There are many outspoken and polarizing proponents of the various fuels and technologies at play today. This has been the case for several decades now and isn’t likely to disappear anytime soon. Many electric car enthusiasts do not see a future for internal combustion or even hydrogen fuel cell vehicles. Hydrogen proponents point out that fuel cell vehicles make more sense than battery electrics since hydrogen generally offers greater driving range and fuel cell vehicles can be refueled in under five minutes, while battery electrics cannot. Biodiesel enthusiasts point out the obvious benefits of this biofuel and even as this fuel gains momentum, wonder why support isn’t stronger. Natural gas advocates see huge and stable supplies of this clean-burning fuel now and in our future, without the truly significant commitment to natural gas vehicles this should bring. And those behind internal combustion vehicles achieving ever-higher efficiency simply wonder what the fuss is all about when conventional answers are here today.

So in the midst of all this, where are we headed? Simple. In the right direction, of course.

As I was writing about these very fuels and technologies some 25 years ago, it wasn’t lost on me that the competition for dominance in the ‘green’ automotive world of the future would be hard-fought and long, with many twists and turns. As our decades-long focus on the ‘green car’ field has shown us, the state-of-the-art of advanced vehicles in any time frame is ever-changing, which simply means that what may seem to make the most sense now is likely to shift, and at times, shift suddenly. This is a field in flux today, as it was back then.

When Nissan powered its Altra EV back in 1998 as an answer to California’s Zero Emission Vehicle mandate, it turned heads with the first use of a lithium-ion battery in a limited production vehicle, rather than the advanced lead-acid and nickel-metal-hydride batteries used by others. Lithium-ion is now the battery of choice, but will it remain so as breakthrough battery technologies and chemistries are being explored?

Gasoline-electric hybrids currently sell in ever-greater numbers, with plug-in hybrids increasingly joining their ranks. Conventionally-powered vehicles are also evolving with new technologies and strategies eking levels of fuel efficiency that were only thought possible with hybrid powerplants just a few years ago.

What drives efficiency – and by extension determines our future path to the high efficiency, low emission, and more sustainable vehicles desired by consumers and government alike – is textbook evolution. Cars are adapting to meet the changing needs of future mobility and the imperative of improved environmental performance. Some of these evolutionary changes are predictable like lightweighting, improved aerodynamics, friction reduction, and enhanced powertrain efficiencies. Other answers, including the fuels that will ultimately power a new generation of vehicles, will be revealed over time.

So here’s to the cheerleaders who tell us quite vocally that their fuel, technology, or strategy is the answer to our driving future. One of them may be right. But the fact is, the evolutionary winner has yet to be determined.

Chevrolet introduced the Cruze Turbo Diesel in 2014, the first diesel sedan from an American nameplate since the less-than-stellar diesel cars Detroit offered in the late 1970s and early 1980s. It’s a world of difference. Actually, GM brought the European Cruze 2.0-liter turbodiesel to the Cruze powertrain lineup here, a well-proved engine that accounts for about 40 percent of all Cruze models sold in Europe. The Chevrolet Cruze Diesel returns for 2015 with only minor cosmetic changes.

The 2015 model we test drove is easily recognized from the 2014 version by its revised grille and front fascia, influences that came from the Chevy Impala and Malibu. Inside, minor changes include revised cup holders, relocating the trunk-release button to the center console, and door lock buttons now on the door. Features include everything offered on Cruze LS and 1LT models, plus a sport-tuned suspension, 17 inch alloy wheels, four-wheel disc brakes, leather-appointed seats, heated front seats, 6-way power-adjustable driver seat, remote vehicle starter system, and LED running lights.

Likewise, there is no change to the 2.0-liter ECOTEC turbodiesel four-cylinder from last year, an engine that produces 151 horsepower and 264 pound-feet of torque with at least 250 pound-feet of torque between a low 1,750 and 3,000 rpm. The dual overhead camshaft (DOHC), 16-valve engine has an overboost capability that increases torque to an estimated 280 pound-feet during short bursts of stronger acceleration for about 10 seconds. The Cruze Diesel can accelerate from 0-60 mph in about 8.6 seconds and you can feel this diesel’s expected low-end torque coming on strong within a few seconds of hard acceleration from a stop.  An Aisin AF-40 six-speed automatic transmission handles the car’s higher torque.

