In his 2011 State of the Union address, President Obama set a goal of having one million electric vehicles on the road by 2015. The million EVs would include plug-in hybrids, extended range electric vehicles, and all-electric vehicles. Now that we’re roughly at the halfway point for the 2015 goal, what is the scorecard?
It’s important to note that the goal was rather naively – or perhaps intentionally – based on manufacturer- and media-supplied data on how many electric cars could be built and not from projections of how many people would actually buy them. Unless we’re talking very hot-selling items like the latest Apple iPhone or iPad, sales projections are usually based on projected sales and not made on potential production.
The estimate actually projected 1,222,200 EV units produced including 13,000 commercial vehicles (Ford Transit Connect, Navistar eStar EV, and Newton EV). Another 252,000 included Fisker Karma and Nina models and the Think EV). Think is no longer producing cars and Fisker Automotive has ceased production, although it should reappear because of it's just-announced bankruptcy sale to China's Wanxiang Group..
Sales of the four EVs and PHEVs to date have been far lower than their target numbers, with the Tesla S a lone exception. The million EV goal looks far from being achievable by 2015.
Electric vehicle models not included in President Obama’s estimates, but now on sale, are the Mitsubishi i-MiEV, Honda Fit EV, Fiat 500e, Chevrolet Spark EV, Toyota RAV4 EV, and smart electric drive. Of these, only the i-MiEV is available everywhere in the country. Some others can be considered ‘compliance vehicles’ since they are only offered in very limited ways with the intent to comply with California’s ZEV mandate, which aims at putting over 1.4 million zero emission vehicles on the road by 2025.
Part of the government’s strategy to reach this goal is to offer substantial tax credits to encourage sales. Typically, this includes a federal credit of $7,500 plus state incentives. As of November 2013, 40 states and the District of Columbia have monetary incentives including electric vehicle tax credits and registration fee reductions ranging from $1,000 in Maryland to $6,000 in Colorado. Even with incentives, though, electric sales are not keeping pace with President Obama’s ambitious goals.
Bill Siuru is a retired USAF colonel who has been writing about automotive technology for 45 years. He has a Bachelor degree in automotive engineering, a PhD in mechanical engineering, and has taught engineering at West Point and the U.S. Air Force Academy.
The electric hub motor has been around for a long time. Ferdinand Porsche’s first automobile in 1898 was the Lohner-Porsche with two electric motors in the front wheel hubs. Initially, electricity was supplied from batteries and later by batteries and a gasoline engine-driven generator, in what is considered the first hybrid electric vehicle. While there has been on-and-off interest in hub drive systems, there are currently two programs underway that could lead to production vehicles within a couple of years.
One of the big challenges has been the substantial unsprung weight that can degrade ride quality and handling. This can be overcome by lighter weight motors and other components that are now available. For example, Ford has shown its Fiesta eWheelDrive prototype developed with Schaeffler Technologies in Germany. The two Schaeffler eWheelDrives are housed within the 16-inch rear wheel rims. Each highly-integrated wheel hub drive contains an electric motor, power electronics, controller, brake system, and liquid cooling system.
Each motor supplies a peak 54 horsepower or 44 horsepower continuous output to a rear wheel. The motor produces 516 lb-ft of torque. The highly-integrated wheel hub drive has a total weight of 117 pounds, only 17.6 pounds more than a conventional wheel including its wheel bearing and brake components.
The Fiesta eWheelDrive installation is just a technology demonstrator. Ford and Schaeffler feel the ideal application is in city cars for use in crowded urban areas with limited parking. Everything, with the exception of batteries, needed to propel and brake the car is located in the wheel. Thus, the space now needed for the engine and transmission or electric motor in an EV can be used for passengers and luggage. Indeed, it could mean a four-person car that takes up no more parking space than a current two-person car. The eWheel- Drive steering system could even allow moving sideways into parking spaces.
Despite its somewhat higher wheel-sprung masses, extensive testing has shown the Fiesta eWheelDrive exhibiting driving behavior equal to a conventional Fiesta in terms of comfort and safety. The two wheel hub drive motors also allow torque vectoring for enhanced maneuverability in tight spaces. Ford, Schaeffler, and other partners plan on producing two more drivable vehicles by 2015.
Protean Electric, based in Britain, has been developing hub drive motors for years and plans volume production of its Protean Drive system in China this year. It showed its in-wheel electric drive system on a BRABUS hybrid vehicle at Auto Shanghai 2013. The BRABUS Hybrid, based on the Mercedes-Benz E-Class, is powered by an internal combustion engine driving a generator and two Protean electric drive motors, one in each of the rear wheels. Protean had also demonstrated Protean Drive in a Vauxhall Vivaro cargo van, Guangzhou Trumpchi sedan, Ford F150 pick-up, and a BRABUS full electric vehicle also based on the Mercedes-Benz E-Class.
The Protean PD18, designed to fit inside an 18 x 18 inch wheel rim, provides 735 lb-ft torque and 100 horsepower. This is a 25 percent increase in peak torque compared with the previous generation design. Thus, it is powerful enough to be the only source of traction drive in electric vehicles. The unit only weighs 68 pounds per motor.
Each Protean Drive has a built-in inverter, control electronics, and software. The design can be used in small- to full-size vehicles including application in current vehicle platforms, retrofits to existing vehicles, or in all new vehicles. Protean says it recoups up to 85 percent of the available kinetic energy during regenerative braking. Compared to other electric vehicle drive systems, in-wheel motors apply regenerative braking directly at each wheel independently, similar to standard friction brakes.
It’s hard not to wear a broad grin while driving Audi’s 2014 A6 TDI. One of a growing array of upscale TDI models in the Audi stable, the $57,500 A6 TDI presents a compelling case for premium mid-size sedan buyers to go clean diesel. Time behind the wheel illustrates the well-balanced nature of the A6 TDI, which artfully blends luxury, comfort, performance, and efficiency in a very desirable package. Plus, it’s just fun to drive.
The A6 TDI’s 3.0-liter turbocharged direct injection V-6 is surprisingly quiet and smooth, dispensing with the two inherent challenges that diesel as a whole has faced in attracting U.S. buyers in the past. Ride quality, handling, and overall driving characteristics are excellent. The A6 TDI is powerful, with strong low-end torque pressing you back in the seat with ease while delivering 240 hp and an impressive 428 lb-ft torque. All this power is channeled to the highway via an 8-speed tiptronic transmission and quattro all-wheel drive. Acceleration from 0-60 mph is achieved in a quick 5.5 seconds.
This level of power-at-the-ready does not sacrifice efficiency as one might expect, particularly in highway driving as the model achieves a rather impressive 38 mpg. Total driving range of over 700 miles is possible. The TDI clean diesel’s inherent efficiency is bolstered with other efficiency measures including a relatively lightweight chassis and aluminum body panels, plus a start-stop efficiency system that shuts the engine down under specific conditions such as extended idling or at stoplights. The engine restarts instantly when a driver releases the brake pedal.
