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Take it from me, this is a staggeringly low figure (Hummer H2 – 0.57, Ferrari F40 – 0.34, Chevrolet Volt – 0.30) and just one of the many reasons why Toyota’s latest generation Prius is said to consume a miserly 3.9 litres for every 100 kilometres travelled.

Earlier this week, CarAdvice was given a first look and brief drive of the latest Prius, and its hard not to be impressed by the evolution of this hybrid, especially one with 20 per cent more power and 10 per cent less fuel consumption.

Even better and worthy of three green stars, is its remarkably low CO2 emissions of just 89 grams per kilometre.

To put that into proper perspective, a Bentley Brooklands Coupe puts out a whopping 465 grams per kilometre, while the toy like smart fortwo (it can only seat two people with next to no luggage) just pips the new Prius by one gram only at 88 grams per kilometre.

At first glance, the new car looks much the same as the Prius it replaces. But as I do the usual walk around with the product planning guy, you realise that the new model is a vastly improved version of the car it will replace in July this year.

For starters, there’s a 1.8-litre, four-cylinder, Atkinson cycle petrol engine under the bonnet replacing the 1.5-litre powerplant in the current Prius. That means 73kW and 142Nm of torque, which is more than a 20 per cent increase, while the electric motor now produces 60kW, up from 56kW.

I punched the throttle once or twice and certainly felt the increased power and substantially quieter engine note. The current generation car is downright noisy under load.

The really interesting thing about this new Hybrid Synergy Drive is the complete and utter elimination of belts and pulleys under the bonnet. None, zilch, no belts to be seen in a thorough inspection of the engine bay.

That’s no crankshaft pulley (well there is for balance but no belt attached) and the water pump is electric, which means less moving parts and less maintenance, together as a further contributor to the new Prius’ ultra low fuel consumption.

And for all those scaremongers who have said the batteries in the Prius take up half the boot, you couldn’t be more wrong. It takes up less room than a full size Kookaburra cricket bat.

You don’t need to worry about the battery life either, there’s a fleet of second generation Prius taxis operating in Cairns in far from ideal conditions, some of which have done over 600,000 kilometres and still going.

In fact, out of the 12,000 or so Prius’ sold in Australia, there has been only 17 batteries sent back to Japan for analysis, and only three of those were distance related.

I’m told none of the owners have had to pay the current price of more than $3000 for a replacement battery.

Initially you’ll be hard pressed to pick the differences between the exterior of the current model and new Prius, they’re very subtle although, the overall shape is now wedge like and looks sportier.

Under the newly designed headlight covers you’ll find high-tech LED lamps for low beams and well as the tail and stop lights. They use far less energy than Halogens or Xenons.

The rear spoiler has also been extended as part of an overall aerodynamics package, which helps make this car so slippery when it comes to drag.

But inside the cabin is where you’ll find plenty of new technology and the most change.

New Prius drivers will be better able to focus on the road ahead with a head up display, which can also be raised or lowered at the touch of a button.

The really tricky stuff is in the form of the Touch Tracer system on the steering wheel. These are in the form of two touch pads, which allow the driver to access any and all information via the large display zone mounted on top of the dashboard.

Just move your fingers over the pad and the various information modes will appear on the screen ahead, very cool.

There’s a new centre console, which looks particularly futuristic and a new blue coloured drive mode shifter, which is far quicker to access than in the current model.

More headroom in the rear was obviously a concern for some buyers, so Toyota has addressed this by moving the highest point of the roofline backwards.

No matter where you sit in the new Prius, there is plenty of space. The car is a little wider and longer while retaining the same wheelbase as the current generation car.

No longer might you have to climb into a boiling hot car on one of those stinking summer’s days either. The car we drove had an ingenious solar-powered ventilation system that removes hot air from the car when it is parked.

And that’s not all, on your way back to the car, you can engage the air-conditioning system via battery power alone, to run for three minutes so that the car will actually be cool when you enter the cabin.