As expected, fuel economy is the Cruze Diesel's strong suit.  With an EPA-estimated 46 highway mpg, this means the thrifty Cruze can travel 717 miles on its 15.6 gallon fuel tank. City efficiency is an EPA estimated 27 mpg and 33 mpg combined. An aero performance package that integrates a lower front grille air shutter, mid-body aero panels, and front air dam help achieve its higher fuel efficiency.

The version sold here in the States was adapted to meet more stringent Tier 2 Bin 5 emission standards as well as a wider range of driving conditions, including higher altitudes and colder weather. For example, ceramic glow plugs are used rather than conventional metal glow plugs to provide better cold starts. An engine oil heater is optional for cold climates.

Importantly, this diesel engine emits at least 90 percent less nitrogen oxide (NOx) and particulate emissions compared to previous-generation diesels. A diesel particulate filter (DPF) and urea injection are used.  The exhaust after-treatment system uses technology similar to that found in GM's Duramax diesel engines for heavy-duty trucks and vans. Those seeking an additional level of environmental performance will appreciate that the engine is B20 biodiesel compatible.

Connectivity is enhanced with features like text message alerts for smartphone users with incoming texts through the car’s speakers, plus Siri Eyes Free for iPhone iOS 6 and iOS 7. Voice -controlled connectivity aims to mitigate distracted driving by helping keep phones in pockets and hands on the wheel. Popular available options include a seven-inch color touch screen and navigation. Expanding MyLink capability is OnStar with 4G LTE and a standard Wi-Fi hotspot to provide a mobile hub for staying connected. A three-month/three gigabyte data trial is provided.

The 2015 Cruze received a 5-star Overall Vehicle Score for Safety from the National Highway Transportation Administration. Standard safety features include 10 standard airbags. A rear vision camera, Rear Cross Traffic Alert, and Side Blind Zone Alert are available. Chevy’s best-selling model worldwide with more than three million sold since its 2010 launch, the Cruze is offered in LS, LT, RS, LTZ, and Eco models. Its base MSRP starts at $16,995 with the diesel model available at $26,485.

The Ram 1500 EcoDiesel, a model already leading the pickup pack in fuel efficiency, just keeps getting better. The pickup’s new HFE (High Fuel Efficiency) version now bumps up the clean diesel model’s highway fuel economy by another mile per gallon, delivering the highest fuel economy of all current full-size pickups.

Like the standard EcoDiesel model, the HFE’s efficiency is achieved in part by an eight-speed automatic transmission, stop-start system, thermal management system, pulse-width modulation, and active aerodynamics that includes grille shutters and air suspension that lowers the truck at speed for better aerodynamics. The new HFE variant gets a unique trim package and is available with a body-colored fascia adopted from the Ram Express model for a sporty appearance, plus distinguishing HFE badging, of course.

Well, this should be no surprise. Reuters reports what we’ve suspected all along because there’s a long history of this happening: Low gasoline prices are negatively impacting the sale of alternative fuel vehicles including those running on natural gas and electricity.

Not surprisingly, with lower gasoline prices comes a decided uptick in purchases of larger and lower efficiency vehicles, especially SUVs. Beyond personal transportation, the commercial sector is also being hit hard because the cost differential involved in buying large natural gas trucks presently fails to pencil out well compared to conventionally powered models.

Is this a trend? Only short term, really. Green Car Journal editors have noted such occurrences over the past two decades and the trend has always ebbed and flowed with varying fuel prices, incentives, and other factors. While the long-term prospects for battery electric vehicles hinge on lower cost batteries in the future, hybrids and high efficiency conventional vehicles are here to stay.

I was changed by the 1990 introduction of the GM Impact electric car prototype at the Los Angeles Auto Show, then again by the amazing array of electric, hydrogen, and ‘green’ vehicles I witnessed at the 1991 Tokyo Motor Show. I knew that 'green' cars would be important. So, for 25 years now, this has been my focus at Green Car Journal and also at GreenCarJournal.com, plus an additional six years while feature editor at Motor Trend.

Covering this field for 25 years lends an invaluable perspective that’s important to understanding not only where we’ve been, but where we’re headed. There’s plenty of ‘green’ car news to share these days so it’s important to place it in context…and yes, that comes again with perspective and having been there while this all unfolded.

It has been enlightening to document the early research and development of the vehicles we take for granted today. While there is no crystal ball for predicting the automobile’s future, I’ve long been fascinated by researching patents for advanced and alternative fuel vehicle technologies because this does reveal what automakers and their technology suppliers have in mind for the years ahead.

