The 2009 Chrysler Aspen and Dodge Durango gas/electric hybrid models use a variation of Chrysler's 5.7-liter Hemi engine and battery-powered electric motors.
OK, that's probably not the best analogy in the world. It does a bit of disservice to Chrysler. Give them credit for finally getting in the hybrid game, and the gas/electric system the siblings use actually has a fair degree of sophistication. Though they're not without faults, the 2009 Aspen and Durango hybrids are a step in the right direction for the ailing Chrysler.
Another Hybrid SUV?
It's easy to wonder why Chrysler's first hybrid is an SUV. Why didn't it make a hybrid Dodge Avenger or Caliber? The answer lies in trying to apply fuel-saving technologies to the vehicles that use the most gas in the first place.
As a comparison, a 4-cylinder Dodge Avenger SXT averaged 23.5 mpg in Consumer Guide testing. A Caliber SXT with a continuously variable automatic transmission (CVT) averaged 24.8 mpg. All-wheel drive Dodge Durangos with the available 5.7-liter V8 averaged just 13.9-15.3 mpg. Other V8-powered Chrysler Group SUVs registered fuel economy as dismal as 11.6 mpg.
It makes sense that Chrysler would want to first improve the fuel economy of these rather thirsty vehicles before tackling mileage improvements for its smaller, lighter models. Fuel economy estimates for the hybrid SUVs are certainly better than their gas-only counterparts. The EPA says hybrid Aspens and Durangos will get 19 mpg city and 20 highway. The hybrids well exceed their gas-only counterparts, which average 13-14 mpg city and 17-19 highway.
So they're not going to get the same gas mileage as a Toyota Prius. That's not the intent, though. A Prius can't carry eight passengers in reasonable comfort, haul up to 102.4 cubic feet of cargo, or tow up to 6,000 pounds.
A Joint Venture
While the 2009 Chrysler Aspen and Dodge Durango may be Chrysler Group's first forays into the hybrid vehicle market, the actual gas/electric propulsion system is not exclusively owned by the automaker. The battery and transmission technology used in these vehicles is the result of a collaborative effort among BMW, Chrysler, General Motors, and Mercedes-Benz.
The partnership came about when executives at each company (before Mercedes sold its stake in Chrysler) figured it would be senseless for each to develop a separate hybrid system.
GM got first pick of the joint-venture fruit when it launched the 2008 Chevrolet Tahoe and GMC Yukon hybrids, the first application of any gas/electric system in a large SUV. In Consumer Guide testing, a rear-drive Tahoe Hybrid averaged an outstanding 22.8 mpg in a pretty even mix of city and highway travel. Gas-only 4-wheel-drive Tahoes averaged 14.1-14.8 mpg.
According to the EPA, hybrid Aspens and Durangos will get 19 mpg city and 20 highway.
Two Mode Modus Operandi
How do Chrysler Group's hybrid entries stack up? Do they even stack up at all? First, let's look at some of the technological wizardry that goes into reducing their admittedly excessive fuel consumption.
Chrysler and GM call this hybrid technology "two mode" but not for the reason you think. (GM refers to it as 2-Mode.) At first blush, you might think that two mode means a vehicle with this system can run solely on electric power or solely on regular gas. While that is the case on the Aspen and Durango hybrids, two mode actually refers to the vehicle's transmission.
The company calls it an EVT: Electronically Variable Transmission. Pull the SUV's transmission away from the engine, and it looks like a run-of-the-mill automatic. Peel away the outer casing, and you'll find a whole lot more than just gears turning. The EVT packs four clutches, three planetary gear sets, two electric motors, and a partridge in a pear tree.
OK, no bird in a fruit tree, but still, this is an impressive show of engineering prowess. By the hardware powers combined, the transmission is where the system gets its name. The first mode is for low-speed duty, when the vehicle can run solely on electric power. In those situations, the transmission acts like a continuously variable automatic transmission (CVT), providing a near-infinite number of gear ratios.
Get your (gas) motor running and head out on the highway to experience the second transmission mode. At highways speeds, it shifts from continuously variable to a set of fixed gear ratios, just like a conventional automatic. This mode is used when towing and hauling. There's even a tow/haul button on the end of the transmission level, which prevents the vehicle from operating only on electric power.
The electric motors provide a power boost when accelerating. The motors also capture energy when the vehicle is decelerating and braking. This is used to recharge the battery. The battery itself is 300 watts, and Chrysler can package it without sacrificing any passenger or cargo space. Instead of accessory belts on the engine to drive things such as the air conditioner, the electric motors and battery take care of those duties, allowing those items to remain functional if the vehicle is running solely on battery power.
As for the engine itself, it's a variation of Chrysler's 5.7-liter "Hemi." Total horsepower is 385 when you combine the output of the internal combustion engine and the electric motors. That's a 50-horsepower boost over the gasoline-only 5.7-liter Hemi in other Aspen and Durango models. Like its fossil-fuel-only counterparts, the hybrid Hemi employs Chrysler's Multi-Displacement cylinder deactivation system, which shuts down four of the eight cylinders at cruising speeds in order to save gas.