Driving performance and efficiency are just part of the story with the Audi A6. This model makes a point of enveloping driver and passengers in a luxurious and accommodating interior, paying great attention to detail throughout the cabin with a curved wraparound dash, fine leather, and high-end materials. Instrumentation and controls are well placed and intuitive.
Infotainment and connectivity features are extensive with MMI Navigation plus and Audi connect, which offers Google Earth mapping and in-vehicle Wi-Fi connectivity for up to eight wireless devices. Available are an array of sophisticated features including night vision assistant, heads-up display, and Audi pre sense plus, the latter system helping to detect imminent collisions and initiate protective measures.
The A6 TDI presents a very upscale exterior with sharp lines and unmistakable Audi design cues, among these Audi’s signature LED lighting technology. Add in efficient and responsive TDI power and the package gets even more compelling.
Considering the sheer number of SUVs and crossover vehicles seen in any given parking lot these days, there’s no doubt this is a crowded field with many relevant players. The key is finding the one amid the crowd that best promises to meet your needs and speak to your sensibilities. If ‘green’ takes a top spot in your playbook along with sportiness, functionality, and value, then you’re a candidate for Mazda’s CX-5.
Our initial experience with the all-new 2013 Mazda CX-5 last year was enlightening, and really, eye-opening. We’ve driven crossover SUVs for many years and can attest that for the most part, high fuel efficiency is not their game. Rather, it’s all about style, functionality, safety, and comfort. The ability to haul people and gear is important. That usually comes at the cost of fuel economy because these vehicles are typically larger and heavier than passenger vehicles by nature, which means greater power is required to move them.
But that changes with crossovers like the Mazda CX-5 SKYACTIV. A bit more compact in stature, the CX-5 is right-sized for most buyers wishing all the attributes of a crossover SUV but don’t want to wince at the pump. This model’s eye-catching style is a good opener for drawing potential buyers, as is its surprisingly accommodating interior, comfortable five-place seating, and approachable price.
Cinching the deal is this vehicle’s fun-to-drive nature and admirable fuel efficiency. Two fuel-efficient engines are available. The base Sport model comes standard with Mazda’s 2.0-liter, 155 horsepower SKYACTIV-G four-cylinder powerplant. Uplevel Touring and Grand Touring models are motivated by a new-for-2014 2.5-liter, 184 horsepower SKYACTIV-G engine.
While perfectly fine with 2.0-liter CX-5 variants driven before, we do enjoy the extra 29 horsepower provided by this model’s 184 hp 2.5-liter SKYACTIV-G engine. Acceleration and gear transitions are crisp, as expected of the Mazda marque.
Cars of Change editors have been living with a 2014 Mazda CX-5 Grand Touring long-term test car for some months now to get an in-depth sense of the model. During our time with the car to date, editors have come to appreciate the CX-5’s stylish design and its notable functionality. Over the first 8,000 miles of our year-long test, we have experienced the CX-5 under conditions familiar to most of our readers – daily commuting, running errands around town, and road trips that allow long-distance evaluation – with the latter often finding us folding the rear seats down and stuffing the cargo area with an amazing array of gear for our travels.
We’ve found the CX-5 to be nimble and fun as a daily driver under all these conditions, blending efficient motoring with the sophistication we like in an SUV. The cabin is comfortable and the controls intuitive. We’re sold on the optional blind spot monitoring system and especially the rear-view camera, an indispensable feature in our parallel parking-focused town. While lightweight high-tensile steel is used prolifically to help lessen curb weight and contribute toward the CX-5 Grand Touring’s EPA estimated 32 highway mpg (35 mpg in the Sport variant with the smaller 2.0-liter engine), this model doesn’t feel like a lightweight with its satisfying and quiet ride.
Mazda’s CX-5 delivers big time for its very reasonable $21,195 to $28,870 price tag, offering an array of desirable features with the benefit of class-leading fuel economy. The real bottom line for most is how all this comes together in the daily driving experience, and in that regard we’ve found the CX-5 delivering as promised, consistently.
There are two basic ways to maximum mpg – have a fuel efficient vehicle and drive your vehicle efficiently. Honda’s Eco Assist does both. Eco Assist, short for ‘Ecological Drive Assist System,’ performs two basic functions. First, there is a sophisticated feedback system that coaches drivers to drive more efficiently. In addition there’s an ECON button that optimizes the vehicle’s operation to maximize fuel efficiency. The system debuted on the Honda Insight hybrid in 2009 and Honda has expanded availability to other Honda models including the Civic, CR-V, and Accord.
Eco Assist helps drivers develop driving habits that enhance fuel efficiency by providing feedback via color-changing displays, typically integrated in the speedometer, that indicate fuel efficiency in real time. Fuel-saving behaviors like smooth acceleration and braking cause the display to glow green. Somewhat less fuel-efficient driving habits glow blue-green. Aggressive starts and stops that consume extra fuel cause the display to glow blue. By striving to keep the display in the green, drivers receive help in developing driving habits that improve fuel economy.
Pressing the green dash-mounted ‘ECON’ button optimizes operation of the transmission, engine, and other powertrain components to help conserve additional fuel. For example, a gentler throttle pedal setting limits power and torque by a small amount. Also, air conditioning is set to consume less energy by operating more in the recirculation mode or reducing the speed of the automatic climate control blower. On hybrid vehicles, the Idle Stop feature might be engaged sooner, the CVT (continuously variable transmission) further optimized, and battery charging during regenerative braking increased.
Drivers of Honda hybrids are provided additional feedback about cumulative, long-term driving style via a Multi-Information Display (MID). This includes fuel economy figures for the past three trips, as well as instantaneous and average fuel economy statistics. The goal is to encourage drivers to take an interest in developing fuel efficient driving habits over the long term. Here, ‘green’ driving styles are rewarded by the number of leaves displayed in the instrument cluster, indicating the level of environmentally responsible driving performance. With the ignition switch on, the display scores driving practices in real time. When the ignition switch is turned off the leaves score driving in the just-completed cycle (startup to shutdown), while a horizontal bar in the lower part of the display scores cumulative lifetime driving performance.
Eco Assist combines multiple functions – the driver-activated ECON mode that optimizes control of the continuously variable transmission, engine, and related powertrain components to conserve fuel, plus the scoring function. The latter provides cumulative, long-term feedback through the graphic leaves that grow over time as drivers learn and implement driving practices that increase fuel economy.
Full size pickups are big and not necessarily considered ‘green,’ but there’s been movement in recent years to remedy that. One of the notable entries is the Ram 1500 now offered in HFE (High Fuel Economy) and clean diesel versions. The Ram pickup, a staple for the Dodge brand for more than three decades, morphed into a Ram Truck product several years ago.