Several decades ago, many of these vehicles and technologies were but ideas to potentially pursue, the subject of technology deep dives I attended, or opportunities that allowed driving advanced technology test mules on the track at automakers’ proving grounds.

Two of these experiences in the 1990s come readily to mind – driving a Japanese-market Toyota Crown sedan outfitted with an early gasoline-electric hybrid drive and a Geo Storm equipped with a prototype battery electric powertrain. These powerplants evolved to become the Hybrid Synergy Drive powering Toyota’s Prius and the electric drivetrain powering the GM EV1. The production versions were worlds better than the early prototype powertrains, lending the perspective to see just how far the technology had come.

Early developmental electric drive vehicles were often quirky and unexpectedly noisy in myriad ways, with high-pitched motor controller frequency noise and gear whine very apparent against a near-silent background devoid of internal combustion. The first natural gas vehicle prototypes often suffered from an annoying high-volume gaseous fuel injector clatter. Developmental hydrogen fuel cell vehicles sacrificed loads of space for large and cumbersome fuel cells and hydrogen storage. High efficiency diesel vehicles of decades past were unacceptably loud and emitted soot. Gasoline cars with high fuel economy were small, often lacking the creature comforts consumers expect and an illustration that sacrifice was required to achieve efficiency. Accomplishing extremely low tailpipe emissions often came at the expense of performance.

Drive an electric, natural gas, hydrogen fuel cell, high mpg gasoline, or high efficiency diesel personal-use vehicle today and they are quiet, usually quick, and ‘normal’ in all respects. A great many conventional internal combustion vehicles are now near-zero emission…not that you’d know it because they achieve this so seamlessly. We have great ‘green’ vehicles today because a lot has transpired over the past 25 years. Perspective.

I am confident that all of these vehicles, technologies, and fuels will play an important part in our motoring future. If the past 25 years are any indication, the vehicles we’ll be driving in the years ahead will be just amazing.

Over the 10 year history of Green Car Journal’s Green Car of the Year award program, there has never been a battery electric car that has been compelling enough to be recognized as the best-of-the-best in an ever-expanding field of ‘green’ cars. That has changed with the groundbreaking BMW i3, Green Car Journal’s 2015 Green Car of the Year^®.

The BMW i3 came out on top of a field of finalists that included the Audi A3 TDI, Chevrolet Impala Bi-Fuel, Honda Fit, and VW Golf. The array of technologies and fuels represented included high efficiency gasoline, electric drive, clean diesel, and natural gas.

BMW’s i3 stands out as one of the most innovative vehicles ever to be introduced by any major automaker. It breaks the mold – literally – with a strong and lightweight body using materials and technology at home on the race track, and now used for the first time to construct a mainstream production car. It is a milestone, forward-thinking approach.

Meeting both near-term and far-reaching goals is no easy thing. The challenge is to design and build cars that offer meaningful environmental achievement while delivering the traditional touchstones desired by new car buyers, among them comfort, safety, convenience, connectivity, performance, and value. Also important in the world of advanced vehicles like battery electric cars is a significant commitment to the manufacturing and sale of these vehicles that goes beyond a few thousand units sold in select geographical areas. BMW’s commitment with the i3 is focused not only nationally in the U.S., but globally as well.

Offering a lightweight carbon fiber reinforced plastic (CFRP) body on an aluminum space frame, BMW’s innovative i3 brings environment-conscious drivers all-electric drive with an optional internal combustion range extender. The most unique aspect of the i3 is the car’s body structure, which incorporates the first-ever use of carbon fiber reinforced plastic (CFRP) to form the body and passenger cabin of a mass-production vehicle. CFRP is as strong as steel and 50 percent lighter. It is also 30 percent lighter than aluminum.

This BMW’s drive module includes an electric drivetrain, 5-link rear suspension, and an aluminum structure. Its lithium-ion battery pack is mounted mid-ship beneath the floor. Strategic placement of the 450 pound battery pack and drive components provides a very balanced 50-50 weight distribution to enhance handling and performance.

Acceleration is crisp, with a 0-60 elapsed time of 7.2 seconds provided by an electric motor producing 170 horsepower and 184 lb-ft torque. With a curb weight of just 2,700 pounds, the i3 has is sprightly even at highway speeds. Strong regenerative braking characteristics often allow the i3 to be driven with just the accelerator pedal in city driving. When a driver lets off the accelerator, regen slows the car quickly and allows it to come to a complete stop without touching the brake pedal.

