Green Car Journal has announced finalists for the magazine’s high-profile 2017 Green Truck of the Year™ and Commercial Green Car of the Year™ awards that will be presented at the San Antonio Auto & Truck Show in San Antonio, Texas. These important awards honor pickups and light commercial vehicles that raise the bar in environmental performance in a variety of areas including efficiency, emissions reduction, and overall environmental improvement.

Both light- and heavy-duty models made the cut this year to become finalists for 2017 Green Truck of the Year™ including the Chevrolet Colorado, Ford F-250 Super Duty, GMC Canyon, Honda Ridgeline, and RAM 1500.

The 2017 Chevrolet Colorado and GMC Canyon mid-size pickups feature a new and efficient V-6 for 2017 to round out powertrain choices including an inline-four and high-mpg turbodiesel. The RAM 1500 continues to impress with its functionality and myriad options including an EcoDiesel motor achieving the highest mpg in its class. Honda’s all-new Ridgeline exemplifies Honda’s approach to efficiency and technology with a handsome and driver-friendly new pickup design and plenty of tech.  Ford sets itself apart from the crowd yet again by continuing its integration of lightweight aluminum construction for the body and cab of its F-250 Super Duty pickup.

Finalists for 2017 Commercial Green Car of the Year™ include both smaller and more efficient vans including the Ford Transit Connect, Mercedes-Benz Metris, and RAM ProMaster City, plus heavy-duty pickups including the Ford F-250 Super Duty and Nissan Titan XD. The Ford Transit Connect, RAM ProMaster City, and Mercedes-Benz Metris deliver an efficient and highly-functional answer to the needs of businesses with higher fuel economy and easy urban maneuverability. Ford’s F-250 Super Duty brings greater efficiency to the heavy-duty pickup market with lighter weight achieved with an aluminum body and pickup box, while Nissan’s Titan XD delivers efficiency with its turbodiesel powerplant and design that aims to provide a light-duty pickup driving experience in a heavy-duty truck.

These Green Car Awards recognize pickups and light commercial vehicles that do the heavy lifting in everyday life while leading the way toward greater environmental compatibility. Importantly, award finalists achieve this without sacrificing the core capabilities expected from these highly-functional vehicles. It’s notable that after years of environmental focus on passenger vehicles, pickups and light commercial vehicles are now enjoying a similar focus on environmental improvement.

The San Antonio Auto & Truck Show, recognized as South Texas' premier automotive event that highlights the auto industry's newest innovations, will host Green Car Journal’s announcement of 2017 Green Truck of the Year and 2017 Commercial Green Car of the Year winners on November 10.

Standard half-ton pickup or heavy-duty variant? That’s the question often faced by those needing a pickup for commercial use, combined personal/business activity, or heavy-duty towing. It’s a tough choice because heavy-duty pickups really do offer levels of functionality that typically exceed that of light-duty pickups, but they’re also costlier, more cumbersome to maneuver, and usually less fuel efficient.

Nissan’s fully-redesigned Titan XD aims to solve this conundrum by combining the capability of a heavy-duty pickup with the fuel economy and affordability of a half-ton model. It delivers welcome functionality with a 5.6-liter Endurance gasoline V-8 or a notable 5.0-liter Cummins turbodiesel that delivers 310 horsepower and a formidable 555 lb-ft torque. The latter is capable of carrying a 2,000 pound payload or towing up to 12,000 pounds.

A half-ton 2017 Titan variant introduced just this summer shares the Titan DNA but is distinguished by a unique chassis some 14.7 inches shorter than that of the XD. No diesel powerplant is offered with the lighter-duty Titan, which is powered by the same 390 horsepower, 5.6-liter Endurance gasoline V-8 and connected to a seven-speed automatic transmission. An as-yet undisclosed V-6 will also be available for the half-ton Titan.

Titan XD benefits from the first application of the new Cummins M2 two-stage turbo system, which helps reduce turbo lag through precision balancing between high-pressure and low-pressure turbos. The engine’s Rotary Turbine Control provides solid performance across the powerband and manages exhaust gas temperatures. Efficiency-enhancing weight reduction is achieved with a compacted graphite iron cylinder block, high-strength aluminum alloy heads, and composite valve covers. The CGI block, along with the dual overhead camshafts, contributes to Nissan’s goal of delivering excellent noise, vibration, and harshness characteristics.

The XD features an extended 151.6-inch wheelbase to handle the higher towing and payload potential of the Cummins diesel while maximizing stability, handling, and ride comfort. It also uses a new heavy-duty, highly stable suspension design. Titan XD buyers can choose between several available hitches including an integrated gooseneck hitch engineered into the frame that’s easily accessible in the bed. It is also snow plow-capable.

Clearly, the Titan XD is the right size pickup for many chores. Nowhere is this more evident than when it comes to overall driveability. The step up to a traditional heavy-duty pickup is more than many drivers care to deal with on a daily basis. Titan XD simply doesn’t feel as cumbersome as a bigger and heavier HD truck. We wouldn’t call it nimble, but it is certainly easier to maneuver, especially around town. Overall ride and handling is quite pleasant and on par with most half-ton pickups. We drove the Titan XD loaded near maximum payload capacity and it performed without complaint.

The Titan XD is offered in Crew Cab, King Cab, and Single Cab versions with three available bed lengths. A work truck version is also available. All are mated to a six-speed automatic transmission. The Titan XD is offered in several trims including a rugged-looking Pro-4X model and a top-of-the-line Platinum Reserve. All except the Pro-4X can be had with two- or four-wheel drive. Inside, The Titan XD’s instrument panel integrates both analog and digital gauges and a 5-inch color display, plus diesel monitoring and maintenance displays. A 7-inch color monitor includes NissanConnect with navigation, mobile apps, and service.

While fuel economy estimates are not required for heavy-duty pickup models, expect the XD's Cummins diesel to provide about 20 percent better efficiency than a gas-powered V-8 while towing full loads. Our driving experience in an XD with a fully-loaded pickup bed realized a mpg average of just over 20 mpg…pretty impressive for an HD pickup.