We had the opportunity to put over 500 miles on the odometer during a recent road trip and found the Ram 1500 HFE an accommodating ride. Our Ram 1500 HFE Regular Cab was powered by a new 3.6-liter Pentastar V-6 rated at 305 horsepower with 269 lb-ft. torque, a combination that provided a confident driving experience during our travels. It’s EPA rated at 18 mpg in city driving and 25 mpg on the highway, which tracked well with our 23.2 mpg average achieved even while hauling furniture. While towing wasn’t part of our regimen, this two-wheel drive pickup is capable of towing up to 6,500 pounds.
Helping achieve significantly improved fuel economy is a new TorqueFlite 8 automatic transmission that doubles the number of gears compared to previous four-speed transmissions. Shifting is via a dash-mounted rotary e-shift replacing both column and floor shifters. An oddity at first, we really grew to like shifting with this easy-to-use rotary dial.
The Ram 1500’s fuel saving technologies include a stop-start system that improves fuel economy by up to 3.3 percent. Many innovations individually bring one or two percent improvements by reducing parasitic losses that zap engine power. For instance, electric power steering reduces the need for the engine to constantly power a hydraulic pump and contributes toward improving fuel efficiency up to 1.8 percent while adding five horsepower. A new thermal management system quickly raises engine and transmission fluid temperatures to reduce parasitic losses, while pulse-width modulation decreases the alternator’s parasitic electrical load.
A wind tunnel-optimized exterior and active aerodynamics like grille shutters and air suspension bring a 6 percent aerodynamic improvement and a drag coefficient of 0.36, outstanding for a pickup. The truck’s air suspension system has five height settings, with its aero mode lowering the truck and improving fuel efficiency by 1 percent. The truck also rides on low rolling resistance tires.
Reducing weight improves fuel economy. The Ram 1500 HFE has shaved about 67 pounds from overall weight with a redesigned frame, new box floor cross-members in the bed, new front bumper, and an aluminum hood. The Pentastar V-6 and TorqueFlite 8 reduce weight by about 76 pounds.
Clean diesel fans will appreciate the new 3.0-liter EcoDiesel variant of the Ram 1500, a model that uses many of the same fuel saving technologies as its gasoline sibling. The turbocharged V-6 produces 240 horsepower and 420 lb-ft. torque and offers a 7,450 pound towing ability. Developed and manufactured by VM Motori, the new EcoDiesel is approved for running on B20 biodiesel fuel.
If ever a time existed that underscored there is no single approach to offering ‘greener’ personal transportation, that would be now. The 2014 Green Car of the Year® program gives the Green Car Journal staff an opportunity to step back and examine all possible vehicles that exemplify green leadership and innovation, a daunting challenge that literally involves dozens and dozens of models that must be explored, examined, and dissected to determine their ‘greenness’ and importance in raising the bar in environmental performance.
Some would assume these vehicles to be exclusively electric, or perhaps ones that achieve the highest fuel economy in a given class. These considerations are important since higher efficiency not only reduces petroleum consumption but also has a direct correlation with lower CO2 emissions. However, criteria for the Green Car of the Year® program is more expansive and involves much more than fuel economy or energy use. Important, too, is the potential for a candidate to bring about substantial change and significant environmental improvement in the real world. That element gives additional weight to a model’s sales volume.
Among many other considerations is the requirement that candidates be a 2014 model on sale by January 1 of the award year. Price and availability are important since nominees must be approachable to buyers. Some models are priced at entry levels while others are more aspirational, a reflection of the market. Vehicles being considered are more compelling if they are all-new or in the early years of their model lifecycle. Models vetted in a previous award year are only considered in a new award year if truly significant changes to that model have occurred, such as an all-new redesign, a much more efficient powerplant, or the availability of a new hybrid or alternative fuel option.
At one time this was a straightforward and relatively simple process. When the Green Car of the Year program was launched in 2005, the number of ‘green’ vehicles to consider was easily managed since this was a relatively new category for automakers. Times have changed with wide-ranging ‘green’ choices now available to consumers at new car showrooms. The process of identifying five finalists is much more challenging, but also more gratifying since this means the auto industry has made a serious commitment to developing more environmentally positive vehicles.
With painstaking effort and an eye toward recognizing the brightest and the best, Green Car Journal editors present the deserving finalists for 2014 Green Car of the Year, models that also happen to be the magazine’s Top 5 Green Cars for 2014 and recipients of the Green Car Products of Excellence distinction.
Audi A6 TDI
Audi’s 2014 A6 TDI blends excellent ‘green’ credentials with unexpected levels of performance in a high efficiency vehicle. Its 3.0-liter, 6-cylinder TDI clean diesel engine with tiptronic transmission and quattro all-wheel drive provides 240 horsepower and 428 lb-ft torque, achieving 0-60 mph in just 5.5 seconds. A start-stop system aids efficiency, as does a lightweight body that makes extensive use of aluminum body panels. This sedan features an EPA estimated 38 highway mpg that enables over 700 miles of highway driving range.
BMW 328d
Featuring the first 4-cylinder BMW diesel engine in the U.S., the new 328d combines exceptionally high fuel efficiency with the performance expected of BMW models. EPA estimated 45 mpg highway fuel economy is achieved with this sedan’s 2.0-liter TwinPower clean diesel powerplant, which produces 180 horsepower and 280 lb-ft torque. Efficiency is enhanced with engine auto start-stop and brake energy regeneration. A 328d Sports Wagon is also available. The models are offered in rear wheel drive or with BMW’s xDrive all-wheel drive system.
Honda Accord
Honda’s popular Accord sedan aims to lead in the efficiency space with an array of efficient powerplant choices including four-cylinder, V-6, hybrid, and plug-in hybrid versions. Even the V-6, the largest engine option, nets 34 highway mpg with the four-cylinder rated at up to 36 highway mpg. The bar raises considerably with the Accord Hybrid at 50 city and 47 highway mpg, and the Accord Plug-In with its 47 city and 46 highway mpg on hybrid power. The Plug-In also offers an EPA rating of 115 MPGe, the highest of any mid-size hybrid sedan in the country.
Mazda3
The all-new third generation Mazda3, this automaker’s best-selling model worldwide, is lighter, more efficient, and packed with advanced electronics. The 2014 Mazda3 features an appealing new design and has been built from the ground-up with Mazda’s award-winning SKYACTIV technology. The 2.0-liter powered Mazda3 four-door sedan offers best-in-class 41 mpg highway fuel economy, with the five-door hatch coming in at up to 40 mpg. A more powerful 2.5-liter engine with an i-ELOOP capacitor-based regenerative engine braking system gets 38 mpg.
Toyota Corolla
The Toyota Corolla has long been a best-seller due to its blend of efficiency and affordability. With the all-new 2014 Corolla, Toyota adds visual excitement, improved driving dynamics, and even greater efficiency to its popular compact sedan, achieving up to 42 highway mpg delivered by the model’s Eco version. This level of efficiency is achieved with a 1.8-liter, 140 horsepower engine featuring the first use of Toyota’s Valvematic technology in this country. A driver selectable ECO function moderates acceleration and optimizes on-board systems to enhance mpg.