Charging at home with an available 220 volt charger delivers a full charge in about three hours. Where available, public DC fast charging can bring an i3 to 80 percent state-of-charge in 20 minutes and a full charge in 30 minutes. The i3 BEV features an 81 mile EPA estimated range on batteries. The i3 REx, equipped with an internal combustion range extender that creates on-board electricity as needed to help keep batteries charged, features a 72 mile battery driving range and 150 miles total with the range extender.

Efficiency is a given. EPA rates the i3’s city fuel economy at 137 MPGe (miles per gallon equivalent) and 111 MPGe on the highway, with a combined 124 MPGe. For the REx-equipped model, EPA rates mileage at 117 MPGe combined.

The 2015 Green Car of the Year^® is selected by a majority vote of an award jury comprised of Green Car Journal staff and invited jurors, including TV personality and car aficionado Jay Leno plus leaders of the nation’s most high-profile environmental and efficiency organizations. These jurors include Jean-Michel Cousteau, president of Ocean Futures Society; Matt Petersen, board member of Global Green USA; Mindy Lubber, President of CERES; Kateri Callahan, President of the Alliance to Save Energy; and Dr. Alan Lloyd, President emeritus of the International Council on Clean Transportation.

The diversity of new car models at showrooms today reflects an evolving and sophisticated market in which a growing number of new car buyers have decided that environmental performance must meet their needs and expectations, on their terms. As it happens, 2015 Green Car of the Year jurors have clearly decided that this year, the electric BMW i3 does it best.

 

It is an exciting time to be involved with the auto industry, or to be in the market for a new car. The auto industry has responded splendidly to the challenge of new emission, fuel economy, and safety standards. The public is offered a greater than ever selection of vehicles with different powertrains, lightweight materials, hybrids, and electric drive vehicles across many platforms. We see increasing numbers of clean diesel vehicles and natural gas is making a resurgence, especially in the heavy-duty sector.

The positive response by the auto industry to the ever-tightening pollutant emission and fuel economy standards includes tactics such as the use of aluminum in the Ford F-150 and the increased use of carbon fiber by BMW, among many innovations introduced across many models and drivetrains. These evolutionary changes are a major tribute to the automobile engineers who are wringing out the most they can in efficiency and reduced emissions from gasoline and diesel engines. I view this evolutionary change as necessary, but not sufficient to meet our greenhouse gas goals by 2050.

New car ownership is currently down in Europe and is leveling off in the U.S. For global automotive manufacturers, however, this trend is offset by the dramatic growth in places like China and India. The potential for dramatic growth in the developing world is clearly evident: In the U.S., there are about 500 cars per thousand people, compared to about 60 and 20 in China and India, respectively.

How can these trends be reconciled with the environmental and health concerns due to climate change and adverse air quality in the developing world? The evidence for climate change accumulates by the day. Hazardous air quality in many major cities in China has drawn global attention, providing a visual reminder of how far the developed world has come and how much environmental protection needs to be accelerated in the developing world. Damaging air pollution is increasingly seen as a regional and even worldwide challenge. Dramatic economic growth in many developing countries is generating pollution that knows no boundaries. Air pollution from China, for example, fumigates Korea and Japan and is even transported across the Pacific to impact air quality in California and other Western states.

It will take a revolutionary change to provide personal mobility without unacceptable energy and environmental consequences. As a recent National Academy of Sciences (NAS) document states, it is likely that a major shift to electric drive vehicles would be required in the next 20 to 30 years. Electric drive vehicles, coupled with renewable energy, can achieve essentially zero carbon and conventional pollutant emissions. The NAS report also predicted that the costs of both battery and fuel-cell electric vehicles would be less than advanced conventional vehicles in the 2035-2040 timeframe.

This transition will not occur overnight and we will be driving advanced conventional vehicles for many years to come. In a study for the International Council on Clean Transportation, Dr. David Greene calculated that the transition could take 10 to 15 years, requiring sustained investment in infrastructure and incentives in order to achieve sustained penetration. While this investment is not inexpensive, it is projected that the benefits of this investment will be 10 times greater than the costs.