The tires we roll on have characteristics that can differ greatly. Carefully chosen, a new set of tires can make your time behind the wheel quieter and the ride smoother, while others can deliver a harsher ride and transmit an unacceptable level of road noise to the cabin. Tire designs and compounds can also greatly influence handling and performance, which is one of many reasons tire manufacturers devote so much time and resources to advanced tire development and then proving their prowess on the track.

Beyond a focus on ride quality, performance, and tire life, an important trend in recent years has been the continuing refinement of low rolling resistance (LRR) tires that aim to improve fuel efficiency. Such tires are used on virtually every electric and hybrid vehicle for obvious reasons. Many automakers also equip their conventional vehicles with LRR tires since every little bit helps on the way to achieving the best possible fleet mpg average for their model lineup. All are keenly aware of the challenges ahead in meeting the mandated Corporate Average Fuel Economy (CAFE) requirement of 54.5 mpg by 2025. Driving on tires with lower rolling resistance is a small but important part of the strategy.

Tire rolling resistance has the potential to positively influence urban fuel economy up to 4 percent and 7 percent on the open road. As a rule of thumb, a 10 percent reduction in tire rolling resistance will result in a one to two percent improvement in vehicle fuel economy. Hyundai presents a great example. The automaker’s Sonata Eco model gains about one mpg more in the city and three on the highway mainly through the use of LRR tires and smaller wheels, in this case 17-inch versus 19-inch on the standard model.

Drivers shouldn’t be surprised if fuel efficiency actually drops when worn tires are replaced with new LRR tires, even if they’re the same size, type, and brand. Simply, as tires wear their rolling resistance gradually drops, about 20 percent during the life of a tire as the tread depth and mass decreases. The payoff will come over time and not necessarily during the first miles running new LLR tires.

Various techniques are used to reduce rolling resistance. Reducing internal friction is one way that comes with no noticeable change in grip characteristics during braking and cornering. Another is changing the tread compound, which can change grip. This sometimes, but not always, means a tradeoff between fuel economy and performance.

Early LRR tires were noted for their harsher ride, a result of using much harder rubber compounds and stiffer sidewalls in an effort to reduce friction and flexing. Newer LRR tires use advanced compounding with silica-based or alternative oils to provide more pleasant ride characteristics. Early LRR tires also had reduced grip and wore more rapidly. This has changed significantly over time as tire technology has evolved.

Even so, the primary mission of LRR tires is minimizing rolling resistance and addressing safety considerations like wet weather handling and traction. Those looking for tires focused on high performance diving are not likely candidates for LRR tires.

Choosing replacement LLR tires for a Prius, LEAF, Volt, or other electric or hybrid can be relatively easy. Just replace the tires with ones identical to those that originally came with the car. Automakers producing 'green' cars spend considerable effort working with tire manufacturers in selecting the right LRR tire to maximize efficiency of a specific model. Still, there are quite a number of aftermarket tires developed for electrics and hybrids so choices are many.

For example, Yokohama's AVID S33D LRR all-season tires for third generation Toyota Prius hybrids and other small cars reduce fuel consumption while retaining all-season traction.  Like the AVID, the Yokohama Geolandar G055 BluEarth tires we’ve been testing on a crossover vehicle feature the company’s advanced, lightweight Airtex inner liner that combines the elasticity of rubber with the lightness and superior gas-barrier characteristics of plastic to reduce tire weight and rolling resistance. This tire, like others in the Yokohama line, uses orange oil tread compound to enhance performance and decrease the use of petroleum in tire production.

Among other low rolling resistance tire options on the market is Goodyear’s Assurance Fuel Max, which uses a special fuel-saving tread compound that reduces rolling resistance by up to 27%. Goodyear claims this nets up to 2,600 miles worth of gas savings over the life of four tires. Michelin offers an array of GreenX tire options including Defender, Primacy, and Energy Saver A/S tires. Efficiencies are achieved through multiple strategies including the use of a more rigid tread block to lower rolling resistance and silica-based tread compound to keep tires running cooler. Toyo’s Versado Eco Touring all-season tires are designed to improve fuel efficiency for hybrid, electric, and other vehicles using naturally derived tread compound materials, a low rolling resistance design, and a recycled polyester casing to conserve natural resources.

While plenty of LRR tires are offered for a wide range of vehicles, it’s not always easy to choose since efficiency comparisons are not yet available. Traction, wear, and temperature resistance ratings are to be found but efficiency is glaringly missing, although there is hope.

The National Highway Traffic Safety Administration (NHTSA) has proposed a tire label that would provide wet traction, tread wear, and fuel efficiency (rolling resistance) ratings on a 0-100 scale for replacement tires. It has also done extensive testing to generate data for such a label. While not yet implemented, this will be of real value to those shopping for tires that will deliver improved environmental performance in the future

We live in a day and age when many consumers look to their car not only as a safe form of everyday conveyance, but also as a personal retreat or perhaps an extension of one’s office…with perhaps a dash of dynamic drive performance thrown in for good measure. Our recent drive experience with Volvo’s 2017 S90 T6 along Spain's Costa del Sol illustrated that this sedan answers all such anticipations with a spot-on drop of Thor's Hammer.

What Volvo has accomplished with the all-new S90 over a relatively short development timeline is nothing short of astounding. Simply, the Volvo S90 T6 delivers as promised with a comfortable, safe, quiet, and near-luxury driving experience. It follows the well-received XC90 in Volvo’s total reinvention of its model lineup.  For 2017, Volvo takes its second-generation Drive-E engine technology and performance to the next level, with the S90 powered by a very advanced, high output, supercharged and turbocharged four-cylinder gasoline engine that’s both fuel efficient and near zero emissions.

While most luxury sport sedan buyers seek turbocharged mid- to high-displacement V-6 through V-12 twin cam torque monsters to inject their adrenaline rush, Volvo sees things differently. This automaker envisions a future with turbocharged three- and four-cylinder gasoline engines fulfilling primary drive duties, cogeneration, and plug-in electrification in the near future. And Volvo engineering sees this no later than model year 2018. In fact, international S90 project lead Peter Martens tells Green Car Journal that cylinder count is inconsequential in today’s engine technology. In Peter’s words, “it’s the engine's horsepower and torque output that matters at the end of the day.”