Green Car of the Year jurors include leaders of the nation’s major environmental organizations including Jean-Michel Cousteau, president of Ocean Futures Society; Frances Beinecke, president of the Natural Resources Defense Council; Michael Brune, executive director of the Sierra Club; and Matt Petersen, board member of Global Green USA, plus auto enthusiast and Tonight Show host Jay Leno. Green Car Journal editors round out the 2014 Green Car of the Year jury.
The Green Car of the Year will be announced during media days at the L.A. Auto Show, so stay tuned.
Mazda’s innovative and award-winning SKYACTIV suite of technologies continues to expand, this time in the 2014 Mazda6. Powered by a 2.5 liter SkyACTIVE-G gasoline engine, this fun and sophisticated mid-size sedan now features an available i-ELOOP regenerative braking system that adds to the car’s impressive fuel efficiency, boosting its official EPA ratings to an estimated 40 mpg on the highway and 28 mpg in the city, for a combined 32 mpg.
Those are pretty good numbers for non-hybrid small cars, but exceptional for a conventionally-powered mid-size model. This efficiency enables up to 650 miles on a single tank of gas. If you drive the average 15,000 miles each year, that means your visits to a gas station could be limited to every two weeks or so, depending on your driving habits.
Mazda’s i-ELOOP – for Intelligent Energy Loop –is not a hybrid system since recovered braking energy is not used for acceleration assist or electric-only operation. It’s also different because, unlike other regen systems that store recouped electrical energy in batteries, i-ELOOP uses a supercapacitor. The system’s double-layer capacitor can be discharged and recharged many more times than batteries with far less deterioration and will likely last the life of the car.
When a driver lifts off the accelerator pedal, i-ELOOP recovers kinetic energy as the vehicle decelerates. A variable voltage alternator generates electricity up to 25 volts for maximum efficiency before sending it to the supercapacitor. A DC/DC converter steps down the supercapacitor's output from 25 volts to 12 volts for use in the car’s exterior lighting, climate control, audio system, and other electrical components. This reduces the need for a normal engine-driven alternator to generate the electricity required to run these systems, a real benefit since a conventional belt-driven alternator’s parasitic load on an engine decreases fuel efficiency.
In urban driving with frequent acceleration and deceleration, i-ELOOP can provide nearly all of the electricity these systems require. Headlamps and other exterior lighting, heating/air conditioning, wipers, and the audio system account for about a 40 amp draw, within the capabilities of the DC/DC converter’s maximum throughput of 50 amps. On a cold day, particularly right after starting, it’s possible the defogger and optional seat heaters may exceed the DC/DC converter's capacity, in which case the electrical system reverts to conventional alternator-powered operation and bypasses the capacitor system completely.
At times when available e-ILOOP-generated electricity exceeds the electrical load, electrical energy charges the car’s 12 volt battery. When no regenerative braking energy is available, the alternator charges the battery but now through the DC/DC converter. Battery capacity is unchanged since it must still start a cold engine when the supercapacitor is not charged.
Supercapacitors accept and release charge very rapidly and only store electricity temporarily, so they must be topped off before each stop. However, it takes just a few seconds to fully charge the capacitor. The Mazda unit can accept a full charge in just 8 to 10 seconds. Although it can discharge in as quickly as 40 seconds, discharge may take up to 113 seconds at minimum load.
Mounted beneath the hood, the cylindrical supercapacitor is 13.8 inches tall, 4.72 inches in diameter, and weighs just 13.2 pounds, with its required heavier wiring harness weighing in at 3.3 pounds. Mazda says that the e-ILOOP system brings an approximate 5 percent fuel efficiency improvement under real-world driving conditions, which contributes to the Mazda6 achieving its best-in-class EPA fuel economy rating.
The i-ELOOP system in the Mazda6 is part of an available GT Technology Package that also includes Mazda radar cruise control with forward obstruction warning, lane departure warning, high beam control, and active grille shutters. All this extra goodness comes at a cost of $2,080, bringing additional SKYACTIV technology to the road that helps deliver impressive fuel efficiency while attending to the performance and fun-to-drive nature expected of the brand. Want to know more? Watch the video here.
There’s more to come. Soon, the 2014 Mazda6 will also offer a 2.2 liter SkyACTIVE-D clean diesel engine, Mazda's first diesel in the North American market. Plus, the Mazda i-Stop stop/start system that’s available in markets outside the U.S. is in the pipeline for the States. Mazda reportedly will introduce this system here in the Mazda6 in 2016.
Up to 15 percent of the fuel used by a typical vehicle goes into producing energy needed to overcome rolling resistance. Energy is needed to counter road surface friction and losses due to hysteresis when tires flex. This energy loss results in hot tires, especially after a few high speed miles. Countering this is an industry move toward low rolling resistance (LRR) tires that can reduce fuel consumption by 1.5 to 4.5 percent. While this might seem insignificant, every mpg gain is important when eking out greater range from an electric vehicle or meeting the CAFE (Corporate Average Fuel Economy) standard of 54.5 mpg by 2025.
Virtually every EV and hybrid rolls on LRRs and manufacturers equip their regular vehicles with tires incorporating LRR technology. Most tire makers offer both original equipment and aftermarket LRR tires. Tire brands make these tires pretty recognizable with LRR tire or technology names like Bridgestone Ecopia, Michelin Green X, Goodyear Fuel Max, Toyo NanoEnergy, Kumho eco Solus, Pirelli Extra Low Rolling Resistance (ELRR), Yokohama BluEarth, and Continental EcoPlus.
Older LRR tires were noted for their harsher ride because they used much harder rubber compounds combined with stiff sidewalls in an effort to reduce friction and flexing. Newer LRR tires use advanced compounding with silica-based and alternative oils to provide a more pleasant ride. Early LRR tires also had reduced grip and wore more rapidly. This has changed significantly as tire technology has evolved.
The goal these days is to offer LRR tires that not only speak to improved efficiency, but also deliver the traditional performance characteristics desired by motorists. Yokohama’s new AVID ENVigor presents a good example. We’ve found this tire offering excellent traction and a smooth, quiet ride on one of our test vehicles, fundamental requirements on the part of most consumers. Its added benefit is a design that blends these characteristics and low rolling resistance with all-season performance, a projected long tread life, and availability in many sizes to accommodate diverse applications.
It takes petroleum – lots of it – to make a tire. Thus, alternative feedstock materials are being developed that could replace petroleum to help reduce our dependence on oil. Yokohama has developed an orange oil technology that combines low rolling resistance with a good grip, especially in wet conditions. Orange oil, already used in detergents and perfumes, is quite acidic. This keeps the rubber tire compound soft and flexible at a micro level so it grips the road. More importantly, it works in cold and wet conditions when rubber normally hardens and loses grip.
