Driving the Prius from Manila to Kalibo and back
Finally, I was able to accomplish something in my “to-do” list for the year as a motoring journalist: to drive the Toyota Prius from its natural urban habitat of Metro Manila to a point outside of Luzon. That, of course, involved taking the hybrid gasoline-electric car out of its comfort zone in the urban jungle to the edge of this island, loading it onto an inter-island ferry, then driving off into another big island, and then another.
I always did want to do that to the Prius ever since I set my eyes on it. Actually, this project is part of a bigger dream of seeing environment friendly hybrids and electric cars criss-crossing the archipelago. Imagine bringing some peace and quiet, and some clean air, back to once rustic, sleepy provinces now pressured to the fast lane by the oily cogs of commerce.
This dream would remain just a dream, however, if the government doesn’t “plug in” to electric, hybrid and alternative fuel vehicles. But our lawmakers are slowly waking up to reality. According to Vitaliano “Bobbit” Mamawal, Toyota Motor Philippines vice president for customer service operations technical department, both the Senate (via Senator Ralph Recto’s SBN 2856) and Congress are consolidating legislature to ease the economic burden of selling and buying such vehicles in the Philippines.
Long before our leaders in government took notice, however, TMP took the initiative to introduce to the local market the virtues of hybrid cars. With the Prius (which made its first commercial appearance in the Philippines in June 2009), TMP took a bold gamble, knowing fully well the as-yet untested market for alternative-fueled vehicles, and that the absence of incentives from the government all but assured a steep price tag. True enough, two years later, there are only about 70 Prius owners in the country—most of them Luzon based.
That’s a drop in the global sales bucket for the Toyota hybrid. As of mid-2011, Toyota has managed to sell over three million units of the Prius, translating to 18 million tons less of carbon dioxide emissions. The brisk sales are not just a result of buyers knowing their environmental consciences are (almost) squeaky clean when they drive a Prius; this car is no patsy in the performance department. The Prius still possesses the best power train and consistent torque in the eyes of many auto critics. The latest iteration of the Prius available in the Philippines already does away with fan belts, and uses a measly one watt of electrical power for day lighting by using light-emitting diodes (LEDs).
I have been fortunate enough to be given the opportunity to drive the Prius for a number of times in the past two years—most of them to provinces north of Luzon. Now, most recently, TMP was brave enough to allow me to take the Prius on an island-hopping adventure, from the frenetic “hala benta!” pace of office life in Makati City, Luzon Island, to the fast, festive “hala bira!” of the Aklanons in Panay Island.
Via the Strong Republic Nautical Highway, we crossed Batangas Port to Calapan, Oriental Mindoro, on a two-hour ferry. After driving for 125 kilometers on Mindoro island southwards, we again boarded a roll-on roll-off (Roro) ferry at Roxas Port for a five-hour crossing to Caticlan Pier, which was just 15 minutes via pump boat to Boracay Island and 60 km to Kalibo, Aklan Province.
At Kalibo, we encountered a lucky bonus: two Ati-Atihan tribes, in full regalia and black skin paint, warming up for their January showdowns, which gamely posed (and danced) beside the Prius. These two tribes, popular in Kalibo for consistently winning Ati-Atihan competitions, were named Scorpio 11-19 and Moronga.
To be certain, though, the Prius, or any other imported vehicle, for that matter, is no stranger to seabound vessels. All cars are shipped by sea from Japan to TMP, and from TMP to provincial dealers, in fact. The adventure in this story is the fact that we were able to do it for ourselves, knowing the risks involved maneuvering a low-clearance sedan through steep ramps that most likely bobbed up and down and sideways, and that the monsoon season still wasn’t over. Much credit has to be given to the resourceful and skilled ferry crew and port personnel for knowing just how much abaca rope to place between ramps to provide enough traction and protect the underside of the Prius.