Provided the car has enough battery power, you can drive in EV mode or on electric power alone, but punch the throttle and the petrol engine will immediately kick in.

You can also select Power mode, Eco mode or just leave it in the default Hybrid Synergy Drive, as I tended to do.

That said, I have it on good authority that normal commuter driving in a current generation Prius can return up to 900 kilometres from the 45-litre tank, which I find remarkable.

Along with all the usual safety features such as airbags, ABS and Vehicle Stability Control, the new Prius will offer a Pre-Crash safety system that uses wave radar to scan the road ahead for obstacles.

If the system detects a high probability of a collision, the driver will be alerted and braking assistance will supplement the drivers own braking.

If there is no avoiding a collision, it will automatically apply the brakes even if the driver fails to do so.

Dynamic Radar Cruise Control, which also uses radar to maintain a safe distance from the vehicle in front, will also be available.

And if you opt for the Navigation system, a rear-view camera will assist you in those tight parking spots or you can go for Toyota’s latest Intelligent Parking Assist, which if you can be bothered, will virtually park the car by itself (some assistance from the driver is required).

While I have no doubt the new Prius will do everything it promises, the expected on road staring price of more than $40,000 will put it well out of reach of the average family, who may also want to help save the planet by driving one of these super green machines.

At least, that was the problem I put to the Toyota guys and their answer was that their goal was to have a Hybrid powered car across every model range in the not too distant future.

That process will start with the launch of the locally manufactured Hybrid Camry in 2010.

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Think about it this way, it was never as common as the Subaru Liberty or Toyota Aurion, but that’s not to say it was any less capable. It certainly had a lot going for it in terms of both power and economy, and could rival both with relative ease, but was is too big?

Similarly it was quite affordable when you considered the size of the vehicle, the equipment on offer and the smooth V6 performance availed, though it seemed more buyers were drawn to the similarly priced Honda Accord V6 or, to a lesser degree, the now deceased Mitsubishi 380. So did that mean it was a failure?

Hardly. I mean the Maxima always sold in very steady numbers, in fact it averaged 250 units a month across its life span, no mean feat! A fact bolstered by the fact that only 32 examples of the current model remain available for sale Australia wide.

It was a good drive too, and a rather comfortable ride, and from a design point of view it was “safe”, and managed to hold its own for almost five years with little in the way of modification or manicure.

Maybe then the car’s marketing was flawed. Aimed towards a demographic undeserving of its true worth, too subtle for such a well-deserved engineering effort. I mean even Nissan admits the previous Maxima was “especially popular” with the over 50s.

For those reasons alone the Maxima was always a little bit more highly aspired than its rivals, something to work towards, and perhaps that meant it was time for a change, time to make the Maxima more accessible, more competitive and more thoroughly suited to the challenges it would be presented with over its life span.

So, what’s changed? Well for a start the all-new 2009 Nissan Maxima now comes with a choice of two V6 engines and ergo, aggressively competitive pricing.

In a bid to tackle the competition we’ve just discussed above head on, and perhaps the rear-wheel-drive Holden and Ford camps simultaneously, the Maxima now positions itself in a two-tier structure, in much the same way Toyota does with its Camry and Aurion models or Honda with its Accord Euro and Accord V6 range – though cleverly for Nissan, this is all achieved within the one smart and sporty package.

Based on a completely new “D” segment platform, common to the new Nissan Murano SUV, the Maxima is completely new from the ground up, but perhaps importantly to prospective retained buyers, is evolutionary in style so as not to be too rapid a departure from the familiar styling so favoured by current owners wishing to update.

It’s more refined, more highly equipped – even in standard form – and more capable, or as Nissan sums it up: Modern Elegance.