While orange oil provides grip, fine-particle micro-silica helps the nano-blend compound resist wear. As an added benefit, orange oil displaces some of the petroleum used in tire production so both energy and resource savings are achieved. Renewable orange oil comes from orange peels, including waste orange peels. Orange technology is now used in Yokohama’s C.drive2, Geolandar SUV, ADVAN, AVID, and the aforementioned BluEarth LRR eco tire lines that meet three previously conflicting performance criteria – low rolling resistance, long mileage, and excellent wet grip.
Goodyear is working on substituting soybean oil for petroleum-based oil used in producing tires. Besides helping the environment and reducing Goodyear’s use of petroleum-based oil by up to seven million gallons per year, these tires could increase tread life by 10 percent. Goodyear expects to market soybean based tires as early as 2015. Likewise, Bridgestone has developed BioIsoprene, a bio-based alternative for petroleum-derived isoprene used in tire manufacture. One sure way to avoid under-inflation is to use airless or non-pneumatic tires.
Several companies have shown airless tires, such as Michelin, which has been working on its Tweel that combines a tire with a wheel. Bridgestone is developing the Air-Free Concept Tire. Goodyear’s Spring Tire designed for heavy vehicles uses 800 load bearing springs. Resilient Technologies and the University of Wisconsin are developing a non-pneumatic tire, which is basically a round polymeric honeycomb wrapped with a thick, black tread.
In development at Goodyear is a passive self-inflation system that automatically keeps tires properly inflated as they roll down the road. The purely mechanical Air Maintenance Technology system uses a regulator that senses when the tire is at optimal pressure. If pressure drops below this level, an inlet filter in the regulator lets some outside air into a pumping tube that runs around the inner circumference of the tire. As the tire rolls, the tube deforms and causes puffs of air to be transferred from the pumping tube through an inlet valve and into the interior cavity of the tire. Fleet evaluations of the tire are planned to start this year.
Farther in the future are intelligent tires that automatically adapt to changing road conditions. Researchers at the University of Leipzig in Germany are incorporating changeable tire elements that would alter the shape of the tire to suit the road. The system incorporates flexible actuators, piezo-ceramic actuators, shape memory alloys, and smart materials that gather and process information on road surfaces and weather conditions. Data is used to reshape the tread in real time for optimal performance. The time when tires were simple and low tech has surely passed, but that’s a good thing.
If energy-robbing rolling resistance, inconsistent performance, and inconvenient flats become a thing of the past, we’re all for it.
The McLaren P1 could be the most expensive production hybrid electric vehicle ever built. Like many hybrids, the P1 can be powered by its engine and electric motor together or by the electric motor alone. A mid-mounted, 3.8-liter twin-turbo V-8 engine and an electric motor add up to a combined output of 903 horsepower and maximum torque of 664 lb-ft. The V-8 is a new version of the familiar M838T engine that produces 727 horsepower at 7500 rpm and 531 lb-ft torque starting at 4000 rpm.
The lightweight electric motor in the car’s race-inspired Instant Power Assist System (IPAS) alone produces 176 horsepower and maximum torque of 192 lb-ft. All power is channeled through a dual-clutch, seven-speed transmission driving the rear wheels.
IPAS allows the P1 to accelerate from 0 to 60 mph in under 3 seconds and 0 to 125 mph in under 7 seconds. Reaching 185 mph from a standing stop requires but 17 seconds, some 11 seconds faster than the McLaren F1 road car. Top speed is an electronically limited 218 mph.
In full electric mode a driver gets about six miles of emission-free driving at speeds up to 30 mph. If the battery is completely discharged, the engine automatically starts to charge the battery and keep driving. Recharging from the grid takes two hours. The 211 pound battery pack is mounted to the underbody of the high-strength, Formula 1-grade carbon fiber MonoCage chassis.
The P1 has regenerative braking with the electric motor operating as a generator under specific conditions to provide additional drag torque, with energy recovered sent to the battery when the throttle is released. Primary braking is provided by a new type of lightweight carbon ceramic disc developed by McLaren’s Formula 1 partner Akebono. The P1’s Drag Reduction System (DRS) is similar to that used in Formula 1 cars. Speed is increased by reducing the angle of the rear wing to lower drag by 23 percent. Both DRS and IPAS are activated via steering wheel-mounted controls.
Want one? Better start saving those pennies and be quick about it. McLaren plans to build only 375 P1 supercars at an expected price of $1.15 million.
Natural gas vehicles are popular in Europe with nearly 100,000 on German roads. Italy has about 800,000 due to a favorable tax advantage plus rebates on new car purchases, exemptions from certain traffic rules, and an extensive, subsidized natural gas station network. Most European automakers offer at least one compressed natural gas (CNG) model. Volkswagen offers the Caddy 2.0-liter EcoFuel, extended Caddy Maxi 2.0-liter EcoFuel, Touran 1.4-liter TSI EcoFuel, Passat and Passat Estate 1.4-liter TSI EcoFuel, and now the eco up! Next year, these will be joined by an EcoFuel version of the VW Golf.
The eco up! features Volkswagen’s newly developed three-cylinder, 1.0-liter gasoline engine. Here, the lightweight, aluminum 12-valve engine was designed to operate on natural gas, but can run on unleaded premium gasoline as well. Driving on natural gas, it produces 67 horsepower and 66 lb-ft torque, a combination that motivates this four-place urban car from zero to 60 mph in about 16 seconds with a 102 mph top speed.
Natural gas is stored in two subfloor tanks near the rear axle. This location means they don’t reduce useable space, although they do displace the normal spare tire recess. The eco up! has a total range of 373 miles – 236 miles on natural gas and another 137 miles on the reserve gasoline tank.
According to Volkswagen, the new eco up! is currently the world’s most fuel-efficient natural gas passenger car with consumption of just 2.9 kg of natural gas per 100 kilometers. This equates to roughly 56 U.S. mpg. Helping achieve this fuel efficiency are low vehicle weight, good aerodynamics, low rolling resistance tires, BlueMotion Technologies Stop/Start system, and regenerative braking.
A major benefit for natural gas cars like the eco up! is that they are not limited to just natural gas, but can also operate on alternative fuels such as renewable biomethane. When produced from straw, animal and biological wastes, or plant byproducts, biomethane does not compete with food crops, which is currently the case with biodiesel and ethanol. Biomethane is also CO2-neutral since the car only emits as much CO2 during combustion as is absorbed by feedstock plants while growing. Today, biomethane is blended with traditional natural gas at a quarter of Germany’s natural gas stations and is available as pure biomethane at about 100 stations.
Natural gas vehicles can additionally run on e-gas, also known as ‘power-to-gas.’ Electricity produced by wind or solar power is used to produce hydrogen by electrolysis, and in a second step the hydrogen is converted to methane to be used in vehicles. As fuel cell vehicles become economically practical, the hydrogen can be used directly in vehicles. Importantly, e-gas represents a way to store overcapacities from renewable sources in the form of methane or hydrogen for use in vehicles or electrical generation plants when wind isn’t blowing or the sun isn’t shining.