But are four cylinders enough? As my co-driver commented during our test drive: “One would have to look under the hood of the S90 T6 to discover the four-cylinder.” Simply, this efficient engine is a source of exceptional power and satisfying performance. In all truth, the S90’s direct-injected, twin-cam aluminum 2.0-liter engine produces seamless torque. Notably, its use of both supercharging and turbocharging means there’s absolutely no turbo lag up to red line. An eight-speed automatic transmission contributes to the sedan’s overall fuel efficiency.

Producing 316 horsepower and 295 lb-ft torque in the midrange, Volvo’s S90 T6 AWD achieves a respectable 0-to-60 mph sprint time of just 5.7 seconds, quick enough for the majority of drivers in the midsize luxury sedan segment. This efficient powerplant delivers an EPA estimated 22 mpg in city driving and 31 mpg on the highway.

A front-wheel drive T5 variant with a turbocharged rendition of the same mill produces a respectable 250 horsepower/258 lb-ft torque at 2200 rpm. This rivals the specs of many six-cylinder engines on the market today while achieving a desirable 23 city/34 highway mpg. Volvo expects market demand for the T5 and T6 variants will run about 50/50.

While we found the S90 T6 AWD model quite capable during aggressive driving on two-lane country roads, where this sedan truly shines is in long-range highway driving. It’s a luxury midsize rolling lounge with near-sports sedan handling attributes. Surprisingly, we found Volvo’s therapeutic seat requiring no break-in time. Our S90 came with driver and front passenger seating cooled, heated, and equipped with a massage option, arguably the best in the class. Leg, shoulder, and headroom is exceptional front and rear, as is this model’s premium-class fit and finish.

The S90 presents ride quality rivaling that of the best luxury commuters in the industry, thanks in no small part to Volvo’s optionally available rear air suspension, superior hydraulic dampening, and active electronic noise cancellation. It does this well while facilitating a split personality with the kind of sport-like-driving capability required by today’s all-inclusive consumer mindset.

Attention to the road is enhanced by a well-positioned heads-up display, where speed, engine temperature, and more can be monitored without requiring a glance at the instrument panel. The S90’s drive environment is well balanced, leather covered, wood-accented, and high-tech rich, yet intuitive in its operation. Everything is in its place and enveloped in high-end Swedish style and sensible accommodation.

Volvo runs a bit ahead of the trend with perhaps the best-working active safety suite available in the segment today.  As demonstrated through its S90, Volvo continues the company’s historical emphasis on driver and passenger safety by providing its notable active safety features on all S90 trim levels.

The S90’s City Safety feature includes frontal collision avoidance, low-and high-speed collision mitigation, and auto brake engagement, plus pedestrian, cyclist, and large animal recognition. Run Off Road Mitigation senses if the vehicle is about to unintentionally leave the pavement and takes corrective action. With Pilot Assist, the S90 will assist in driving up to 80 mph, but the driver’s hand is required to stay on the wheel in 15 second intervals to ensure driver attention. Yes, we did test this and it worked flawlessly with near dead-center lane keep assist and adaptive cruise control that maintained distance from the car ahead.

First to market in the States is the S90 T6 AWD, followed by the front-drive S90 T5. Later we’ll see the V90 Estate Wagon and the S90 T8 plug-in hybrid. The price of entry for the S90 T5 is $46,950 with the T6 coming in at a base of $52,950. Volvo’s Inscription trim level adds $3,300 to the cost of each. Whichever you choose, the Volvo S90 may well be the bargain of the midsize luxury sedan segment.

Ford’s aluminum bodied F-150, an all-new generation that debuted in the 2015 model year, is revolutionary. It is also distinguished as Green Car Journal’s 2016 Green Truck of the Year™, an honor bestowed at the recent San Antonio Auto & Truck Show in Texas.

Besides this new generation's more refined look and improvements across the board, use of an all-aluminum body has allowed Ford to decrease the pickup’s body weight by 630 pounds, with a high-strength steel frame reducing weight by another 70 pounds. This lightweighting contributes toward higher fuel efficiency without sacrificing the durability and all-around functionality F-150 buyers have come to expect from their pickups over many decades.

For 2016, Ford expanded the F-150 lineup with a new Limited edition for discerning high-end truck buyers, plus special edition appearance packages available for XLT and Lariat models. An all-new aluminum-bodied F-250 has now joined the Ford pickup lineup and this heavy-duty variant will be detailed in a future article.

The F-150’s weight reduction brings the added benefit of better performance. Simply, it takes less power to propel the truck when empty so acceleration is noticeably improved. With less mass working on the chassis, the truck has a lighter feel and handles better than the previous model generation. Braking is also improved since there is less weight to bring to a halt. Cargo bed payload capacity and gross combined vehicle weight ratings (GCVWR) remain similar on the new truck compared to the previous generation, so the lighter aluminum F-150 can haul and tow hundreds heavier loads.

Ford offers F-150 buyers four engine choices to fit varying requirements including a 2.7-liter EcoBoost V-6, 3.5-liter EcoBoost V-6,  3.5-liter Ti-VCT V-6, and a 5.0-liter Ti-VCT V-8. The 2.7-liter EcoBoost engine should be of particular interest to drivers seeking a balance of power, functionality, and efficiency. This engine allows the F-150 to achieve up to 26 highway and 19 city mpg while also enabling towing up to 8,500 pounds. Other powertrain choices allow towing up to 12,100 pounds. Ford has integrated the sport mode feature found in the Mustang that changes the frequency of gearshifts, thus enabling drivers to keep the F-150 in the ‘sweet’ spot of the powerband while holding lower gears longer for a more engaging driving experience.

A gaseous-fuel prep option is now available with the F-150‘s 5.0-liter V-8 engine. This positions the F-150 as the only light-duty pickup capable of running on compressed natural gas or propane to help further reduce operating costs and CO2 emissions.

The 2016 F-150 features SYNC 3, Ford’s newest communications and entertainment system that delivers enhanced voice recognition and a capacitive touch screen. Plus, the F-150’s segment-first Pro Trailer Backup Assist technology makes it easier to back a trailer up to launch a boat or park in a driveway. Using the F-150’s advanced camera technology, a driver steers a trailer instinctively by turning a knob left or right to indicate direction, then backs up as the truck controls its steering and limits vehicle speed.

Pickup buyers have a wide choice of F-150 engine, cab configuration, and trim levels in either two- or four-wheel drive, at a starting cost of $26,540.