The Prius is not exactly a stunner in the looks department. If not for the Hybrid Synergy Drive labels at the rear and on the side, the car would have looked just like any other. For the keen observer, however, its uncanny silence betrays what’s really under the hood. Even the ferry crew noticed the lack of any engine noise as we slinked it in and out of the ship. We heard one crewman in Caticlan Pier remark: “Ang tahimik naman (how silent)!” with another crewman beside him replying, “Ganiyan ang hybrid (That’s how hybrids are).” A ferry passenger even asked us to show which part of the car housed the plug-in (which, technically, isn’t incorrect, considering that a Prius plug-in version already is in use in some countries).
For the 440-km total distance from Makati to Kalibo, the actual driving distance was only 282 km, as the rest was on the Roro. This made it possible for us to go on just one full tank of gasoline for the trip from Makati to Kalibo, and back to Calapan Pier in Mindoro (for a total driving distance of just over 550 km, including side trips in Aklan Province). The total travel time, from Makati to Kalibo, was 15 hours (6 a.m. to 9 p.m.), including the time we had to wait for the ferry to depart from the port. Fortunately, the seas cooperated with us on the days we were in transit. There were certainly no dire straits to cause any seasickness.
And while the seas were as smooth as silk, the drive along the coastal highways of Oriental Mindoro and northeastern Panay Island were scenic, indeed, full of greens. If we weren’t trying to catch up with the Roro schedule on the other end of the island, there would have been more time for pictures, and more chances to drive even more economically. Given the slight time pressure, the Prius engine and drive characteristics responded well. Even on Eco driving mode all throughout, the Prius hauled metal and warm bodies like a 2.4-liter sedan in the body of a 1.8-liter Altis. The combination of the Prius’ 1.8-liter gasoline engine output of 99 ps and the electric motor’s 82 ps could be considered the equivalent of the Camry’s 2.4-liter engine output of 167 ps.
Braking energy was also put to good use, as the Prius’ regenerative braking recharged the battery.
There were occasions in the ferry that while waiting, we were in the Prius and the battery power was turned on so we could monitor the news on the radio, charge our laptops, and from time to time turn the air conditioning on—all without engaging the gasoline engine into idle for a significant period of time. Still, the Prius showed remarkable fuel consumption of an average of 5 liters per 100 km (20 km/liter).
As with the past travels with the Prius, the ideal average speed to achieve optimum fuel consumption seems to be in the high 30s. On a previous trip to Tuguegarao from Manila, the Prius fuel mileage was at 24 km per liter on an average speed of 38 kph (combined city and highway). For this trip to Kalibo, our average speed was 36 kph.
The Japanese Ministry of Land, Infrastructure, Transport and Tourism, meanwhile, lists the Prius’ optimum fuel economy reading at 38 km/liter, after using up to 15 test cycles.
3 driving modes
The Prius has three modes of driving: Normal, Eco, and Power Mode. The modes refer to the responses of the accelerator to pedal operation: Normal at good fuel economy, Eco from 8 to 20-percent better fuel mileage. The Power mode allows for quicker response. For example, for the third-generation Prius, for the speed to go from 40 to 70 kph, Eco Mode takes 8 seconds, Power Mode at 5.1 seconds. In comparison, the Camry 2.4-Li takes 5.0 seconds.
The entire travel, surprisingly, didn’t take its toll on me as the waiting times on the ferry allowed for much-needed rest and nap times inside the Prius. And it’s easy to rest and have some real peace of mind inside. For the record, 95 percent of the Prius is made of recyclable materials. The seat cushion, scuff plates and other interior components are made of ecological plastic. During the production process, a Prius has a lower impact on the environment than a conventional vehicle. Ecological plastics help reduce CO2 emissions compared to using petroleum-based plastics; Prius’ recyclable materials include the Toyota Super Olefin Polymer and Recycled Sound Proofing Products.
The digital dashboard gauges and instrumentation tell you everything you need to know, from the seamless interplay of the electric and gasoline engines (and even the effects of your brakes on the battery) as managed by the Hybrid Synergy Drive with intelligent energy management system, to the more basic stuff like fuel levels and trip distances. All of these are presented in easy-on-the-eye hologram type.
The designers of Prius surely didn’t scrimp on space and conveniences: a huge trunk, two glove compartments, another two compartments in the middle, six cupholders, and four cubby holes. Perhaps these spaces encourage Prius owners and occupants to keep their trash in the car instead of throwing them out.
