Eden connects cars & plants and proves it’s becoming easier to be greenApril 3, 2007
The Eden Project’s Sexy Green Car Show opened on 29th March 2007 and runs until 15th April, and in keeping with Eden’s brand, there’s a strong car-plant theme in evidence.
D1 Oils are setting out to prove that cars can run on biodiesel produced from plant oils that are being developed in areas unsuitable for prime agricultural use, and BP are also on hand to demonstrate that they see biofuels as the way forward for the future.
Ford and Saab have petrol-engined cars on display that you can buy today that can also run on bioethanol derived from plants. Citroën is keen to show that it is developing cars that can run on a 30% biodiesel blend, although on display is just its C1, capable of squeezing more than 60 miles out of a gallon of petrol, together with its C3 Stop and Start model.
Plants aside, another highlight of the show includes the UK launch of Volkswagen’s new Polo BlueMotion, the most efficient Polo ever produced, with its diesel engine capable of returning more than 72 miles per gallon.
The electric Smart EV is also on show, with a 50-mile range and a top speed of 70mph, and it’s exempt from the London congestion charge.
The zero-emission Vauxhall Zafira HydroGen 3 Fuel Cell car is a car you can see at Eden but that you won’t see in the street, but it’s on display with cars that you can buy today, the Corsa and Tigra, with their 1.3 CDTi common-rail turbo diesel engines.
There’s even a new British car company, Axon Automotive, who launched at the Show with a lightweight carbon-fibre version of the Caterham 7 sports car.
Tim Smit, Eden’s founder, opened the show, and there was also an appearance from Environment Secretary David Miliband, however it was a ‘virtual appearance’ on video, using the rationale that he wanted to save the CO2 emissions of travelling to Eden.
In attendance in a non-official capacity, apart from for filming, was Dick Strawbridge along with his trademark moustache, the characterful ex-Army Colonel turned environmental celebrity, from the BBC’s ‘It’s Not Easy Being Green’ programme. What is Dick’s preferred mode of green transport? – his trusty old Land Rover running on biodiesel made from vegetable oil. This is produced by adding alcohol and caustic soda to used vegetable oil from a local restaurant, and 80 per cent of the chip fat is turned into a thin oil that can replace diesel without having to convert the car. The waste product, glycerine, is composted. Check out the Strawbridge family’s new series of ‘It’s Not Easy Being Green’, when they help other families around the UK embark on green projects.
What’s the connection between Eden’s Sexy Green Car Show and Dick Strawbridge? Both are raising the profile of environmental issues in an entertaining and engaging way that people can relate to, and for that they need to be applauded.
So is it easy being green with the cars available in the UK at the moment? Well, as every month passes, there are more choices. The Polo BlueMotion will be one of the most economical cars you can buy when it goes on sale soon. If you live near a Morrison’s supermarket dispensing bioethanol, then you can choose between a growing range of Saabs or Fords that save CO2 emissions by using a renewable fuel source. And if you want a conventional petrol or diesel car then the Citroen C1 or Vauxhall Corsa will provide economical motoring.
However an even more exciting prospect will be Eden’s second Sexy Green Car Show, planned for next year, by which time a whole range of new green cars will have entered the market. Watch this space.
In the meantime, for more details about this year’s show, read on…
UK-based D1 Oils plc has tested the fuel’s performance by sponsoring the car’s entry in the Le Mans global series of sports car races.
The B2K, developed for Le Mans Prototype racing by groupBio, a UK-based racing team, has completed its track tests running on diesel blended with up to the 50 per cent jatropha biodiesel.
As well as exhibiting at the car show, D1 has linked up with Eden to plant a demonstration plot of Jatropha curcas, D1’s biodiesel raw material, in Eden’s Rainforest Biome, the biggest greenhouse in the world.
Jatropha is an oilseed-bearing tree that grows in Africa, South East Asia and India. Its seeds produce a high yield of inedible vegetable oil that can be refined into biodiesel.
Unlike food-grade biodiesel feedstocks, such as rapeseed, soya and palm, which require arable land to produce economic yields, jatropha can grow on a wide range of land types.
Jatropha planting need not compete with food crops for prime agricultural land or lead to the destruction of rainforest. The tree is hardy and will tolerate wide variations in climate, soil types and rainfall and irrigation patterns.