Hyundai's  soon-to-come 2017 Ioniq comes in three flavors – hybrid, plug-in hybrid, and electric. All use the same dedicated platform but with distinctly different electrified powertrains, styling cues, and characters.

The Ioniq Hybrid combines a new Kappa 1.6 liter, direct-injected, Atkinson-cycle four-cylinder engine with a 43 horsepower electric motor and 1.56 kilowatt-hour lithium-ion polymer battery. The engine, specifically designed for hybrid application, has an impressive 40 percent thermal efficiency and provides 104 horsepower. Engine and motor together produce a total of 139 horsepower. The Ioniq Plug-In Hybrid also uses the Kappa engine but substitutes a  more powerful 60 horsepower electric motor and more substantial 8.9 kilowatt-hour lithium-ion polymer battery, the latter to provide an all-electric range of over 25 miles.

Both hybrids use a six-speed double-clutch transmission. The highly-efficient DCT uses low-friction bearings and low-viscosity transmission oil to achieve both excellent performance and fuel efficiency. Enhancing efficiency and dynamic driving are selectable SPORT or ECO modes. SPORT holds lower gears longer and combines power from the engine and electric motor for maximum performance. In ECO mode, the DCT optimizes gear selection for efficiency, upshifting earlier to achieve fuel economy.

The battery electric variant features a 120 horsepower electric motor, 28 kilowatt-hour lithium-ion polymer battery, and a single-speed transmission. This brings an estimated range of 110 miles and expected 125 MPGe rating. An integrated In-Cable Control Box allows charging from a household electric socket and quicker charging from a 220-volt wall charger is optional. If a public SAE Combo Level 3 DC 100 kilowatt fast-charger is available then battery charging up to 80 percent capacity takes only about 20 minutes.

The sporty hatchback's fluid exterior shape and natural air flow channels emphasize aerodynamic body lines that achieve a 0.24 coefficient of drag. Features like front wheel air curtains, a rear spoiler and diffuser, side sill moldings, floor undercover, and closed-wheel design all contribute to the model’s high aerodynamic efficiency. The Hybrid and Plug-in Hybrid have a three-stage active air flap in the front grille as well.

Unique details provide each of the three models with own identities. The Hybrid's Bi-Xenon HID headlights are surrounded by C-shaped LED positioning lamps that complement Hyundai’s signature hexagonal grille and vertical C-shaped LED daytime running lights. The Plug-In also features low-beam LED headlamps and specially-designed 16-inch alloy wheels. Differentiating the Electric is a sleek, closed front fascia since it has no need for extensive powertrain cooling, plus unique eco-spoke alloy wheels and LED low-beam front headlamps/rear combination lamps sporting a unique pattern.

Weight reduction also contributes to low fuel usage and dynamic handling. The aluminum hood and tailgate reduce weight by 27 pound, lithium-ion polymer battery packs are 20 percent lighter than non-polymer lithium-ion variants. Eliminating the lead-acid auxiliary 12 volt battery in hybrid models saves about 26 pounds.

Placing the battery system beneath the Ioniq’s rear seats results in a low center of gravity and an uncompromised cargo area in the Hybrid. Even the Plug-In and Electric variants, despite larger batteries, offer generous interior volumes. All three use permanent magnet synchronous motors optimized by reducing the thickness of core components up to 10 percent and adopting rectangular-section copper wire to decrease core and copper loss.

Ioniq’s light-yet-rigid body features 53 percent advanced high strength steel. The chassis benefits from superior rigidity for responsive handling and safety, with high impact-energy absorption and minimized cabin distortion to protect passengers in the event of a collision. This rigid structure also includes 475 feet of advanced structural adhesives, which provide both light weight and rigidity benefits.

The hybrid and plug-in use a sophisticated multi-link rear suspension system with dual lower control arms that minimize ride and handling compromises often associated with less sophisticated geometry. Extensive use of aluminum in front and rear suspensions saves about 26 pounds. The Electric uses a torsion-beam rear axle to provide more space for the larger batteries, again placed below the rear seats.

Recycled or ecologically-sensitive materials are used in the Ioniq for less reliance on oil-based products. For instance, interior door covers are made of plastic combined with powdered wood and volcanic stone, headliner and carpets feature raw materials extracted from sugar cane, and paint uses renewable ingredients extracted from soybean oil.

Hyundai’s Blue Link connected car system provides enhanced safety, diagnostics, remote, and guidance services. Blue Link connectivity includes remote start with climate control, destination search powered by Google, remote door lock/unlock, car finder, enhanced roadside assistance, and stolen vehicle recovery. Blue Link features can be accessed via buttons on the rearview mirror, the MyHyundai.com website, or Hyundai’s Blue Link smartphone app. Some features can also be controlled via Android Wear and Apple Watch smartwatch apps. Plug-In and Electric Ioniq drivers will also be able manage and monitor charging schedules remotely via the Blue Link smartphone app.

Innovative active and passive safety features help protect drivers and passengers. These include blind spot detection, lane change assist, rear cross-traffic alert, and a lane departure warning system. The Ioniq is also fitted with automatic emergency braking with pedestrian detection. Smart cruise control allows a constant speed and following distance to be maintained from the vehicle ahead without depressing the accelerator or brake pedals. It’s automatically cancelled when speed drops to 5 mph or below. The electric Ioniq takes it a step further by providing advanced smart cruise control offering fully automatic stop/start function as well.

With its very limited edition 918 Spyder and more mainstream Panamera S E-Hybrid – not to mention the coming electric Mission E – Porsche has shown that it takes electrification seriously. The premium automaker’s next step in its electrification strategy is represented by the 2016 Cayenne S E-Hybrid, a move that has brought plug-in hybrid power to its popular SUV model.

The Cayenne S E-Hybrid uses essentially the same components as its Panamera sibling to achieve plug-in capability. There have been some changes, like upgrading this S E-Hybrid model’s lithium-ion battery pack from 9.4 to 10.8 kilowatt-hours. This battery replaces the spare tire found in conventionally powered Cayenne models and allows the Cayenne S E-Hybrid to travel about 14 miles on battery power. Electric-only driving is possible at speeds up to 78 mph before the engine starts and the vehicle operates likes a regular hybrid. E-Power is the default mode so the Cayenne S E-Hybrid always starts on electric power, given sufficient battery charge.