Nissan’s Chief Executive Officer, Dan Thompson explains:

“The new Maxima will play an increasingly important role in the large and medium car market by offering the best blend of distinctive luxury – at an attainable price,” said Mr Thompson. “We are doubling the appeal of the new Maxima in Australia with our new two-engine model strategy and a very attractive entry price.”

“The new 2.5-litre V6 engine, the sharp pricing right in the heart of the four-cylinder market and the unprecedented high level of luxury features as standard, makes the Maxima 250 ST-L unbeatable. For a start, no one else in this market sector offers leather upholstery as standard. We are making four-cylinder large car customers an offer they can’t afford to ignore in the Maxima ST-L,” he said. “And with the elegant Maxima ST-S and Ti sedans, an impressive ride and luxurious appointments will give the new Maxima the muscle to grow its sales in the upper end of the large car market where there are many customers looking for unparalleled value.”

The familiar six-window coupe-like profile too has been retained, though now with a more pronounced character line that runs the length of the vehicle.

Proportionally the car is quite similar to the out-going model as well, though this time offers more internal room by featuring a floor some 36mm lower than the model it replaces, creating more headroom, and by moving the “A” pillar forward 60mm to provide not only more cabin space, but greater forward visibility too.

LED tail lamps and Xenon headlamps are also now standard across the range, as are 17-inch alloy wheels and Nissan’s acclaimed Xtronic CVT (continously variable transmission) gearbox.

The car too has had a great deal of Australian input in its design and suspension set up, and this is evident in driving the car on our much maligned back and often inimical country roads.

But to get a better understanding of the range, perhaps it’s best to break the new Maxima down model-by-model in order of rank, starting with the base model 250 ST-L.

Nissan J32 Maxima 250 ST-L ($33,990)

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Perhaps the biggest change to the Maxima line-up as a whole is the introduction of the smaller VQ25DE 2.5-litre V6 engine to the range.

This award winning power-plant is featured exclusively in the 250 ST-L and is a free revving unit that is quite smooth and linear in delivery managing 134kW at 6000rpm.

Power delivery comes courtesy of Nissan’s Xtronic CVT (automatic) transmission that keeps the car within its torque range long enough to utilise the 228Nm on hand at 4400rpm under steady acceleration.

Once on the open road the engine is barely noticeable in terms of noise, something Nissan have gone to great lengths in improving across the new J32 series, and also manages exceptional fuel economy at just 9.5-litres per 100km as a combined average, that’s 0.5-litres less the Toyota’s four-cylinder Camry.

Handling is confident, and on the whole more dynamic than the previous model, though as you’d expect the car’s front-wheel drive characteristics are more noticeable towards the car’s upper limits.

The ride is more refined too, feeling more settled and offering greater comfort levels than I recall of the previous model.

The J32 Maxima, featuring an all-new platform, is now suspended by an all-new strut-type front and multi-link rear arrangement both with stiffer mounting points to further improve body stiffness and at the same time reduce NVH levels.

It’s a great improvement over the Maxima’s more wallowy predecessor and thanks to an increase in torsional rigidity of 40 per cent and front lateral stiffness of 85 per cent – thanks in part to a new X-shaped cowl top structure – the new Maxima feels more sorted and purposeful when cornering with little in the way of that “front heavy” feel usually associated with larger front-wheel drive vehicles.

Steering too has seen an improvement over the previous generation with a new speed sensitive hydraulic system offering more in the way of feel at higher speeds, though is still weighted well enough to not be vague when tackling narrow country roads with poorly maintained shoulders as found on our drive route. A turning circle of 11.4 metres is uniform across the Maxima range.

The leather wrapped wheel is quite narrow of grip and unfortunately only offers tilt adjustment. It also features remote audio and cruise control buttons.

The 250 ST-L includes a comprehensive array of kit including ABS with EBA & EBD, ESP, six airbags, dusk sensing xenon headlamps, front and rear foglamps, LED tail lamps, black leather trim, cruise control, dual-zone climate control air-conditioning, power folding mirrors with integrated indicators, an 8-way electric driver’s seat, 4-way electic passenger seat, six CD tuner with MP3 compatibility and an auxilary input, push-button start and 17-inch alloy wheels (including full-size alloy spare).