So where do we stand today on electric vehicles? We are seeing an unprecedented number of hybrid, plug-in hybrid, and battery electric vehicles across many drivetrains and models. There were about 96,000 plug-in electric vehicles sold or leased in the U.S. last year and more than 10 new PEV models are expected this year. While the sales fall short of some optimistic projections, it is an encouraging start after many years of more hope than delivery. The FC EV is expected to see significant growth after the initial limited introduction of fuel cells in the 2015-2017 timeframe by five major automobile companies.

It will take many years of sustained increasing penetration into new car sales to make this revolution a success. It is indeed a marathon and not a sprint. The challenge is how to ensure sustained sales of electric drive vehicles in the face of the many attributes of advanced technology conventional vehicles.  Electric drive vehicle drivetrains have an affinity with the increasing amount of electronics on board the vehicle, which might ultimately yield very interesting, capable, and competitive vehicles.

I have little doubt that if we are serious about our energy, environmental, and greenhouse gas goals the revolution in technology will occur. All the major automobile companies seem to recognize this in their technology roadmap, which includes advanced conventional vehicles, plug-in hybrid vehicles, battery and fuel cell electric vehicles.

In conclusion, the next 20 years promise to be equally as challenging and exciting as the last 20 years. I have little doubt that the automobile engineers are up to the task ahead, but whether we have the political fortitude to stay the course to achieve the necessary air pollution and GHG reductions is far less certain.

Dr. Alan Lloyd is President Emeritus of the nonprofit International Council on Clean Transportation (ICCT). He formerly served as Secretary of CalEPA and Chairman of the California Air Resources Board.

 

The Ram 1500 EcoDiesel, a powerhouse pickup that offers the only advanced, fuel-efficient diesel engine in the light-duty truck segment, has earned the distinction as Green Car Journal’s 2015 Green Truck of the Year™.  The award was presented at the San Antonio Auto & Truck Show in San Antonio, Texas, in the state that justifiably lays claim to being ‘truck country.’

Green Truck of the Year™ honors a truck that best exemplifies what can be achieved when environmental performance is viewed as important as traditional core values like functionality, payload, towing capability, and versatility. Blending environmental achievement with these traditional characteristics is not easy, and in many cases it’s also not cheap. But it is needed. Auto manufacturers are now placing significant new emphasis on trucks that achieve improved fuel efficiency, feature better overall environmental performance, and in some cases run on alternative fuels.

In addition to the Ram 1500 EcoDiesel, this year’s award finalists included the all-new Ford F-150, Chevrolet Colorado, and GMC Canyon pickups, plus the efficient gasoline Ram 1500 HFE. Each of these pickups brings its own brand of efficiency and improved environmental performance to bear in the truck market.

The Ram 1500 EcoDiesel distinguishes itself with a powerful and highly efficient powerplant that breaks new ground in the light-truck segment, accomplishing its mission of improved environmental performance without sacrificing the core values important to truck buyers. The engine produces 240 horsepower and a substantial 420 pound-feet of torque while offering rather impressive fuel economy, at least by pickup truck standards, with official EPA estimates of 20 mpg in the city and 28 mpg on the highway. This exceptional fuel efficiency provides a driving range of over 700 miles between fill-ups. The pickup is available in Regular Cab, Quad Cab, and Crew Cab versions with either two- or four-wheel drive.

Some of the key features of the 60-degree V-6 EcoDiesel engine include a dual overhead camshaft with 24 valves, cast iron block with aluminum heads, and a 15.5:1 compression ratio. A 29,000 psi common rail fuel injection system with solenoid injectors is used. The engine is equipped with a diesel oxidation catalyst, diesel particulate filter, and selective catalyst reduction to make it emissions-compliant in all 50 states. It can also use B20 biodiesel fuel.

Along with its considerable towing, hauling, and people-handling capabilities, the Ram 1500 EcoDiesel intelligently focuses on efficiencies with active aerodynamics including grill shutters that close for less drag at highway speeds. Other efficiency measures like an eight-speed automatic transmission and an air suspension system that lowers the truck at higher speeds are used to optimize fuel economy and achieve lower greenhouse gas emissions.

When Chrysler introduced the first clean diesel engine in the light-duty pickup segment, there was no way to know just how many pickup buyers would be won over and drive one away from the showroom. Today, production of this truck model has doubled beyond expectations and continues to gain momentum. It was clearly a breakthrough move for the Ram brand and a deserving winner of the 2015 Green Truck of the Year™ award.