Elliott Mannis, Chief Executive Officer of D1 Oils, said: “We believe that non-food oils like jatropha offer one of the most promising solutions to the world’s growing need for renewable transport fuels. We must not allow the growing of crops to produce biodiesel to put pressure on either food crop production or lead to the destruction of rain forest. The Eden Project is a perfect partner to help educate the public about the potential of this sustainable new energy crop, and we are pleased to be able to showcase our biodiesel car for Le Mans prototype racing at the Sexy Green Car Show. We hope this will be the beginning of a long term partnership to further understanding of the potential of alternative fuels.”
Don Murray, Eden’s Rainforest Curator, said: “The largest rainforest in captivity will be the first ‘garden’ in the Northern hemisphere to grow a crop of Jatropha so that’s really exciting, but more importantly we will follow the biofuel story with huge interest especially as the fossil fuel vs. biofuel argument has reached that moment where the ‘gloves are now off’- but who will be the winner?”
Ford is displaying a Ford Focus Flexible Fuel Vehicle (FFV) along with a Formula Ford racing car and a 1920s Ford Model T. A strange mix you may think, but the connection is that all these vehicles can be driven on bioethanol, a renewable transport fuel which is produced from UK-grown crops and which Ford believes offers the easiest move towards carbon neutral motoring.
Why the 1920s Ford Model T? In 1916 Ford Motor Company’s founder Henry Ford said: “All the world is waiting for a substitute for petrol. The day is not far distant when, for every one of those barrels of petrol, a barrel of ethanol must be substituted.” He went on to design the first Model T to run on ethanol, or grain alcohol, believing then that oil-based transport fuels did not have a long-term future.
In 2005, Ford was the first manufacturer to market a bioethanol-powered car in Britain. Ford Flexible Fuel Vehicles are capable of running on bioethanol where available or petrol in any mix in the same fuel tank. The company has supplied Ford Focus FFVs mainly to fleets located close to the country’s 14 bioethanol pumps, such as Avon & Somerset Police, the Environment Agency and National Farmers’ Union.
The first Model T Ford ran on ethanol, or grain alcohol. Thankfully the emissions of the new Focus are somewhat cleaner than cars from the 1920s
Ford’s FFV vehicles are priced the same as their petrol-only equivalents – from £14,345 for the Focus and £14,795 for the C-MAX FFV. On show at Eden is the sexy drop-top version of the Focus, also able to run on bioethanol.
Independent analysis of total carbon dioxide released by a Ford Focus Flexible Fuel Vehicle puts the car’s emissions at under 100 grammes of CO2 per kilometre – lower than comparable vehicles using hybrid technology.
Researchers at Imperial College, London, led the first study into actual CO2 output for the flexible fuel car – reflecting its use of a renewable fuel. The Ford Focus Flexible Fuel Vehicle (FFV) runs on either bio-ethanol or unleaded petrol in any mix in the same fuel tank.
While Ford’s 1.8-litre FFV emits 169g CO2/km from its exhaust pipe, the Imperial College research says this drops to 99.6g when CO2 absorption by crops grown to make bio-ethanol is factored in.
Emissions of CO2 from the Ford Focus FFV were measured on a ‘well-to-wheel’ basis, meaning that Imperial College looked at the CO2 consumed and produced over the life cycle of the fuel, including its use in the Ford FFV.
The Formula Ford championship is currently evaluating sustainable fuel for its single seater racing cars. Successful trials have proved that bioethanol is suitable and Formula Ford hopes to become the first junior motorsport category to go green in 2008 when it introduces the fuel on the track.
The bio-ethanol fuel sold in this country is called E85 and can be made from UK-grown crops such as wheat or sugar beet. E85 is 85 per cent bio-ethanol and 15 per cent unleaded petrol. The 15 per cent petrol is required to assist starting up the vehicle as bio-ethanol does not produce enough fuel vapour for ignition.
Dr Jeremy Woods, research fellow of Imperial’s Centre for Environmental Policy, and a Government advisor, said: “Bio-fuels generally, and bio-ethanol particularly, could provide a major contribution to reducing greenhouse gas emissions from transport. I welcome Ford’s lead in this area and trust that Government policies will encourage greater use of bio-fuels and the purchase of vehicles operating with high bio-fuel blends.”
Imperial College used data from the UK’s Low Carbon Vehicle Partnership and the European Consortium for Automotive Research (EUCAR), including ‘well-to-wheel’ emissions figures for bio- and fossil fuels. The research was based on bio-fuel production in efficient modern plants, such as those under construction in the UK and becoming operational from the end of this year.