Nissan expects this newly formed rival to compete directly with Camry and Liberty models and projects the 250 ST-L model to account for around 40 per cent of its overall sales.

Nissan J32 Maxima 350 ST-S ($37,990)

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Adding to the 250 ST-L’s comprehensive feature and specification list, the 350 ST-S presents itself as the next step up and the first of the 3.5-litre V6 powered Maximas in the new J32 range.

Perhaps set to rival Toyota Aurion, Honda Accord V6 – and even Ford Falcon XT and Holden Commodore Omega – in terms of price, the 350 ST-S offers an additional 15kW of power from the previous model as well as a 6 per cent improvement in fuel economy.

The engine is a revised version of the same VQ35DE 3.5-litre V6 as found in the previous model, but is both smoother and more capable delivering 185kW of power at 6000rpm and 326Nm of torque from 4400 revs.

Again mated to Nissan’s Xtronic CVT transmission, the 350 ST-S is a very capable performer with brisk acceleration both from standstill, and during overtaking, yet still manages excellent fuel economy at a claimed 10.2 litres per 100km.

As found in the lower spec 250 ST-L, the 350 ST-S also offers ABS with EBA and EBD, ESP and six airbags while inside, and in addition to those features listed on the 250 ST-L, the mid-level Maxima gains a rear spoiler and rear park assist, intelligent key system and heated front seats.

Nissan has indicated the 3.5-litre powered models will account for approximately 60 per cent of new Maxima sales, though are unsure how the split between the two upper models will pan out.

Nissan J32 Maxima 350 Ti ($46,990)

Sitting atop the all-new J32 Maxima shelf is the 350 Ti, and despite the noticeably large price hike over the 350 ST-S, this range topping model adds a profusion of gear to the equation to make it a very worthwhile consideration against similarly priced rivals.

The 350 Ti is, as the nomenclature suggests, powered by the same 3.5-litre V6 engine found in the 350 ST-S and similarly delivers the same 185kW of power and 326Nm of torque and while visually it isn’t vastly different to the mid-spec model below, there are enough indicators availed to differentiate the pair including more elegant 17-inch alloy wheels and more pronounced chrome highlights.

But the real story lies beneath the skin with a feature packed cabin offering buyers an electric tilt-slide sunroof, memory enabled electric front seats, satellite navigation, rear parking camera, Bluetooth mobile phone connectivity and, perhaps best of all, an 11-speaker Bose full Dolby 5.1 channel surround sound audio system on top of the features already found in the 250 ST-L and 350 ST-S combined.

All options are simple to use and understand too and offer excellent fit and finish throughout, a credit to the vehicle’s now Thai sourced production.

The car is also very quiet on all but the most coarse of roads and is comfortable, supportive and generously proportioned. All models within the Maxima range feature a 506 litre boot.

As mentioned with the 350 ST-S model Nissan hopes the two V6 powered models will account for 60 per cent of the Maxima’s sales ratio and go some way to improving the brand’s 6th place ranking among the 180,000 medium and large sedans sold in Australia each year.

The all new Nissan Maxima will be available for sale nationally from June 1.

For our review of the previous generation Nissan Maxima, click here.