Going in the Green States
Chrysler chose an appropriate setting for its preview test drive of the 2009 Aspen and Durango hybrids. The trip started in Boston, Massachusetts, routed through New Hampshire, and ended in Portland, Maine. It worked well because those three states are "green," meaning they have stricter vehicle-emission requirements than most others.
There are a couple things you notice about these hybrids right away. Only a few "Hybrid: Two Mode Hemi" exterior badges distinguish these models from their gasoline counterparts. Interiors are also pretty much identical, right down to the trim pieces and navigation system. The major differences are twofold. Hybrids have a power-flow meter on the center dashboard display that shows energy flowing to and from the battery, as well as when the gas engine is running in 4-cylinder mode. The display houses an instant fuel-economy readout. Also, Hybrid models replace a tachometer with a less-useful gauge indicating when the hybrid system is charging, providing power assist, or in "economy" mode (where engineers say you're getting optimal fuel economy).
Chrysler still wants you to know that you're in a hybrid, though, from the moment you turn the key in the ignition. Everything powers up, but there's no engine noise at all. That's because the gas engine stays off during startup. You know you're ready to roll when a light turns on in the instrument cluster that, appropriately enough, says "Ready." Unfortunately, that light stares at you the entire time you're driving and doesn't go away until you turn off the vehicle.
Hybrid Durango and Aspen models have a dashboard-mounted power-flow meter that shows energy flowing to and from the battery.
Taking your foot off the gas and letting the vehicle coast recaptures energy back to the battery, and this operation goes smoothly as well. The battery also captures the energy lost during braking. The brakes have surprisingly good pedal feel for a regenerative system, though it's still apparent that you're not driving a traditional vehicle when you need to slow down.
This powertrain has a few rough edges, though. The hybrid system is a bit slow-witted when it comes to applying full gas engine power, either from a stop or when merging onto an expressway. Hit the gas, and there's a noticeable, albeit still brief, hesitation. It's as if the powertrain is saying, "Oh, you want full power. OK, here you go." Once it gets the message, these largish SUVs move with more than adequate dispatch.
Another not-so-smooth aspect of the powertrain is Chrysler's Multi Displacement system. Engineers claim the electric motors can assist the engine by allowing it to stay in 4-cylinder mode for longer periods of time on the highway. During an extended highway portion of our test drive, the engine would shift rather frequently between 4- and 8-cylinder operation, even with a feather-touch on the accelerator. A slight shudder resonated through the cabin on more than one occasion as the engine shifted between modes as well. This cylinder shut off was neither as smooth nor as effective as GM's Active Fuel Management.
When you stomp the accelerator, you won't have to worry about smoking the tires, as full-time all-wheel drive that distributes power in a 47/53 front/rear split is standard. There's no transfer case or low-range gearing, so serious off-road forays are out of the question. Chrysler marketers say there isn't enough demand to justify a rear-drive hybrid.
The Aspen and Durango hybrids weigh around 500 pounds more than their conventional brethren. Necessary suspension tweaks to cope with the added poundage don't do these vehicles any favors. Conventional Aspen and Durango models deserve praise for being among the most car-like SUVs in terms of ride, especially since they employ conventional truck-type, body-on-frame construction. The hybrids' ride quality, however, is borderline sloppy, particularly when the front wheels traverse pavement imperfections.
There's less to complain about inside. All controls are handy and easy to reach. A few functions governing the standard navigation system are buried in menus, but with study, they become second nature. Interior comfort is very good in the first two rows of seats, and the third row can accommodate adults for short trips. Drivers should be comfortable for long trips, though it is disappointing that the steering column only tilts. Most rivals offer a tilt and telescopic column.
Aspen parts ways with Durango when it comes to interior trim and materials. Both can be described as "serviceable." They're nothing special when compared to mainstream midsize crossover SUVs, and they significantly trail comparably priced premium brands. Durango in particular is a letdown for its use of dull, hard dashboard plastic. Aspen isn't much better, but nicer plastic texturing and standard woodgrain trim dress up the cabin a bit more.
Value Proposition
Like every car, truck, SUV, or minivan, the 2009 Chrysler Aspen and Dodge Durango hybrids have their strong and weak points. The hybrid system is a technological showcase that promises vastly improved fuel economy with no sacrifice in room and comfort and little compromise when it comes to towing capability. On the other hand, these hybrids don't ride especially well and their interiors are back of the pack for materials quality.
A 2009 Dodge Durango Hybrid starts at $45,340; an Aspen Hybrid at $45,570.
Here's how the fuel savings might add up on the hybrid versus the conventional 5.7-liter Hemi V8. Assume 12,000 miles per year, and figure fuel economy averages of 19 mpg for the Hybrid model and 13 mpg for the conventional V8, which are based on the EPA's city fuel economy estimates. Let's also assume $4.29 per gallon for the regular-grade gas for the Hybrid and $4.39 for mid-grade 89-octane recommended for the Hemi. Your annual fuel cost for the Hybrid would be $2,709 versus $4,052 for the conventional model. Basic math says it would take almost exactly three years to make up the price difference between the two models in fuel savings.
Since they're priced so closely, the Aspen is the better choice here due to its slightly more upscale trim. In the end, these hybrids might make sense if you truly need the passenger, cargo, and towing capabilities they offer, but would like to save a few bucks at the pump.
08.07.2008
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