An E-Charge mode modifies charging strategy so the electric motor becomes a generator, enabling the battery to recharge up to 80 percent while driving. This provides adequate battery power for electric-only driving once desired destinations are reached, such as urban areas where zero-emission driving may be preferred. Unlike most regenerative braking systems that are either on or off, the Cayenne S E-Hybrid’s regen system provides some modulation in the brake pedal while slowing down.

The Cayenne plug-in uses a supercharged 3.0-liter V-6 mated to an eight-speed Tiptronic automatic transmission, same as the Panamera. A single 95 horsepower permanent-magnet motor located between the engine and transmission provides hybrid capability. Power is delivered to all four wheels via a limited-slip center differential. The supercharged V-6 and electric motor deliver a combined 416 horsepower.

As expected from a Porsche, the Cayenne S E-Hybrid provides excellent performance, especially considering it is a 5,000-plus pound SUV that can carry 5 people and tow up to 7,716 pounds. It can accelerate from 0 to 60 mph in 5.6 seconds, 0 to 100 mph in 14.4 seconds, and has a top speed of 151 mph. Efficiency is a combined 22 mpg in hybrid mode and 47 miles-per-gallon equivalent (MPGe) during electric driving

All this goodness does not come cheap at a base MSRP of $78,700, but that is in line with what one would expect to shell out for a Porsche. The combination of performance, prestige, and greater efficiency combine to make this an attractive offering for Porsche fans.

It used to be that light-duty commercial vans were all pretty much alike – boxy, unexciting, and devoid of the kind of features we expect in our everyday vehicles. That all changed six years ago when Ford brought its European Transit Connect panel van to the States as an all-new offering on our shores. Thus began a trend that now finds compact commercial vans one of the hottest trends in the industry.

Starting at an approachable $22,675, today’s Ford Transit Connect is offered in cargo or wagon configurations and in both short- and long-wheelbase. Both carry a 1,620 pound payload capacity and tow up to 2,000 pounds when properly equipped. The longer wheelbase model increases cargo capacity from the standard 104 cubic feet to 129 cubic feet. A choice of split rear cargo doors or a traditional rear liftgate is offered, with the split doors opening to 180 degrees. Twin sliding side doors are standard to enhance loading and unloading cargo or passengers. Needless to say, these are important features for delivery services and small business that must negotiate tight urban environs.

A base 169 horsepower, 2.5-liter Duratec four-cylinder engine powers the Transit Connect, with this engine now offering standard E85 flex-fuel capability in all but California emissions states. The flexible-fuel variant is capable of running on E85 (85 percent ethanol/15 percent gasoline), unleaded gasoline, or any blend of the two fuels. This engine can also be ordered for use with natural gas or LPG.

An optional 1.6-liter EcoBoost engine offers nine additional horsepower plus one additional mpg. The EcoBoost engine requires 93 octane fuel for peak performance. Both engines are coupled with a six-speed SelectShift automatic transmission. Depending on configuration and engine choice, city fuel economy is rated at 19-22 city mpg and 27-29 mpg on the highway.

The Transit Connect cargo van is available with optional second-row seating to increase versatility beyond cargo. The wagon version also features a versatile approach by delivering cargo capabilities along with five to seven passenger seating. It features more than 100 cubic feet of cargo space with the rear seats folded on the long-wheelbase model, plus the ability to carry a maximum 1,270 pound payload. All Transit Connect models feature first-row front and side airbags, first-row side curtain airbags, and a tire pressure monitoring system.

Desired options are available including a rearview camera, 6.5-inch touch screen display with navigation, and SYNC with MyFord Touch, Ford’s voice-activated mobile communications and entertainment system. A perimeter alarm is included at no additional charge when available remote start is ordered. The perimeter alarm detects security threats through impact and shock sensors, activating an alarm to help protect vehicle contents. For fleets, Ford Telematics is also available to enable simultaneously monitoring several Transit Connects in real time, including location, speed, and excess idle duration to help track productivity and efficiency.

Mazda's CX-3, this automaker’s entry in the hot compact crossover SUV segment, aims to provide the style and functionality of a crossover SUV at a price approachable to a great many buyers, beginning at just $19,960. Sporting the unique front grill and fascia that speak the brand’s latest design language, the CX-3 shares its platform and much of its cabin with the 2016 Mazda 2 subcompact hatchback. While both ride on a 101.2 inch wheelbase, the CX-3 is slightly larger in all dimensions than the 2 in keeping with its small SUV mission of optimizing versatility and carrying five people plus cargo.

The CX-3 is comfortable, capable, and responsive, getting its power from a 146 horsepower, 2.0-liter four-cylinder engine. Its SKYACTIV-G engine uses direct injection, variable valve timing, and a high 13:1 compression ratio to eke the most power out of its engine displacement, along the way producing satisfying low-to-mid-range torque and lower emissions while consuming less fuel. The engine connects to a six-speed automatic transmission.

Sport, Touring, and Grand Touring trim levels are available, each with standard front-wheel-drive or optional i-ACTIV all-wheel-drive. Mazda's predictive all-wheel drive system optimizes performance and stability by taking many real-time factors into account like road conditions, steering-angle, temperature, and weather as it intelligently routes power to specific wheels in response to these conditions.

The Mazda CX-3 is available with an array of electronics features including a rearview camera, Smart Brake Support with Collision Warning, adaptive headlights, and headlight control. Mazda Connect comes standard, offering a seven-inch color touchscreen infotainment suite with Bluetooth audio streaming, phone controls, and internet radio like Pandora and Aha by Harmon, all integrated with a commander control knob. Pushbutton start is also standard.

Available as options or with the Touring and Grand Touring trim levels are navigation, Blind Spot Monitoring, Rear Cross-Traffic Alert, head-up display, Bose premium audio with SiriusXM satellite and HD radio, steering wheel-mounted paddle shifters, and LED headlights. When equipped with the Grand Touring i-ACTIVSENSE package, CX-3 packs features unavailable in rival vehicles like Mazda Radar Cruise Control, Smart City Brake Support, High Beam Control System, Lane Departure Warning System, rain-sensing wipers, and auto on/off headlights.