Specifications – Maxima 250 ST-L:

• Engine: 2496cc DOHC V6 (24 valve)
• Power: 134kW @ 6000rpm
• Torque: 228Nm @ 4400rpm
• Induction: Multi Point
  
• Transmission: Six-Ratio CVT
• Driven Wheels: Front
• Brakes: Discs with ABS, EBA & EBD
• CO2 Emissions: TBC
  
• Fuel Consumption: 9.5 litres per 100km
• Fuel Tank Capacity: 70 litres
• Fuel Type: 91RON petrol
• ANCAP Rating: TBC
• Airbags: Front, Side and Curtain
• Safety: ESP with Traction Control
• Spare Wheel: Full Size Alloy
• Cargo Capacity: 506 litres
• Tow Capacity: 1200kg (Braked)
• Turning Circle: 11.4 metres
• Warranty: Three Year/100,000km
• Weight: 1516kg (Tare)
• Wheels: Alloy 17 x 7.0-inch

Specifications – Maxima 350 ST-S & Ti:

• Engine: 3498cc DOHC V6 (24 valve)
• Power: 185kW @ 6000rpm
• Torque: 326Nm @ 4400rpm
• Induction: Multi Point
  
• Transmission: Six-Ratio CVT
• Driven Wheels: Front
• Brakes: Discs with ABS, EBA & EBD
• CO2 Emissions: TBC
  
• Fuel Consumption: 10.2 litres per 100km
• Fuel Tank Capacity: 70 litres
• Fuel Type: 95RON petrol
• ANCAP Rating: TBC
• Airbags: Front, Side and Curtain
• Safety: ESP with Traction Control
• Spare Wheel: Full Size Alloy
• Cargo Capacity: 506 litres
• Tow Capacity: 1200kg (Braked)
• Turning Circle: 11.4 metres
• Warranty: Three Year/100,000km
• Weight: 1535kg/1563kg (Tare)
• Wheels: Alloy 17 x 7.0-inch

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The Ford Australia President and CEO, who led the project to develop the latest Ford Fiesta before returning to Australia to take over the top job at Ford, said that had Australia car companies been on the ball they would already be making small or medium sized cars to supplement their large car production.

In a very self-effacing moment Mr Burela described the failure to make the decision as a “travesty” for the local industry.

“I think that one of the biggest travesties and issues that the Australian industry has faced is that in Australia we were not looking far enough into the future, to understand where the consumer and where the market would be heading,” he said.

“All of us should have been producing a small or medium car in Australia today. Yet all of us are only producing large cars in this country.

“It is not a case of fault. I think it is a case of, you make the decisions that you make at the time based on the best source of input and data and intelligence that you can gather,” he added.

Both Ford and GM Holden will move into small car production in the next 18 months, Holden producing an as yet unnamed small car, based on a global Delta platform, at its plant at Elizabeth in South Australia, along side the Holden Commodore large car.

Ford has been planning for almost two years to move production of the next Ford Focus small-car to Australia from South Africa and will build the car at its Geelong and Broadmeadows plants.

Toyota currently makes the essentially medium-size Camry and Aurion in Australia, although in the past it has sought to portray both as large cars.

The Ford boss said that small and medium cars had been a huge success in Europe and he expected to see a major shift in Australian buying patterns over the next five or six years.

At the same time he defended the large car market in Australia, saying that Ford forecasting showed the market in Australia would remain at around 10 per cent through until at least 2020.

“I think you will see an ongoing large-car segment that is around the 100,000 units, and our forecasting right out through to the end of the decade, by that I mean 2020, is that it will continue to be around that 90,000 to 110,000 figure,” he said.

Mr Burela was also very bullish about the future of the Australian car industry saying; “We’re actually forecasting that the industry around the end of the decade will hit the 1.1 to 1.15 million units.”

He also sais that Ford Australia was in “pretty good shape” and was fortunate that it did not have to make any decision about the future of its large car, the Falcon, until the end of next year or into 2011.

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Toyota Australia president and chief executive officer Max Yasuda said the concept car was the most important vehicle on the company’s motor show stand.

“The startling paintwork, dramatic lines and sporty appearance of this concept car convey the excitement and passion in our company to produce Australia’s first hybrid car,” Mr Yasuda said.

“The hybrid Camry – which will share some key design features with the HC-CV – will play a key role in bringing the future to the Australian automotive manufacturing sector.”