Andy Taylor, Ford’s European sustainability director, said: “We welcome Dr Wood’s work and the recognition that the Ford Focus FFV has the lowest CO2 rating of any of our vehicles on sale today. Flexible Fuel Vehicles are poised to become the most easily accessible and widely used low carbon technology. Imperial College’s research strengthens the case for a greater national impetus behind making this happen.”
Saab is displaying its biofuel vehicles at Eden, having recently launched a new 1.8t BioPower engine, meaning that flex-fuel technology is now available in the 9-3 range. The larger 9-5 range already has 2.0 and 2.3 litre BioPower models. This means that Saab is the first – and only – car company in UK to offer an alternative-fuel engine in every model in its line-up.
Because of Saab’s turbo engine technology, running on E85 means the cars can achieve reduced fossil CO2 emissions coupled with power and performance increases.
The BioPower flex-fuel engines are available in all three 9-3 bodystyles of Sport Saloon, SportWagon – and the Convertible which can be seen at Eden.
The 1.8t BioPower engine emits 50-70 per cent less carbon dioxide (CO2) than its 1.8t petrol engine equivalent, yet produces 17 per cent more maximum power and ten per cent more torque when running on the eco-friendly yet potent fuel source bioethanol E85.
Saab 9-3 BioPower models are available with manual or automatic transmission. Running on bioethanol E85 fuel (85% bioethanol/15% petrol), the 9-3 BioPower 1.8t engine delivers 17 per cent more maximum power and ten per cent more torque. In the 9-3 Sport Saloon, that translates to zero to 62 mph acceleration in 8.4 seconds and 50 to 70 mph in fifth gear in 13.9 seconds, compared to 9.5 seconds and 15.0 seconds, respectively, on petrol.
Also on show is the Saab BioPower Hybrid Concept, which delivers zero fossil CO2 emissions, enhanced performance and a range of energy-saving features by combining the use of pure bioethanol fuel and electric power generation for the first time. As the world’s first fossil-free hybrid vehicle, the Saab 9-3 Convertible show car also becomes the world’s first hybrid soft-top.
Saab’s modular hybrid system features a maintenance-free, 300-volt battery bank designed to last the lifetime of the vehicle, a 38 kW rear-mounted electric motor, a 15 kW integrated starter generator and all-wheel-drive with electric power transmission to the rear wheels.
The all-aluminum 2.0-litre BioPower engine is modified to run on pure E100 bioethanol fuel, giving zero fossil CO2 exhaust emissions, and operates in tandem with the electrical power system. This offers fuel-saving stop/start functionality, torque boosting electric power assistance on demand, an electric-only ‘Zero Mode’ for city driving and regenerative braking.
The BioPower Hybrid Concept prototype car, a 9-3 Convertible with automatic transmission, is expected to achieve zero to 100 kph acceleration in just 6.9 seconds, a substantial improvement against 8.8 seconds for the equivalent petrol model.
“Hybrids are certainly interesting for Saab in the future and this project allows us to evaluate and explore the potential of hybrid technology in combination with our existing and already-proven BioPower technology,” says Jan Ĺke Jonsson, Saab Automobile’s Managing Director. “Although the exact hybrid application shown in this concept does not currently figure in our production plans, the project has been extremely valuable in helping us further our expertise. It shows how we could develop the sporty performance associated with Saab while using only renewable resources and saving energy overall.”
Citroën has some of the lowest CO2 emitting diesel superminis in the country – the C1, C2 and C3. The company has 19 different models in the Graduated Vehicle Excise Band B (up to 120g/km), including all seven versions of the C1, four C2, six C3 superminis and even a C4 family car.
In 10 years, Citroën’s advancements in engine technology have boosted the fuel economy of its city cars by nearly 50%, without a drop in performance. And the company’s hi-tech particulate filter systems on the C3, C4, C4 Picasso, C4 Grand Picasso C5, C6, C8 and C-Crosser diesel models models eliminate soot.
The company is involved in innovations such as Stop & Start, bio-fuel technology, diesel particulate filter systems and low emission diesel engines. Citroën’s HDi diesel engined cars and light commercial vehicles can be run on up to 30% bio-diesel without any modification.