As one would expect with Mazda’s efficient and sprightly SKYACTIV-equipped new models, the CX-3 achieves a welcome 29 city mpg and 35 mpg in the front-wheel drive version, with the AWD model sacrificing just a bit of efficiency with 27/32 mpg numbers. Importantly, unlike most engines with high compression that require high octane fuel, the 2.0-liter SKYACTIV powerplant is designed to run on less expensive regular gas, offering fuel savings that adds up over time.

Hyundai has shown its willingness to push the envelope with its affordable Tucson SUV in some pretty high-profile ways. The automaker has notably offered a hydrogen fuel cell variant to consumers in limited numbers and both hybrid and plug-in hybrid concepts were shown at the most recent Geneva Motor Show.

For the here-and-now, conventionally powered models offer consumers plenty of goodness at approachable cost. Hyundai’s third-generation 2016 Tucson crossover SUV is distinguished with an edgier design that carries through the Fluidic Sculpture 2.0 design theme that debuted on the 2015 Genesis, aiming at a bolder and more athletic appearance. The Tucson is also a bit bigger this year with a one inch longer wheelbase and exterior dimensions an inch wider and three inches longer, adding to a noticeably roomier interior. Driving dynamics are improved with an enhanced suspension and a more rigid chassis using more than 50 percent advanced high-strength steel.

The 2016 Tucson features a pair of powertrains that emphasize power and fuel efficiency. Base models are equipped with a carryover 164 horsepower, 2.0-liter direct-injected four-cylinder with a six-speed automatic transmission. This SHIFTRONIC automatic offers a manual shifting mode and integrates an overdrive lock-up torque converter to boost fuel efficiency. Eco, Sport, and Limited models get a new 175 horsepower, 1.6-liter turbocharged four-cylinder coupled to a seven-speed EcoShift dual-clutch automatic transmission.

Most notable for those seeking higher fuel economy is the Eco model, which delivers one additional mile per gallon in the city and three more on the highway, achieving 26/33 city/highway mpg. The Eco uses 17 inch wheels and low rolling resistance tires to help achieve this. Sport and Limited models ride on 19 inch wheels.

All versions are available with front-wheel-drive or all-wheel-drive. The AWD system uses an electronically controlled clutch at the rear axle. The system’s Active Cornering Control All Wheel Drive provides improved all-weather traction and greater cornering capability. It does this by transferring engine torque to the rear wheels while applying braking force to the inside rear wheel and transmitting extra power to the opposite wheel, thus providing a torque-vectoring effect.

For driving off-road and in slippery conditions, there is also a driver-selectable AWD lock that allows for a 50/50 split of available torque between the front and rear wheels. A Drive Mode Select feature allows a driver to customize the Tucson’s dynamic response to alter steering effort, throttle mapping, and transmission shift points according to personal preference or changing driving conditions.

New-for-2016 are available LED headlights, LED Daytime Running Lights, and HID headlights with Dynamic Bending Light that turn-in with the direction of the steering wheel. Also new is a color LCD cluster display, individual tire monitoring, and heated rear seats. The new Tucson features a host of standard and available advanced technology safety features. These include forward-collision warning with automatic braking and pedestrian detection, blind-spot warning, lane-departure warning, rear cross-traffic alert, and adaptive headlights. A backup camera is now standard on all trim levels.

Whatever Hyundai’s advanced technology vehicle plans may be for its lineup in the future, given the popularity of the SUV segment and the current Tucson’s appealing entry-level MSRP of $22,700, it certainly appears that the Tucson will be a high-profile torch-bearer in the company’s expanding ‘green’ offerings.

The all-new, seventh-generation Hyundai Sonata that emerged in the 2015 model year proved this automaker’s ability to offer increasingly sophisticated and compelling models. It featured a more exciting design, improved road manners, and greater use of advanced on-board electronics. What it didn’t offer was a new hybrid variant.

Hyundai strategically retained its previous-generation hybrid Sonata for an additional year as it prepared to add new hybrid and plug-in hybrid models to round out the 2016 Sonata lineup. As Green Car Journal editors found during a recent 500 mile road trip in a 2016 Sonata Plug-In Hybrid Limited, the wait has been worth it. Simply, this efficient plug-in sedan is a joy to drive.

Powering both the standard hybrid and plug-in variants is a 2.0-liter, direct-injected four-cylinder engine producing 154 horsepower and 140 lb-ft torque. This engine is augmented by a 51 horsepower electric motor in the hybrid and a more powerful 67 horsepower motor in the plug-in, with torque output the same at 151 lb-ft.

The primary difference between the two hybrid variants is the size of their lithium-polymer battery. The hybrid we’ve driven before used a 1.6 kilowatt-hour battery, while the plug-in we drove this time uses a much larger 9.8 kilowatt-hour battery pack to provide extended electric driving range of up to 27 miles in electric-only mode. Once battery power is depleted the plug-in variant operates just like the Sonata Hybrid.

An ability to travel those electric miles does come with a bit of trade-off since the plug-in’s larger battery takes up additional space beneath the trunk floor. For comparison, the standard Sonata has 16.3 cubic feet of trunk space versus 13.3 in the hybrid and 9.9 in the plug-in. Still, there’s plenty of trunk space available in our judgment. Charging the plug-in takes about three hours with an available 220 volt Level 2 charger or nine hours with a 120-volt recharging unit that plugs into a standard household outlet.

The plug-in hybrid is distinguished from the standard Sonata with styling ques that include an aero kit, unique front fascia and rear diffuser, and model-specific aluminum wheels. Part of this sedan’s welcome fuel economy comes from enhanced aerodynamics that result in a very impressive 0.24 drag coefficient.

Inside, the five-passenger plug-in hybrid is essentially the same as the conventional Sonata except for a modified gauge cluster with a new color LCD multi-purpose display showing operating data on the hybrid system.

Fuel efficiency is impressive, with the Sonata Plug-In Hybrid rated at an EPA estimated 40 mpg combined fuel efficiency and 99 MPGe while driving on battery power. It features a total driving range of some 600 miles, a welcome feature during our daily drives and our road trip from California’s Central Coast to Los Angeles.