Odd shape reveals aerodynamics
The Prius external design, despite its seeming knack for “blending in” with other Toyota sedans, does have its peculiarities if you look at it more closely. And though this does not appeal to all, there is a reason for the subtle difference, and it is aerodynamics. Mamawal disclosed that the third-generation Prius was subjected to the so-called Computational Fluid Dynamics simulation and actual full-scale wind tunnel tests to optimize drag coefficient to just 0.25 from a previous 0.26. The profile and the spoiler now looks even better.
In terms of dimensions compared with an Altis, the Prius has a longer wheelbase but is shorter (in length and height) and narrower than an Altis. Prius length: 4460 mm, width 1745, height 1480 and wheelbase 2700; Altis: 4540 mm, 1760, 1465 and 2600, respectively.
Hybrid battery concerns
Dealer estimates peg the cost of the Prius battery at over P200,000. Mamawal confirmed this figure, but added that improvements in Lithium Ion battery technology and supply sources, coupled with favorable government legislation, the cost would eventually improve.
He explained further: “We do not keep spare Lithium Ion batteries due to issues of ’freshness,’ but have not had to replace any hybrid battery since introduction. We can order new batteries for immediate shipment if necessary.”
Operating costs, parts
As with any conventional gasoline-powered vehicle, the Prius would also require periodic maintenance. According to TMP, such costs for the Prius are comparable to those for standard vehicles.
A few years ago, the Prius Owners Group of the United States explained to Inquirer Motoring some long-term ownership costs. These were:
a) On the Prius’ frequently changed parts
Owner Russell G. Frost said: “The Prius really doesn’t have a list of frequently changed parts per se. Unlike ’standard’ cars a lot of things that require maintenance don’t apply to the Prius. Brakes, for instance, last much longer on the Prius because of its regenerative braking system. About the only thing most owners report changing out are oil, filters and tires.”
He added: “Thus far, with 35,000 miles on my Prius, that’s all I’ve changed out and that’s the same for the readers I’ve heard from.”
b) On Prius parts’ prices for the first three years
“The prices for the Prius parts are very much in line with what they would be for a ’standard’ vehicle. Most Prius owners seem to use a synthetic blend or fully synthetic motor oil. That costs a little more than regular oil. Tires are the same as they would be on a standard vehicle and prices vary with the type of tires the owner chooses. In general, maintaining a Prius has proven to be quite economical,” said Frost.
c) On reports that batteries need to be changed after eight years
“Completely untrue. It’s one of the biggest myths about hybrids in general, and the Prius specifically. Toyota warranties the batteries for 10 years or 100,000 miles (160,000 km), so replacement within that period is covered by Toyota. Toyota has also covered the cost of some replacements even after the warranty is over. In general, since the Prius itself is about 10 years old, we’re even seeing older Priuses not needing the batteries changed out. Many owners with mileage in the mid-100,000s are still getting strong service from their original batteries.
“The cost of the battery packs, right now, is about $2,500, brand-new, from Toyota. It’s not difficult to find used battery packs from Priuses that have been (bought) for less—anywhere between $500 and $1500,” added Frost.
Beyond hybrid, beyond Prius
Mamawal said that Toyota continues its research to develop the ultimate Eco-car using the many types of alternative fuels and technologies available such as electric, hydrogen fuel cell, solar, biofuels, and the like.
He stressed that the Prius hybrid vehicle, overall, is still the best car in its class in terms of fuel economy and emissions.
When asked about the emergence of Chevy Volt and Nissan Leaf all-electric vehicles, Mamawal said that Toyota welcomes the emergence of other designs as these push the boundaries of technologies forward. “At this time, the charging station infrastructure for pure electric vehicles is not yet in place. This limits the range of pure electrics in many places.”
In my book, the Prius has transcended island boundaries. Perhaps it’s about time for the Prius to take the next evolutionary step in motoring here in the Philippines. Who knows, we may be in for an electric future sooner than we think, and once more, Toyota is on a ferry, going against the currents.