Looking to the future, the company is now accelerating its Hybrid technology development programme – the C4 Hybride HDi prototype produces C02 emissions of just 90g/km – alongside a project to spearhead Bio-fuel innovations.
The UK is running a market trial of the vehicle; the car is currently only available on a lease arrangement to selected UK corporate customers.
Smart claims its EV sets a new benchmark in the electric vehicle sector, with a 30kW output and a top speed of 70 mph. The company says it offers even better in-town performance than its petrol powered stablemate, with 0-30 mph in 6.5 seconds. With a range of up to 72 miles, the Smart EV is exempt from vehicle excise duty and congestion charge.
The drivetrain for the Smart EV is produced in the UK by the Zytek Group, which undertakes final assembly of the car.
The new Polo BlueMotion features revised aerodynamics, a low kerb weight, hard compound tyres to reduce rolling resistance and lightweight wheels to maximise efficiency. These in turn are mated to an advanced three-cylinder diesel engine linked to optimised gear ratios to deliver significant gains in economy and a reduction in emissions. The result is a combined 72 mpg and only 102 g/km of CO2. The theoretical range of the Polo BlueMotion is in excess of 700-miles.
Vauxhall is displaying its 1.3 CDTi common-rail turbo diesel engined Corsa and Tigra (which is the number one ‘open top green car’ in our Green-Car-Guide, at 61.4 mpg). Also on show is the HydroGen3 fuel cell Zafira, which set a new long distance record for fuel cell cars back in 2004.
The Axon Eco-M edition is based on a Caterham 7 Classic and uses the standard 1.4 litre petrol engine. However, to improve its aerodynamics and reduce its weight, Axon has done away with the roof, windscreen and more besides, and brought in new lightweight components made from recycled carbon fibre.
The technique for recycling carbon fibre, previously thought to be impossible, has been developed by British company Milled Carbon.
Axon predicts that a combination of the car’s efficiency and eco-driving techniques should see a 20 per cent improvement to fuel consumption when compared to the standard Caterham 7 Classic. The improved aerodynamics will also see a higher top speed and greater acceleration.
Axon will also be encouraging people to drive in the most economical way with an eco-driving aid on the rev-counter that indicates the optimum time to change gear. Drivers are encouraged to be in the highest possible gear to minimise fuel consumption.
The car has been developed by Axon following its success with a Caterham 7 in the 2005 and 2006 Shell Eco-marathons. The race winner is the car that has the maximum measured fuel economy. In the 2006 event, Axon’s entry was the only one to be based on a road-going vehicle. Their target was for it to return more than 100 miles-per-gallon but it surpassed expectations at 131mpg.
Dr. Steve Cousins, Managing Director of Axon Automotive, said: “Axon aims to be the most fuel efficient car manufacturer in Europe and much of how we will do this comes from using our specialist carbon fibre technology. Now that we can also recycle this material, as is being showcased on the Eco-M, carbon fibre will be able fully deliver its green potential for us.”
Alongside the Eco-M, Axon is building an affordable, environmentally-friendly hatchback which should be available in 2008, and a scale model is on view to the public.
The eco one concept is also on show at Eden. The eco one team, in association with Warwick IMRC, is working to bring renewable technology to the forefront of motorsport design.
The concept for the project was to create a high-performance racing car with a conscience. Wherever possible, sustainable materials and manufacturing processes were used during construction.
Eco one has tyres, bodywork, brake pads, lubricants and fuel made from natural, renewable materials. The chassis is made from steel and aluminium which can be recycled easily and efficiently. The team ways that there’s no compromise on performance, as it’s a car with a power-to-weight ratio of 350bhp per tonne, that does 0-62mph in four seconds, and that will go on to a top speed in excess of 125mph.
BP’s stand is intended to educate visitors about the greener fuels they can buy now, and how they can offset the emissions caused by their driving. The stand also looks further ahead with an insight into how biofuels will help motoring become more environmentally friendly in the future.
BP Ultimate fuels are here now, and are specially formulated to deliver more performance and produce fewer harmful emissions. BP claims that Ultimate has up to four times the cleaning power of ordinary fuel and with regular use can remove most of any existing carbon deposits from the engine and prevent deposit build-up in new engines; a clean engine works more efficiently which in turn helps to reduce exhaust emissions. Tests show that BP Ultimate Unleaded reduces emissions of unburnt hydrocarbons, carbon monoxide, nitrogen oxides, and carbon dioxide compared with ordinary fuels.