The challenge ahead was clear when Toyota set out to design the all-new 2013 Avalon: With the median Avalon buyer’s age about 64 and a goal of drawing a much younger crowd from the 35 to 50 age group, it needed to come up with an elegant, well-sculpted, and sportier model that would attract this younger crowd while retaining the model’s traditional buyers.
Toyota’s competitors have been making more vehicles with a quiet, comfortable, and yet somewhat sporty driving feel. The Volkswagen Passat and new Ford Fusion are good examples of this trend. That said, given its class, the Avalon’s primary competition is likely the Chrysler 300, Hyundai Azera, Buick LaCrosse, and Ford Taurus. The new Avalon stacks up well against these.
Designers have done a good job of making the new Avalon more attractive, more aggressive, and yet still elegant while also lending that feeling of being ‘cool.’ The c-pillar is pushed back toward the rear, the roofline is flattened, and the overall design looks leaner and more modern compared with the previous generation. It is part Lexus ES and part Camry, with its own flair. Aggressive lines like a larger front intake and body panels with sharp creases – one running from the front wheel arch and above the door handles to the tail lights – reinforce the Avalon’s new styling direction.
The 2013 Avalon boasts a lower 0.28 drag coefficient through the use of flat under-body panels, more aerodynamic wipers and side mirrors, and other measures. At 3,461 pounds, the new iteration is 120 pounds lighter than the version it replaces and about 500 pounds lighter than its Detroit rivals, making it the lightest weight vehicle in its segment. Even so, the lighter weight Avalon is even more Lexus-quiet on the road than its predecessor.
The new Avalon is available with the latest version of Toyota’s 200 horsepower Hybrid Synergy Drive powertrain and its quick 268 horsepower, 3.5-liter V-6. The hybrid drive is derived from the existing HSD powerplant found in the Camry and Lexus hybrid models, which uses a 2.5-liter Atkinson cycle, four-cylinder engine with an electronic constantly variable transmission (CVT). Power is supplied by a nickel-metal-hydride battery.
We found both the hybrid and V-6 Avalon variants to be responsive during drives on the back roads of Northern California, although the hybrid whined loudly in protest at times on uphill jaunts and during aggressive throttle inputs, with the usual rubber-band CVT effect exhibited during sporty driving. That said, given the Avalon’s size and weight the hybrid was enjoyable in almost all driving conditions, plus we managed a real-life 41.3 mpg on a 20 mile suburban driving route. Both variants do fine driving in Normal mode, but selecting Sport mode provides better throttle tip-in and lends a more buttoned-down feel overall.
From multi-position lumbar support to double sealed glass, capacitive touch buttons, aggressively modernized dash, comfortable rear seat, and roomy trunk, the new Avalon really has a ton going on in comfort, modern technology, and true ease-of-use. Seats are leather across the board, with nicer perforated leather coming with the Limited trim level. Lumbar adjustment really is notable and we were able to find a few good setting that would comfortably accommodate a 6 foot, five inch frame for long trips.
We found the Avalon’s uplevel JBL GreenEdge sound system to be excellent, with the model’s standard audio system also providing very satisfying sound quality. The instrument panel’s capacitive buttons have ‘hockey stick’ indentations so they’re easy to use at just a glance. We also found it straightforward to manipulate settings in the Entune menus, find and use music apps, and also use the navigation screen. There’s been a genuine effort made to make the system easy to learn and use for those unaccustomed to such nifty technology.
Did Toyota get it right with its all-new Avalon? We feel the answer is ‘yes,’ though the focus feels more skewed toward luxury than the sportiness Toyota talks about. Really, that’s what the Avalon should be about – luxury all the time with a sporty nature when you need it. The previous generation Avalon, while extremely comfortable, reliable, and smooth, really lacked in driving dynamics.
Frankly, the previous model was also a bit boring with the feel of a big soft couch. The new Avalon is more like a favored Scandinavian-designed, birch wood accented, orthopedically-correct recliner. In short, it’s a huge step toward bringing an exciting, elegant, and appealing luxury sedan to a younger crowd.
With styling considered cute by some and out of the question by others, Mitsubishi’s i electric is clearly not for everyone. That begs the question: Just who is right for the i?
That’s not a question easily answered. There are no direct comparisons. Nissan’s LEAF is more sophisticated in most ways but costs about six grand more than Mitsubishi’s i. When the smart fortwo ed emerges this spring it will likely come in at a grand or so less than the i, but that savings brings with it the loss of a rear seat…a deal-breaker for many.
Those who want an affordable – as far as electric cars go – zero emission ride without high expectations may find the electric i a good fit. It is by design the least expensive, full-function four passenger electric vehicle on the market at present. That doesn’t mean it’s cheap. Rather, at a retail cost of $29,125 for the base ES model, it’s simply the EV that will strain a budget the least. Factor in the $7,500 federal tax credit and the cost drops to $21,625. Potential state and other incentives could drop the price even lower.
Think vintage ‘VW Bug’ and you’re in the ballpark in the way of driving experience. It’s fun to drive if your expectations are set somewhat low, sort of like those early Beetles. While it does have a host of modern features including an array of advanced entertainment, electronics, and safety systems, the Mitsubishi i cabin is generally Spartan by today’s automotive standards, also sort of like those early Beetles. Instrumentation is minimalistic with the obvious juxtaposition of an HDD navigation system with rearview camera, optionally available on the uplevel SE model.
Our initial driving experience was enlightening. We understood that running climate control or the stereo system would diminish range, but in the interest of driving the Mitsubishi i in ways that everyday motorists typically drive, we ignored that and did what we would normally do. Using the ‘Eco’ or ‘B’ transmission selections are also recommended to maximize range and regenerative braking, but again, we thought it instructive to see what tooling about town in ‘D’ (Drive) would bring.
It was a pleasant experience. We drove 65 on the freeway and merged readily enough. Driving around town was comfortable and confidence-inspiring with no downsides. We were driving electric with zero localized emissions, a real plus. Then we stole a look at the battery gauge, which had dropped to a disturbingly low three bars. Soon the charging icon was flashing and the realization hit that we wouldn’t be tooling around town much longer. Yikes! Back to the barn, pronto.
Driving range during our devil-may-care jaunt was a disappointingly low 32 miles. We probably deserved that and, honestly, such driving would slash the potential range of any electric car. This won’t be the experience for Mitsubishi I drivers who motor about conservatively and use the tools provided to optimize range, thus achieving something closer to the EPA’s combined range estimate of 62 miles. When you’re ready to charge up, the deed can be done in 7 hours from full discharge with a 220-volt home charger or in 22 hours with a 110-volt mobile charger that’s carried along in the vehicle.
We have lots of experience with neighborhood electric vehicles (NEVs) designed exclusively for around-town use at a governed top speed of 25 mph. The eggplant-like Mitsubishi i sort of reminds us of a NEV because of its minimalistic approach, but with much greater functionality, safety, and user-friendly features. It does not remind us of the delightfully drivable GM EV1 electric car we lived with for a year when that model was around, or for that matter any EVs at higher price ranges.