The Sonata Plug-In uses MacPherson strut suspension with a 24.2 mm stabilizer bar up front and an independent multi-link design with coil springs and a 17 mm stabilizer bar at the rear. High performance shocks are used at all four corners. During our drives on highways and twisty canyon roads we came to appreciate the Sonata Plug-In’s comfortable ride and handling dynamics that found us firmly planted through sweeping turns and switchbacks alike. The Sonata’s engine rpm-sensing power rack-and-pinion steering is pleasing and responsive.

While you can get a standard Sonata or Sonata Hybrid at Hyundai dealers nationwide starting at $21,750 and $26,000, respectively, the $34,600 Sonata Plug-In Hybrid is a bit more exclusive and available in just 10 California emissions states.

Chevrolet’s milestone Bolt EV will be coming to showrooms in late 2016 as a 2017 model, representing the first truly affordable battery electric vehicle with a sought-after 200 mile driving range. This is a big win for Chevrolet since the Bolt beats the 200 mile Tesla Model 3 to market, likely by a long shot. Unlike the Chevy Spark EV, an adaptation of a gasoline-powered model that’s been available in select markets since 2013, the Bolt EV was designed from the ground-up as an electric vehicle. Thus, there are no compromises along the way.

The heart of the Bolt EV is a nickel-rich lithium-ion battery pack developed with LG Electronics. The 200 mile range provided by this pack is about twice that of competitive EVs now on the market. New battery chemistry delivers desired levels of power, in this case 160 kW, and energy of 60 kWh. The chemistry also provides improved thermal performance that requires a smaller active thermal conditioning system to keep the battery operating at its optimum temperature, delivering longer battery life and maintaining peak performance under varying climates and driver demands.

The battery pack consists of 288 lithium-ion cells in a configuration that spans the entire floor to maximize interior space. The five-door Bolt EV seats five passengers and has 16.9 cubic feet of cargo space behind the rear seat. Thin-frame seats enhance rear-seat roominess.

A standard 7.2 kilowatt onboard charger allows overnight charging from a 240 volt wall charger. A typical commute of 50 miles requires a charge of less than two hours. The Bolt also features an optional SAE Combo DC fast charging connector so the battery can be charged to deliver up to 90 miles of range in just 30 minutes at a public fast charger, if one is available.

Electricity is supplied to a 200 horsepower drive motor featuring 266 lb-ft torque that delivers 0-60 mph acceleration under 7 seconds and a top speed of 91 mph. Power delivery is controlled by Chevrolet’s first Electronic Precision Shift system. This shift and park-by-wire system sends electronic signals to the Bolt EV’s drive unit to manage precise feel and delivery of power and torque based on drive mode selection and accelerator inputs. A by-wire shifter requires less packaging space than a traditional mechanical shifter resulting in more interior space and improved interior layout.

Regenerative braking has become more than a means to boost range by recapturing energy. Now it can also can provide an improved EV driving experience. The Bolt EV has a new regenerative braking system that can provide one pedal driving through a combination of increased regenerative deceleration and software controls. When operating in Low mode or by holding the Regen-on-Demand paddle located on the back of the steering wheel, a driver can bring the vehicle to a complete stop under most circumstances by simply lifting their foot off the accelerator. However, the system does not eliminate the need to use the brake pedal altogether. Operating in Drive mode without pulling the paddle while decelerating requires using the brake pedal to stop.

he Bolt EV will offer connectivity and infotainment technologies that seamlessly integrate smartphones and other electronic devices. Low energy Bluetooth, designed specifically for the Bolt EV to minimize energy usage, seamlessly connects a smartphone to the car as an owner approaches the vehicle. Many of the Bolt’s technologies are supported by OnStar 4G LTE, which turns the Bolt EV into a Wi-Fi hotspot that provides easier access to apps and services via a high-speed wireless connection.

Additional connectivity and infotainment features include a 10.2-inch MyLink color touchscreen display, rear camera mirror, and Surround Vision that provides a bird’s-eye view around the Bolt for improved safety during low-speed driving and while parking. An all-new MyChevrolet Mobile App combines important owner and vehicle information and functions including battery charge status, OnStar Map service, remote start, cabin pre-conditioning, owner’s manual information, and dealer service scheduling. EV-specific navigation capability provides routes that maximize range and while identifying nearby charging locations. In the future an accurate driving range projection will be based on the time of day, topography, weather, and an owner’s driving habits.

The Bolt will be built at GM’s Orion, Michigan assembly facility while its battery pack, motor, and drive components will come from Korea. Its price is expected to be $37,500, a figure that dips below $30,000 after full federal tax credits.

 

Diesel haters seem to be overly anxious to pile-on and shout ‘death to diesels’ these days. It’s human nature to take offense at being fooled and the diesel market certainly is paying the price of the recent emissions scandal. Serious deception took place and it’s far from forgotten, even as corrections are underway or being explored. The green car market is very competitive so it’s not surprising that some supporting alternative transportation technologies are quick to point the finger.

Allen Schaeffer, Executive Director of the Diesel Technology Forum, responded to a story entitled “The Dirty Truth About Clean Diesel” in The New York Times with the following statement, which the Times ran in its Opinion pages. “Here are the facts about diesel straight from the Environmental Protection Agency and California Air Resources Board: Clean diesel technology and fuels have reduced particulate matter and nitrogen oxide emissions by more than 98 percent, and sulfur content by 97 percent. The American Lung Association cites clean diesel fleets as one of the two primary reasons for improved air quality in the United States.”

Personally, I’ve owned a diesel powered Ford pickup for many years and its overall capability and economy are simply hard to replace. Consider that nearly every product we touch on a daily basis – from the food on our table to the consumer products we all rely on – are harvested and/or transported by diesel powered trucks, trains, and ships. Diesel is an important part of our infrastructure and without it the cost of all goods and services would certainly increase.

I don’t mind admitting I’m still a fan of advanced diesel. I find it discouraging that just as smaller next-generation diesel passenger vehicles were gaining momentum in the North American market, this distrust has many questioning diesel’s place in the automotive landscape. As far as the driving experience goes, it is tough to beat the satisfying torque that a modern diesel delivers. When combined with advanced transmissions they are quite fun to drive.

With EPA federal rules requiring significantly better fuel economy and lower CO2 emissions by 2025, next-generation diesel should be a key player in achieving these goals. A primary advantage of diesel has always been superior fuel economy. A diesel will generally deliver 30 percent higher fuel economy than a comparable gasoline model. That huge bump in mileage also brings a significant decrease in CO2 emissions.