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.

 

 

Nissan’s one-of-a-kind Frontier Diesel Runner made its first appearance at the Chicago Auto show, illustrating this automaker’s interest in the increasingly important clean diesel pickup market. Powered by a 2.8-liter Cummins turbo diesel with nearly 200 horsepower and, more importantly, some 350 lb-ft torque, the pickup features the performance and functionality required of today’s pickup buyers who often combine work and personal applications.

The Diesel Runner is based on Nissan’s Frontier Desert Runner 4x2 model and was created to gauge consumer reaction to a diesel-powered midsize Nissan pickup. No doubt, things will go in that direction. Nissan already has a partnership with Cummins to provide 5.0-liter turbodiesel V-8s for its next-generation Titan full-size pickup that’s arriving in 2015.

The 2014 Audi A8 L TDI is a joy to drive, as one would expect in a vehicle offering just about everything one could want in a car. Audi’s flagship A8 L TDI clean diesel sedan provides superb style, a great driving experience, creature comforts galore, and did we mention great fuel economy?

This aluminum-bodied executive sedan is powered by a 3.0 liter turbocharged V-6 clean diesel engine that offers 240 hp and 406 lb-ft torque that launches from 0-60 mph in 6.4 seconds, while delivering an EPA estimated 36 highway mpg. Once you get beyond the superb driving experience – which admittedly can be pretty captivating – there’s always the incredible world of advanced electronics afforded A8 drivers.

As Audi's sophisticated Audi connect system shows, the evolution of vehicles is seeing them morphing from just modes of transportation into mobile electronic devices. Drivers and passengers stay connected to the Internet and to friends and family while on the road, plus increasingly to highway infrastructure. Audi is one of the leaders in this communications evolution and the first auto manufacturer to offer Wi-Fi connectivity, beginning with the European debut of Audi connect in 2009 and then introduction in the U.S. two years later.

Audi connect provides broadband connectivity for up to eight onboard devices so passengers can surf the web and send e-mails. Google Earth makes it easier to navigate to a destination. The myAudi Destination feature allows users to log on to Google Earth from virtually any location in the U.S. and download up to 50 destinations. Google Voice Local Search provides detailed information about destinations. Real-time Sirius XM Traffic information available via enhancements to the Audi MMI Navigation Plus system could save time and fuel. Owners with Audi connect-capable vehicles can obtain real-time localized news, weather, and fuel prices.

 

How much does it cost to stay connected? Audi of America and T-Mobile will provide connectivity for the Audi connect infotainment and navigation system for as little as $15 per month, much less than competitors’ plans. New and existing owners of vehicles equipped with Audi connect can pay $450 to receive full data services over 30 months, or $15 per month. A month-to-month plan costs $30 per month. Audi’s goal is one million connected Audi vehicles globally by 2015.

Audi is the first to offer INRIX Park worldwide. This could save fuel and time since it provides continuously updated pricing, hours, and availability for participating off-street parking locations. Available to all Audi connect subscribers at no additional cost, it provides turn-by-turn directions to entrances of over 18,000 participating parking locations in the U.S. and 42,000 in Europe, with these numbers continuing to grow. Users can find available parking closest to a destination as well as compare by distance or price.

The need for speed is always important. Audi connect's 3G mobile communications standard currently provides transfer rates of up to 28.8 megabits per second (Mbit/s). However, Audi is moving to the fourth generation 4G LTE mobile standard that supports data rates of up to 150 MBit/s downstream and considerably faster response times. LTE technology enables the exchange of large quantities of data such as music and movies in HD quality. The onboard WLAN hotspot allows passengers to do different things on different mobile terminal devices at the same time. For example, one passenger can participate in a video conference while another watches a video.

In the future, Audi connect will provide a platform for Car-to-X communication that will make driving safer, more relaxed, and more economical. Networked vehicles can alert one another to hazards such as icy roads or traffic at intersections. Communication with traffic lights enables vehicles to anticipate green lights for uninterrupted driving. Car-to-X communication offers great potential for disseminating up-to-the-minute information on traffic conditions with great accuracy that will take Audi connect to the next level.

We are all enamored by the advanced technologies at work in vehicles today. And why wouldn’t we be? The incredibly efficient cars we have today, and the even more efficient models coming in the years ahead, are testament to a process that combines ingenuity, market competitiveness, and government mandate in bringing ever more efficient vehicles to our highways.