Specially formulated to burn better, in tests BP Ultimate Diesel has reduced hydrocarbon emissions by an average 35%, and also demonstrated a reduction in smoke and engine noise compared to ordinary fuels.
BP also has the Targetneutral programme, which works by allowing people to calculate the amount of CO2 emitted by their car and then to neutralise these CO2 emissions by paying a small fee. This fee is then used to support projects that reduce an equivalent amount of CO2.
BP is already a significant player in the biofuels market, holding around 10% of the worldwide market in 2006. The company is also working with the leading biotechnology firm DuPont to develop advanced biofuels, and with car manufacturers on innovative vehicle and fuel designs. The company is developing new biofuel concepts, production technologies and develop new crop varieties for biofuels. There will be products for both diesel and petrol cars, as well as for new kinds of vehicles developed by the motor industry.
Biofuels can be produced from crops such as wheat, maize, oilseeds and sugar beet or from non-food varieties such as fast-growing poplar trees and certain grasses. BP’s figures suggest that today’s biofuels can reduce greenhouse gas emissions by around 20-60% – and the next generation of biofuels could reduce this even further, up to 90%.
BP’s Biofuels are carefully blended with petrol or diesel so they can be used without having to adjust a car’s engine, and there won’t be any difference in performance.
BP’s first next generation biofuel, Bio-butanol, will be for petrol cars.
Show Sponsor: CIS
CIS’s eco motor insurance is the only specific eco product currently available that provides end-to-end ‘green’ elements.
The ‘green’ elements stretch from the underwriting stage where CIS provide premium discounts for vehicles in tax band A, through to the claims service proposition. The company pays its appointed repairer network to ensure that they recycle materials like used oil and old bumpers, and this will eventually include the environmental disposal of ‘end of life’ vehicles which will be de-polluted, dismantled and recycled.
CIS will also offset the CO2 emissions of each vehicle insured for the lifetime of the policy, irrespective of the type of vehicle. Later this year they will also be looking at extending the discount bandings with the move from the existing group rating of 1-20 to 1-50.
In 2002, CIS launched an initiative to encourage the repair, rather than the replacement, of damaged vehicle parts, with a particular focus on plastic bumpers.
A separate initiative where customers whose vehicles are at least three years old, and so badly damaged that it would not be economically viable to repair them using new parts, are given the option of having the vehicle repaired using recycled parts. As a financial incentive, CIS will waive any policy excess (typically £150) that customers would ordinarily have been expected to pay. All used parts are ‘cosmetic only’ (e.g. no suspension or brake parts are involved).
CIS has a requirement that Appointed Repairers are correctly registered with their local authorities under environmental legislation, something which also indicates the quality of the management at the garage.
Travelling to the Eden Project’s ‘Sexy Green Car Show’
The Eden Project is a hugely successful visitor attraction, despite it being located miles away from most centres of population in the UK. Rail travel up and down routes such as the west coast mainline between London and Glasgow is genuinely getting easier and faster thanks to Sir Richard’s trains, however rail travel to the far flung corners of Cornwall is unfortunately not that easy or quick.
Therefore driving to the Sexy Green Car Show launch evening appeared to be the most practical option in this situation, so we thought we’d take the opportunity to conduct another road test of what is still the original green car in most people’s eyes, Toyota’s Prius hybrid.
The journey in a Prius to see the new crop of green cars was undertaken with an open mind. The Prius is still the celebrity green car of choice, however it also gets a lot of stick in the press, mainly in connection with its claimed average fuel consumption of 65.7mpg, which is often reported to be unattainable in real life driving. Would we be able to achieve anything close to 65.7mpg on the close to 1000 mile round trip to the Eden Project and back?
Things started off with good news and bad news. The good news is that the Prius was straight out of the box with just a couple of miles on the clock. The bad news is that the Prius was straight out of the box with just a couple of miles on the clock. Toyota suggested that because the car was so new and the engine would be so tight, we would be unlikely to achieve the official mpg figures. We would have to find out.
Packing bags of cameras and winter clothing into the Prius (for the forecasted snow showers in Cornwall) reminded us that the Prius is a good sized car. Try packing all that gear into a Smart Fortwo, which can’t match the Prius’s fuel economy figures, and you’d have serious problems. Green-Car-Guide is a genuinely independent and objective website, and we are supportive of any manufacturer that produces good green cars, however packing things into a Prius for a trip like this reminds you that there is just no other car out there that combines this amount of space with the promises of such high miles per gallon.