Considerably better than a NEV but offering less than other electric cars we’ve experienced, the Mitsubishi i aims at drivers who want their rides distinctive, eco friendly, and inexpensive to operate, with capabilities aimed at around-town driving or commuting. Obviously, Mitsubishi is banking on a large enough pool of like-minded buyers to make this approach a success.
BMW’s i3 will roll off the assembly line in late 2013. This will be this automaker’s first production electric vehicle, the culmination of 40 years of development that started with a BMW 1602 that was converted to electric power in 1972. Since then, BMW has developed many electric prototypes and tested several EV fleets under real world conditions. Its electric-specific BMW i brand includes the i3, i8 Coupe, and the i8 Concept Spyder that’s also planned for production.
The latest BMW variant unveiled is the i3 Concept Coupe, a three-door model based on the five-door BMW i3. While riding on the same wheelbase, the coupe has a broader, lower-slung look. It has two individual rears seats and rear windows that are exceptionally large for great visibility. The elimination of the B-pillar makes for easier access to the rear seats as well. According to BMW, the interior illustrates how the i3 cockpit has evolved as it is readied for series production,
Like the i3, the BMW i3 Concept Coupe uses the automaker’s LifeDrive architecture with its Life and Drive modules. The passenger cell forms the core of the Life module and is built from light and strong carbon fiber-reinforced plastic (CFRP). The drive system, chassis, and battery, along with structural and crash functions, are found in the Drive module made mainly of aluminum.
The coupe uses the pure electric version of BMW’s eDrive technology, like the production-ready i3. This means an electric motor developed by BMW that makes 170 horsepower and 184 lb-ft peak torque delivered to the rear wheels via a single-speed transmission. Lithium-ion batteries are located beneath the floor.
A driver can chose between COMFORT, ECO PRO, and ECO PRO+ modes. Sportiness and comfort are best experienced in the standard COMFORT setting. ECO PRO modifies accelerator mapping so the same pedal travel delivers less power, providing more economical energy management and up to 20 percent better driving range. Heating and air conditioning are also switched to a more energy-efficient mode.
Maximum efficiency and range comes in the ECO PRO+ mode. Besides revised accelerator mapping, top speed is limited to 56 mph (90 km/h) and heating and air conditioning are run at minimum levels. Seat heating, mirror heating, and non-essential components of the daytime running lights are switched off. The BMW i3 Concept Coupe has a nominal range of 100 miles (160 kilometers).
The i3 Coupe navigation system features BMW i ConnectedDrive services tailored specifically for EVs. For example, battery charge status, driving style, electric comfort functions, and the selected driving mode – ECO PRO or ECO PRO+ – are taken into account along with the route’s topography and current traffic conditions. The system can make allowances for the extra energy needed for upcoming hills, stop/start traffic, or traffic jams. The most efficient route is shown as an alternative to the fastest. If necessary, the Range Assistant will recommend changing to ECO PRO or ECO PRO+ mode to increase range.
A driver is informed if his destination is within the vehicle’s range and is advised where to recharge. Shortly before arrival at the destination, charging stations in the vicinity are displayed and the driver can reserve one of them. The system presents charging time required before commencing the return trip or driving to the next destination. A smartphone app with an eRemote function developed by BMW ConnectedDrive for the BMW i also offers this information away from the vehicle.
In an era of high mpg, low emission cars where environmental performance is increasingly important, it’s easy to get focused on vehicle models without regard to the technologies that make their incredible achievements possible. This year, Green Car Journal and the Washington Auto Show are changing that dynamic with the inaugural Green Car Technology Award™. The winner will be announced at a press conference held during the show’s second Policy Day on Thursday, January 31.
Green Car Journal editors have identified 10 enabling technologies worthy of consideration for this recognition. These 10 finalists – Green Car Journal's 'Top 10 Green Car Technologies for 2013' – represent diverse automotive technologies ranging from efficient powerplants and components to systems engineered to promote driving efficiency. Qualifying technologies must be in use by vehicle models today. Important ‘green’ technologies still under development or found only in models outside the U.S. will be considered in future award years when used in vehicles driven on American highways.
The 2013 Green Car Technology Award™ nominees include:
Fiat MultiAir: This simple, low power requirement, and low-cost technology takes a unique approach to lowering engine emissions and fuel use while increasing horsepower.
Fisker Automotive EVer: A powerful extended range electric powertrain, EVer is well-suited to the needs of high-end sport sedan buyers who wish lower environmental impact.
Ford Auto Stop-Start: Hybrids shut off when stopped and automatically restart to save fuel and emissions. Ford’s low-cost technology brings this function to average vehicles.
Ford EcoBoost: Direct injection and turbocharging enable EcoBoost technology to bring up to 20 percent better fuel economy to conventional gasoline engines.
Ford Energi: This technology evolves a conventional Ford hybrid into a plug-in hybrid, enabling electric and gas engines to work together or separately for maximum efficiency.
Honda Eco Assist: This system includes a driver-activated ECON feature that configures the engine and other energy-consuming systems to operate more efficiently to save fuel.
Mazda SkyACTIV: Focusing on more than just powerplants, Mazda’s SkyACTIV suite of technologies improves every part of a car to improve mpg while ensuring driving fun.
Nissan Easy-Fill Tire Alert: Low tire pressure robs mpg. This technology alerts a driver which tire is low and by how much. While a driver fills the tire, the horn chirps at proper inflation.
Tesla Powertrain: Fast and powerful, the all-electric propulsion system in Tesla’s Model S is a milestone for electric vehicles offering up to 265 miles of driving range.
Toyota RAV4 EV Powertrain: Developed with Tesla, the electric powerplant in Toyota’s new RAV4 EV provides this SUV a seamless and satisfying driving experience.
It’s been clear from our first week behind the wheel of our long-term 2012 Kia Optima Hybrid that this car is destined to be a family favorite. That initial impression hasn’t faded as the miles roll by. This car simply does everything well while delivering exceptional fuel economy.
How exceptional? The EPA rates the Optima Hybrid at 35 mpg in the city and 40 mpg on the highway. We have actually been doing better than that with a combined average hovering around 40 mpg. The Optima hybrid responds well to efficient driving techniques. With a light touch on the accelerator, we’ve been able to push highway mileage up into the mid-40 mpg range. Add to those numbers a 17.2 gallon fuel tank and you have a cross country cruiser with very long legs.
One of the keys to this great fuel economy is the hybrid system’s ability to operate in pure electric mode at speeds up to 62 mph. It’s quite impressive to tip out of the throttle slightly at freeway speeds and watch the energy gauge drop into the EV zone as the gasoline engine shuts down. Kia is using an advanced technology 270 volt lithium-polymer battery in the Optima Hybrid.