The new hybrid echoes the latest Toyota Hybrid styling cues pioneered by the new generation Prius, with vertical fog lamps, larger lower opening and a streamlined upper grille.

“The crisp corners indicate aerodynamic efficiency, while the overall styling feel is efficient, yet dynamic,”

The interior uses contrasting coloured trim, contrasted by metallic blue highlights applied asymmetrically to the seats – theme which continues to the exterior.

The seat embossing echoes the exterior grille mesh with a tree bark-like pattern. White stitching adds a subtle, yet premium touch. Satin chrome accents tie in with the exterior and add to the tranquil environment.

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The company’s  David Buttner said the vehicles reveal Toyota’s determination to make sustainable mobility a reality.

“The three Toyota hybrid cars unveiled today contain ground-breaking technologies and highlight innovative possibilities for the future of motoring,” said David Buttner, senior executive director sales and marketing. “The Hybrid Camry Concept Vehicle was conceived and produced in-house by Toyota Style Australia. It is a strong pointer to the hybrid Camry we will manufacture right here in Australia from early next year. Its startling paintwork, dramatic lines and sporty appearance definitely convey the passion in our company to produce Australia’s first hybrid car.”

“The third-generation Prius is a quantum leap in technology that includes a remarkable double: improved performance while using less fuel,”Mr Buttner continued. “While the 1/X concept is a vehicle that completely redefines what it means to be environmentally considerate. The name says it all: a car that weighs a fraction of others in its class today – and uses a fraction of the fuel.”

The hybrid vehicles are joined on the Toyota stand by two custom cars from Auto Salon – a Yaris hatch and a RAV4 SUV – and 12 other production vehicles.

Melbourne International Motor Show commences this Friday from 5pm at the Melbourne Exhibition Centre.

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The 2010 Camry and Camry Hybrid, which are scheduled to go on sale in the US in March, have an array of enhancements, inside and out, including exterior styling,
performance, safety, audio and added convenience features.

Camry also features a new 2.5-litre four-cylinder VVT-i engine equipped with 125kW for Camry, LE and XLE grades while the sporty SE grade receives additional tuning to get 133kW. The four-cylinder models are available with a choice of six-speed manual or a six-speed automatic transmissions. A more powerful 3.5-litre V6 engine (delivering 199kW) is also available.

Exterior changes to Camry include a newly designed grille and front bumper, an enlarged lower intake, larger projector headlamps and restyled tail lamps. The Camry and LE grades feature restyled standard wheel covers while XLE will feature 16-inch alloy wheels. The SE model adds 17-inch alloys.

The Camry Hybrid exterior enhancements will include a unique hybrid grille, a distinct front bumper, a wider lower intake, restyled fog lights and 16-inch alloy wheels.

Inside, Camry and LE grades are available with an optional audio system equipped with a new USB input, Bluetooth connectivity, integrated satellite radio, single-CD, and MP3 and streaming music capability.

Previously an option, all petrol Camry models will now be equipped ESP and Traction Control. Power windows are also now standard across the range.

Camry Hybrid adds a newly designed meter cluster and Fraichir, a combination of silk protein and synthetic fibre, cloth seating surfaces that are gentler to the skin.

Pricing for the 2010 Camry will be announced shortly before it goes on sale this March.

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This figure is also a staggering 108,645 vehicles ahead of its nearest Australian rival GM Holden – the first time ever the gap has exceeded 100,000.

The global financial crisis did little to interrupt sales in the second half of 2008 despite uncertain times, Toyota senior executive director sales and marketing David Buttner said the company and its vehicles had become increasingly relevant in Australia.

“Monthly average sales for Toyota in the second half were in excess of 18,590 compared with 19,900 for the year, indicating high levels of customer support.”

Toyota led the passenger-car, SUV and light-commercial vehicle categories, with both its Corolla and HiLux models becoming outright monthly market leaders for a cumulative four months.