It’s been a long and evolutionary process. I remember clearly when PZEV (Partial Zero Emission Vehicle) technology was first introduced in the early 1990s, a breakthrough that brought near-zero tailpipe emissions from gasoline internal combustion engine vehicles. That move was led by Honda and Nissan, with others quickly following. Then there were the first hybrids – Honda’s Insight and Toyota’s Prius – that arrived on our shores at the end of that decade. Both technologies brought incredible operating efficiencies that drastically reduced a vehicle’s emissions, increased fuel economy to unexpected levels, or both.

Of course, there were first-generation battery electric vehicles in the mid-1990s that foretold what would become possible years later. That first foray into EV marketing was deemed by many a failure, yet it set the stage for the advanced and truly impressive EVs we have today. Those vehicles may not yet be cost-competitive with conventionally powered vehicles due to very high battery costs, but that doesn’t diminish the genius engineering that’s brought them to today’s highways.

Even conventionally-powered cars today are achieving fuel efficiency levels approaching that of more technologically complex hybrids. Who would have imagined popular cars getting 40 mpg or better, like the Dodge Dart, Chevy Cruze, Mazda3, Ford Fiesta, and many more in a field that’s growing ever larger each year?

VW and Audi have proven that clean diesel technology can also achieve 40+ mpg fuel efficiency while providing press-you-back-in-your-seat performance, and importantly, doing this while meeting 50 state emissions criteria. That’s saying something considering diesel has historically had a tough go of it meeting increasingly stringent emissions standards in California and elsewhere. Yet, with elegant engineering by these automakers and their diesel technology supplier Bosch – plus this country’s move to low-sulfur diesel fuel late last decade – ‘clean’ diesel was born.

I would be remiss if I didn’t mention natural gas vehicles. There was a time when quite a few automakers were exploring natural gas power in the U.S., but that faded and left Honda as the lone player in this market with its Civic Natural Gas sedan. Now others are joining in with dual-fuel natural gas pickups and vans, benefitting from advanced engine technologies, better natural gas tanks, and a sense that with increasing natural gas reserves in the U.S., demand for natural gas vehicles will grow. As Honda has shown with its Civic, it’s possible to operate on this alternative fuel while also netting admirable fuel efficiency.

All this advanced powertrain technology is important. It makes air quality and petroleum reduction goals achievable, even ones like the ethereal 54.5 mpg fleet fuel economy average requirement that looms for automakers by 2025. There’s no doubt that advanced technologies come at a cost and reaching a 54.5 mpg average will require the full range of efficiency technologies available, from better powerplants and transmissions to greater use of lightweight materials, aerodynamic design, and answers not yet apparent. But I’m betting we’ll get there in the most efficient way possible.

 

Ron Cogan is editor and publisher of Green Car Journal and editor of CarsOfChange.com

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.

 

BMW will be debuting its Concept Active Tourer plug-in hybrid concept and clean diesel 328d model at the upcoming 2013 New York International Auto Show. Featuring a three-cylinder gasoline engine and electric motor, the Concept Active Tourer is expected to achieve up to 95 mpg. It features a composite glass roof using suspended particle device technology that allows a driver the ability to darken or lighten the roof at will.

For the near-term, the 328d speaks to the expanding clean diesel movement in the U.S. as automakers increasingly look toward this high-efficiency propulsion technology to meet federal mpg goals and consumer desires for more efficient vehicles.

Powered by a TwinPower Turbo four-cylinder engine, the BMW 328d delivers 180 horsepower and 280 lb-ft of torque, a combination capable of propelling the four-door sedan from 0 to 60 mph in a sprightly 7.2 seconds. Fuel efficiency is expected to be upwards of 40 mpg. Actual EPA estimates will be revealed closer to the model’s launch.

This combination of efficiency and power is important to the brand, as BMW buyers have come to expect performance levels that support the company’s well-known claim, ‘the ultimate driving machine.’ Offering a four-door 328 sedan that accomplishes both well will position the 328d very competitively in an expanding clean diesel market in the States.

VW has unveiled its Golf GTD at the Geneva Motor Show, a sporty and fuel-sipping model offering a welcome 56 combined city/highway mpg. It does this with a new 184 hp four-cylinder TDI engine, a turbocharged and direct-injected powerplant that meets the challenging EU-6 emissions standard. The 56 mpg figure is achieved with Golf GTDs equipped with a six-speed manual transmission. Combined fuel economy is 50 mpg with VW’s optional six-speed DSG dual-clutch automatic transmission.