Once packed and on the road, life in the Prius on the motorway is – well, ‘nice’. It’s quiet, smooth, comfortable and easy to drive. The models at the top of the range have goodies such as satnav, so you can relax and let the car do the work.
However on the motorway one of the Prius’s slight weaknesses comes to light for the first time. Toyota has chosen to mate its hybrid system to a CVT (Continuously Variable Transmission) to make it all work more efficiently. My ideal car would be manual, certainly not automatic or CVT, along with rear or four wheel drive. So any CVT transmission (combined with front wheel drive) starts off on a bad foot with me (perhaps not helped by memories of the old DAF 33 Variomatic) (not that I ever owned one!!).
Generally, the CVT in the Prius is OK, but it certainly doesn’t like the combination of motorway speeds, hills, and cruise control, when the revs climb sky-high and the fuel consumption must suffer enormously. The steeper the incline, the higher the revs climb, but it’s even a problem on some more gentle hills. The solution is to disarm the cruise control and replace it with careful use of your right foot.
After the motorway test and a brief stop-off in Bristol, there came a test we weren’t expecting. As Easter approached in Devon and Cornwall against a backdrop of progressive global warming, we found ourselves driving the Prius through a blizzard. Once again, I was reminded of my preference for four wheel drive over front wheel drive, but the Prius actually coped OK. Apart from a few wheelspins coming out of junctions, there were no dramas.
The Prius’s heating and ventilation controls are all accessed through the touch screen display, which can make it a very slow process to change the settings, however to get rid of snow on the windscreen and rear window Toyota have thoughtfully provided demisting and heated rear window controls on the steering wheel.
Throughout all the driving in the Prius, the car does manage to shift seamlessly between petrol and electric power, and there’s even a gear position which you can engage manually to recoup more of the engine’s energy when going down hills, which ultimately helps with the economy – very useful in the hilly West Country.
Once the snow challenge was over came the Prius’s most feared test. The roads in Devon and Cornwall are renowned for not being particularly straight. Which means that the Prius had to negotiate corners, and with apologies to the car, it has to be said that going round corners is not one of its strong points. Sure, it goes round corners in a sort of nice, smooth way – but also in a sort of floaty, inprecise way. It was at this point that my mind was made up. The Prius is a great green car, especially for its size. However, if you want this green car to drive like a Lotus Elise, then you’ll be disappointed. Perhaps no surprises there, but it does concentrate the mind on what the Eden Project is striving to achieve with its Sexy Green Car Show. At the moment, we have green cars, and we have sexy cars. Eden showcased some of the best green cars we have at the moment that they also believe are ‘sexy’ – such as the Saab and Ford convertibles. However we still do not have a genuinely wide range of sexy green cars that drive like sports cars yet deliver the economy promised by the Prius.
Talking of which, by the time we’d arrived at Eden, how had the economy fared?
Fuel consumption on the motorway, at around 70mph (we were running the car in during the car’s first 500 miles after all!), was coming out at 50.9mpg. This is not great, but bear in mind that there are minimal advantages of the hybrid system at motorway speeds (although the petrol engine doesn’t use fuel when there is no load going downhill or decelerating).
Overall the Prius averaged 54.2mpg. However, the main news to report is that when driving gently on A and B roads at under 70mph, with an engine that hadn’t even completed 1000 miles, we achieved an average consumption figure of 62.7mpg. This may be 3mpg short of the claimed average of 65.7mpg, however there aren’t many cars offering the space and refinement of the Prius that could achieve this sort of figure. Therefore we have to conclude that if you want a family-sized green car, and economy is more important than the way it goes round corners, the Prius is still top of the charts.
As the Eden Project was trying to communicate, the Prius needs to look over its shoulder, as there are increasing numbers of green cars hot on its heels that also have aspirations to be sexy. However the next incarnation of the Prius in small, medium and large formats is not too far away; many celebrities see the current Prius as sexy, and we will have to wait to see if Toyota can keep its lead as the celebrity green car of choice with the new model.
In the meantime keep checking out www.Green-Car-Guide.com, as there WILL be some more sexy green cars appearing soon.
Thanks to Oakmere Toyota www.toyota.co.uk/oakmere