According to Kia, it takes up 40 percent less space, is 20-30 percent lighter, and 10 percent more efficient than comparable nickel-metal-hydride battery packs. Impressively, it offers twice the power density and will hold a charge 25 percent longer, while weighing only 95 pounds. Kia is backing the battery with a 10-year/100,000 mile warranty.
The Optima Hybrid’s 2.4-liter, Atkinson cycle four-cylinder gasoline engine produces 166 horsepower. It is coupled via a wet clutch to Kia’s Interior Permanent Magnet synchronous electric motor that kicks in another 40 horsepower and 151 lb-ft of torque. That’s enough punch to accelerate from 0-60 mph in 8.3 seconds. We also appreciate the six speed automatic transmission that delivers more positive throttle response than the CVTs commonly used in hybrids.
One of the pleasant surprises we’ve experienced is the constant string of compliments we receive on the Optima Hybrid’s styling. Kia worked on the hybrid variant’s aerodynamic styling to bring its coefficient of drag down to an impressive 0.26 Cd. That’s extremely low for this size car and a 10 percent improvement over the standard Optima. It also rides a bit lower and, with its 17 inch alloy wheels and 55-series low rolling resistance tires filling up the wheel wells, has a stance more like that of a performance sedan than a fuel-sipping hybrid. The Kia Optima Hybrid is a family sedan that is fun to drive, economical, versatile, and stylish.
Ford’s completely redesigned 2013 Fusion sedan, the most fuel efficient midsize car in America, has been named Green Car Journal’s 2013 Green Car of the Year at the L.A. Auto Show. The Fusion emerged on top of an exceptional field of finalists including the 2013 Dodge Dart Aero, Ford C-MAX, Mazda CX-5 SkyACTIV, and the Toyota Prius c.
Selecting the 2013 Green Car of the Year® was a jury comprised of the nation’s top environmental leaders including Natural Resources Defense Council president Frances Beinecke, Sierra Club executive director Michael Brune, Ocean Futures Society president Jean-Michel Cousteau, and Global Green USA president Matt Petersen, plus Tonight Show host and auto enthusiast Jay Leno and Green Car Journal staff.
The 2013 Fusion is designed from the ground-up to be a world car with distinctly different fuel-efficient powertrains available. These range from familiar EcoBoost internal combustion engines that use turbocharging and direct injection to eke out greater efficiencies, to a next-generation hybrid variant and an all-new plug-in hybrid version, the Fusion Energi.
You can’t talk about the new Fusion without mentioning its striking good looks. Ford did a stellar job in designing the new Fusion, offering an attention-grabbing body design with a front end that hints of Aston Martin influences. The interior is also well-appointed and intuitive, with an array of advanced electronics either standard or optional. Safety systems now include dual first-row knee airbags and adaptive front airbags that vent and tether to conform to a specific occupant’s size, position, and seatbelt usage.
The 1.6-liter Fusion SE EcoBoost model, which starts at $24,495, is Ford’s first automatic-transmission product with an automatic start-stop system. This shuts the engine off when the car is stopped and seamlessly restarts as the driver releases the brake pedal, and can alone reduce fuel consumption and emissions by about 3.5 percent. The $25,950 Fusion SE with the 2.0-liter EcoBoost engine is mated with a paddle-shifted, six-speed SelectShift automatic transmission and available in front-wheel-drive.
Ford’s all-new Fusion Hybrid SE offers even more content than the outgoing Fusion Hybrid model at a price $1,575 less. It features an all-new 2.0-liter Atkinson-cycle, four-cylinder gasoline engine that’s significantly downsized from the previous 2.5-liter engine, while offering similar performance. The Fusion Energi plug-in hybrid is expected to net more than 100 MPGe overall fuel efficiency.
The all-new 2013 Fusion embraces all the elements important to aggressively raising the bar in environmental performance. Importantly, its approachable price points also mean that large numbers of this sedan will make their way to the highway, bringing meaningful reductions in petroleum use and CO2 emissions along the way.
For the eighth consecutive year, Green Car Journal is honoring environmental leadership in the automotive field with its annual Green Car of the Year award. The winner will be announced at the L.A. Auto Show.
This year’s finalists include the Dodge Dart Aero, Ford C-MAX, Ford Fusion, Mazda CX-5 SkyACTIV, and the Toyota Prius c. This ‘greenest’ field-of-five – representing not only the five finalists for the 2013 Green Car of the Year award but also Green Car Journal’s distinguished ‘Top 5 Green Cars for 2013’ – underscores the evolving auto industry’s increasing focus on efficiencies and tailpipe/CO2 emissions. It's also proof-positive that auto manufacturers are listening to the needs and desires of today's new car buyers.
Green Car Journal has documented the 'greening' of the auto industry for over two decades, from a time of mere concepts and demonstration programs to today, when the number of environmentally positive production vehicles available to consumers is just short of amazing. And today it's not all about hybrids, which have become the de-facto answer to environmental progress in recent years. The answers being presented by major automakers encompass everything from a growing field of efficient gasoline-electric hybrids to high-efficiency gasoline and clean diesel vehicles, vehicles running on alternative fuels, and cars using plug-in electric drive.
This shift toward diverse 'green' vehicles is significant on many levels, providing excellent new car choices for buyers who want to drive cleaner and more efficiently while still experiencing the joy of driving. It’s also important to the imperatives of today, from reducing tailpipe and CO2 emissions to decreasing dependence on oil and thus enhancing our energy security.
The 'Top 5 Green Cars for 2013' illustrate the growing choices consumers have for going 'green.' The high mpg Dodge Dart Aero and Mazda CX-5 SkyACTIV show that conventionally-powered, internal combustion vehicles can indeed compete with the efficiencies of hybrids. Toyota's Prius c continues this automaker's tradition of offering all-new, high mpg hybrid models under the Prius name. The Ford C-MAX and Fusion illustrate how mainstream models can present drivers multiple high-efficiency choices – with the C-MAX offering both hybrid and plug-in hybrid iterations, and the Fusion offering these power options, plus fuel-efficient EcoBoost variants.
Importantly, all are affordable mass-market products that provide drivers full functionality and mainstream appeal, paving the way for making a difference in fuel use and overall emissions in daily driving. This availability is an important component of the Green Car of the Year program, since vehicles with great environmental credentials can only make a difference in decreasing CO2 and tailpipe emissions, reducing petroleum use, and improving overall environmental impact if they're available for new car buyers to purchase and drive.
The 2013 Green Car of the Year will be selected by a jury comprised of the nation's top environmental leaders, including Sierra Club executive director Michael Brune, Ocean Futures Society president Jean-Michel Cousteau, Natural Resources Defense Council president Frances Beinecke, and Global Green USA president Matt Petersen, plus Tonight Show host and auto enthusiast Jay Leno and Green Car Journal staff.
Which of these ‘Top 5 Green Cars for 2013’ will be selected as Green Car Journal’s 2013 Green Car of the Year? Stay tuned for news from the L.A. Auto Show on November 29,