The first Golf GTD variant debuted some 30 years ago as a sporty compact that aimed to offer GTI-style features with notable fuel efficiency. This latest iteration, based on the seventh-generation Golf, is the most powerful GTD ever.

This is no slouch. Along with the 184 hp comes 280 lb-ft torque at a low 1750 rpm, supplying sufficient power to press you back in the seat. The Golf GTD is meant to be an efficient long-distance tourer and performer, which it backs up with a fun-to-drive nature and a top speed of 143 mph.

VW’s Golf GTD sits on lowered sport suspension and features side skirts, rear diffuser, and rear spoiler. It has distinctive features like smoked LED taillights with LED license-plate lights, 17-inch GTD wheels wrapped with 225/45 tires, and dual chrome tailpipes. The cabin offers GTD features including  tartan-patterned sport seats, sport steering wheel, and stainless-steel pedals and foot rest.

By mid-2013, Mazda will be offering a diesel engine sedan in the U.S. market, the first diesel car from an Asian manufacturer here in recent times. The Mazda 2.2-liter SkyACTIVE-D diesel engine will be available in the all-new 2014 Mazda6 along with a 2.5-liter SKYACTIV-G gasoline engine, the latter coming first. Both engines can be mated with either the SkyACTIV-Drive six-speed automatic or SkyACTIV-MT six-speed manual transmission.

Compared to the 2.2-liter MZR diesel engine already powering Mazda models in other markets, U.S. bound Madza6 variants get the more advanced – and 10 percent lighter – 2.2-liter SkyACTIV-D diesel that develops greater torque.

Other improvements include a 20 percent reduction in internal friction and improved fuel economy. The SkyACTIV-D features a new two-stage turbocharger and a 14:1 compression ratio, much lower compression than typical diesels.

Mazda says this low compression ratio results in cleaner burning with lower nitrogen oxides, producing virtually no soot. This means no additional NOx aftertreatment is needed, as is the case with many other modern diesel engines.

The 2014 Mazda6 is first production vehicle to feature Mazda’s unique i-ELOOP (‘Intelligent Energy Loop’) braking regeneration system. Unlike virtually every other regenerative braking system that uses batteries to store electrical energy created during braking or coast-down, i-ELOOP uses a capacitor for energy storage. The recouped electrical energy is used to power all Mazda6 electrical systems.

Among its advantages is that i-ELOOP avoids the need for a dedicated electric motor and battery, making the system more efficient, compact, and lighter than traditional regenerative braking systems. Also, capacitors can charge and discharge rapidly and are resistant to deterioration even in prolonged use.

Clean diesel keeps marching forward, even as American consumers continue to warm slowly to the idea of moving beyond familiar gasoline-powered vehicles. The slow pace is unfortunate considering advanced diesel variants are inherently more fuel efficient than their gasoline counterparts and, might we add, often more fun to drive because of diesel’s copious low-end torque.

How do you convince people to step up to diesel? One time-honored way to create believers in new technologies – and in some cases fuels – is proving them out on the race track. We’re seeing that today at various race venues where electric, hybrid, ethanol, and other alternative fuels or technologies are in competition.

In recent years, clean diesel has been pushed with vigor in racing, most notably with great success by German auto manufacturers. Diesel is not the exclusive domain of the Europeans, though. The latest evidence of this is Mazda’s recently-announced program to champion diesel in GRAND-AM racing’s new GX Class for advanced/clean technologies. Mazda is the only Asian automaker presently committed to bringing advanced diesel technology to the U.S.

Mazda’s 2.2-liter, stock-block SKYACTIV-D four-cylinder diesel engines feature a 14:1 compression ratio, new two-stage turbocharger, and a 5,200 rpm redline. The production engine’s improvements over Mazda's current 2.2-liter MZR-CD diesel engine are considerable, including a 10% weight reduction, 20% reduction in internal engine friction, and up 20% better fuel economy. The racing variant is being jointly developed by Mazda Motor Corporation, Mazda North American Operations, and SpeedSource Engineering.

The actual Mazda model to be powered by the SKYACTIV-D racing engine will be identified after the conclusion of the 2012 GRAND-AM racing season. Dyno testing is ongoing with track testing scheduled for later this year.