fuel mileage.

2014 Subaru XV Crosstrek Hybrid

  • Sticker price from $25,995
  • Price as tested: $26,820
  • Seats 5 occupants
  • 2.0-liter 16-valve four cylinder boxer engine
  • Maximum 160 horsepower (148 gas engine)
  • Maximum 163 foot-pounds of torque (145 gas engine)
  • 3.31 inches bore by 3.54 inches stroke
  • Engine compression ratio: 10.8-to-1
  • Continuously variable automatic transmission
  • Lithium-ion battery pack
  • Electric motor: 13.4 hp; 48 lb.-ft. torque
  • Hybrid battery: 13.5kW, 100.8V nickel-metal-hydride
  • Wheelbase: 103.7 inches
  • Length: 175.2 inches
  • Width: 70.1 inches
  • Height: 63.6 inches
  • Passenger volume: 97.5 cubic feet
  • Storage volume: 21.5/50.2 cubic feet
  • Towing capacity: N/R
  • EPA: 29 mpg city, 33 mpg highway
  • Regular grade gasoline
  • Fuel tank: 13.7 gallons
  • Curb weight: From 3,451 pounds
  • Vehicle assembly: Japan

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Subaru BRZ: Lets Drift!

2014 Subaru XV Crosstrek Hybrid photos copyright Auto Trends Magazine. All rights reserved.

Product Review: Dyson DC31

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This handheld cleaner gets the job done.

I was given the chance to review a new handheld vacuum cleaner this month, jumping on the opportunity when I learned that the product was cordless and made by Dyson. Dyson is a manufacturer of household vacuum products, known for their chic design, suction ability, portability and premium price.

The product I was given, a Dyson DC31, is the subject of this review. And, no, this isn’t a paid endorsement–my findings are my own.

What is it: The Dyson DC31 is a sophisticated three-pound cleaning machine. About the only thing it has in common with other handhelds is its size and type of battery used. Powered by a rechargeable 22.2 volt lithium-ion battery, the DC31 maintains its suction power until it runs out of juice.

Who makes it: Dyson, the maker of vacuums and similar innovative products, has designed the DC31. James Dyson is a British engineer who invented the first bagless vacuums in the late 1970s which employed “cyclonic separation” to extract dirt. A variation of that technology is evident in the Dyson DC31.

How it works: It’s magic! Seriously, the Dyson DC31’s digital motor utilizes a compressor fan and neodymium magnet, rotating at 104,000 revolutions per minute. On a regular setting the DC31 operates for 10 minutes; for tougher assignments you can choose a high power setting which will give you six minutes of operating time.

Where I used it: Two very dirty cars of mine needed a thorough vacuuming, long neglected projects I must admit. I had to recharge the battery three times over three days to complete the work as both cabins had more stuff in, on and around the surfaces than I care to admit. With each use I chose the higher setting in order to pick up every piece of dirt, wrapper and other debris on, under and between the seats. At all times the suction was strong and consistent; the handy brush and crevice tools made sure that I vacuumed up everything. Spotless!

Why this product? Dyson products are expensive, but for good reason. You get a quality product with a solid plastic container, accessory tools, a reusable filter, easy to clean out debris bin and a two-year warranty on parts and labor. Priced from $219, the Dyson DC31 is at the top end of the handheld vacuum spectrum. For $50 more you can get a handheld version called the DC31 Animal — that model includes a motorized brush bar, ideal for cleaning up in homes where an animal is present.

The bottomline: The Dyson price will be beyond what some consider worthy of a handheld vacuum, but that is to be expected. Price considerations aside, this device lives up to everything that it says it can do. Under normal conditions I’d be able to quickly vacuum out both cars on one charge, but accumulate a little extra dirt and you’ll have to wait the 3.5 hours for a full recharge.  No cords and belts to deal with and a reusable filter make this product worthy of your consideration.

See Also — Product Review: Cyntur JumperPack Mini