The brand is set to launch several new models in 2009, and is in preparation for its 2010 launch of Australia’s first locally built hybrid car.

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Toyota’s smallest car, the Yaris, will rise by up to $800 while the top-selling Corolla will carry a premium of around $750.

Models on the opposite side of the price scale will receive the largest price hike, up $2000 for the Prado and $3,773 for the top-of-the-line LandCruiser Sahara petrol model.

However, supporting Toyota’s claim that this price rise is a result of the weakening Australian dollar, the locally produced Camry and V6 Aurion models will not be affected.

“In the past year, there have also been steep increases in the prices of raw materials, such as steel. In the light of all these pressures, we believe the increase of 2.4 per cent from the start of the new year is extremely modest.”

Although locally built models won’t come away unscathed in 2009, with the metallic paint option rising by $25 to $400 – compared to a $50 increase on imported models.

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Toyota will begin building hybrid Camry sedans at its Altona plant from the beginning of 2010.

The hybrid Camry benefits from a four-cylinder petrol engine and a high-voltage motor offering more performance while using less fuel than a conventional petrol Camry – and it will also emit less carbon dioxide.

Toyota’s Hybrid Synergy Drive technology compliments the efficient nature of the electric motor, allowing the hybrid Camry to operate solely on electric power for short distances.

It also provides automatic stop/start for the engine at traffic lights, reclaims energy while braking and uses energy stored in the hybrid battery to boost acceleration performance.

Toyota Australia plans to produce 10,000 hybrid Camry sedans a year in addition to the existing four-cylinder Camry and V6 Aurion sedans produced at the Altona plant in Melbourne’s west.

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Toyota will begin building hybrid Camry sedans at its Altona plant from the beginning of 2010.

The hybrid Camry benefits from a four-cylinder petrol engine and a high-voltage motor offering more performance while using less fuel than a conventional petrol Camry – and it will also emit less carbon dioxide.

Toyota’s Hybrid Synergy Drive technology compliments the efficient nature of the electric motor, allowing the hybrid Camry to operate solely on electric power for short distances.

It also provides automatic stop/start for the engine at traffic lights, reclaims energy while braking and uses energy stored in the hybrid battery to boost acceleration performance.

Toyota Australia plans to produce 10,000 hybrid Camry sedans a year in addition to the existing four-cylinder Camry and V6 Aurion sedans produced at the Altona plant in Melbourne’s west.

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Toyota organised the battery recycling process well before the Prius launch in 2001. A similar method has been followed around the world where Toyota sells its hybrid cars.

“Toyota Australia regards the batteries as a key ecological issue and has had a recycling solution in place for more than seven years,” Toyota Australia senior executive director sales and marketing David Buttner said

The hybrid Camry, which the federal government is funding to the sum of $35 million dollars, will be produced in Australia from 2010 and uses the same nickel-metal hydride batteries as in Prius.

So what happens when your hybrid battery needs recycling? The more important question should be: will it ever need recycling? So far over 10,000 Prius cars have been sold in Australia and only 17 battery packs have had to be replaced. Three have been completely recycled while the rest are being used for research and training.

If you do happen to be one of the 17 that needed a new battery, Toyota dealers around Australia are the central collection points for batteries, which are then transferred to certified Toyota recycling partners in Australia and overseas at no additional cost to the owner.

Toyota’s  Nickel Metal Hydride (NiMh) batteries don’t contain Cadmium, despite what many think. The plastic, metal and copper wire from the batteries are recycled locally while circuit boards and battery elements are exported for recycling.

In case you have an accident and the battery is damaged, Toyota has briefed roadside assistance and emergency service workers how to handle damaged hybrid vehicles.

Recently a Prius taxi was shown to have managed 500,000km on one single battery. More information on that here.

We are interested and encourage Toyota to release information regarding the amount of CO2 pollution created during the entire production and recycling phase of its hybrid batteries.

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