Plus, it’s important to note that the more advanced diesels on the road, the greater the potential use of even cleaner-burning biodiesel, a renewable diesel fuel replacement that has experienced significant growth over the past decade.

The road back to diesel acceptance will likely come first in the light truck and sport utility vehicle market with more light-duty diesel pickups and luxury SUVs moving forward. Good examples are the recent introduction of the 5.0-liter V-8 Cummins turbo diesel in the new Nissan Titan and 2.8-liter Duramax four-cylinder turbo diesel in the mid-size Chevy Colorado and GMC Canyon. Want something a little more exotic? Land Rover and Range Rover are now offering models with their Td6 next-generation diesel, with other automakers also introducing newer, more efficient, and cleaner diesel models as well.

We hope to see lower-priced, high mileage next-generation diesel models in the near future to fill the void in the small car market.

Featuring design cues from the iconic VW Microbus, the BUDD-e is VW's first concept vehicle using the all-new Modular Electric Toolkit (MEB) designed specifically for plug-in vehicles. The MEB architecture represents a fundamental change in future electric-powered Volkswagens, from body and interior design to packaging and drive characteristics. An all-electric range of about 230 miles means a vehicle like the BUDD-e could serve a family's primary transportation needs. Options to keep batteries topped off include cordless inductive charging and the ability to be charged to 80 percent in about 30 minutes with an available rapid charger.

BUDD-e is probably more ‘connected’ than any car before it and thus gives a comprehensive look at the future of connectivity with the Internet of Things (IoT). Not only does the car’s completely new infotainment system make traveling more interactive and media more tangible, it also creates a seamless link between the car and the outside world. As an example of connectivity to a Smart Home, a driver or passengers could control air conditioning, turn lights on or off, determine if their kids are at home, or even put the whole house into energy-saving sleep mode. Plus, in the future the BUDD-e will automatically turn on lights in and around the house as soon as the car approaches.

Toyota has added ‘Prime’ to the branding of its second generation plug-in hybrid electric vehicle (PHEV) to emphasize it’s the most technologically advanced, best-equipped Prius ever. Prime is the first Toyota hybrid to feature a dual-mode generator drive system that enables the Hybrid Synergy Drive’s electric motor and generator to both provide power for maximum acceleration. A new 8.8 kWh lithium-ion battery pack delivers up to 22 miles of all-electric driving, double that of the first-generation plug-in Prius. Toyota estimates 120 MPGe or greater or the model, which is expected to be the highest MPGe rating of any PHEV.

Prime features an array of connected and advanced electronics systems including an available 11.6-inch HD multimedia screen. Prius Prime will start appearing in U.S. showrooms in late fall and will be available in all 50 states.

Positioned below the Honda CR-V in size and price, Honda’s new HR-V compact crossover aims to attract buyers with its coupe-like styling, SUV functionality,  and of course the quality and dependability of a Honda. The HR-V is based on the Honda Fit platform although it’s substantially larger than the Fit, measuring in 9.1 inches longer, 2.8 inches wider, and 3.2 inches taller. It also features a front and rear track several inches wider for a more stable ride.

These added dimensions mean the HR-V can carry people more comfortably and, of course, accommodate more gear and cargo. Since Honda located the fuel tank beneath the front seats like the Fit, the same second row Magic Seat configuration is built in, enabling the seat to fold completely flat into the floor to provide a more spacious cargo area. In fact, the HR-V’s 100 cubic feet of passenger space and 58.8 cubic feet of cargo volume with the second row seats folded down rivals the interior volume of some midsize SUVs.

The HR-V is powered by the same 1.8-liter engine as the Honda Civic, delivering 141 horsepower and 127 lb-ft torque. It comes in front-wheel-drive and all-wheel-drive versions and in LX, EX and EX-L Navi trim levels. A continuously variable transmission is available with all-wheel drive, equipped with steering wheel paddles that provide seven preset ratios. A six-speed manual transmission is available on front-wheel-drive LX and EX models.

The HR-V turns in impressive fuel economy numbers. Depending on transmission and whether equipped with FWD or AWD, highway fuel economy reaches up to 35 mpg, as good as it gets in this segment. Driving range is about 400 miles.

Like most Hondas, the HR-V comes with Eco Assist. This includes a sophisticated coaching system that helps improve driving habits for better fuel efficiency. It uses color-changing displays within the HR-V’s instrument cluster, with speedometer illumination changing from white to green depending on real-time fuel efficiency. Engaging the car’s ECON button optimizes operation of the transmission, engine, and other powertrain components to also help conserve fuel.

The HR-V hits a home run with its many desired features combined with an approachable entry point of just $19,215. Depending on trim, standard or available electronics include Brake Assist and Hill Start Assist; electronic stability control; Multi-Angle Rearview Camera; Bluetooth, Tire Pressure Monitoring, and Honda LaneWatch. Either a 5 inch color LCD screen or 7-inch touchscreen display are offered. EX-L Navi trim adds satellite-linked navigation and SiriusXM radio, HD Radio, and Honda Digital Traffic that provides real-time traffic information.

The Toyota RAV4 that emerged an all-new generation SUV in 2013 features a stylish refresh this year with a bolder front fascia, restyled bumpers, and sharper rocker panels. That’s not the big news for 2016, though, because the RAV4 now features an important new addition – the first-ever hybrid powertrain in the RAV4.

While an all-electric RAV4 variant developed with Tesla had previously been offered in limited numbers and markets beginning in 2012 and an earlier generation RAV4 EV was offered in small numbers in the late 1990s, this is a very different scenario. Toyota has priced the RAV4 Hybrid base price aggressively at $28,370 and expects it to represent about 10 to 15 percent of all 2016 RAV4 models sold.

Toyota's two-motor Hybrid Synergy Drive system is used in the 2016 RAV4 Hybrid, the same as in the Lexus NX 300h hybrid crossover. In this application the RAV4 Hybrid comes with Electronic On-Demand AWD-I, making all-wheel-drive standard in the model. Fuel efficiency is rated at 34 mpg in the city and 31 mpg on the highway. Driving range is just over 480 miles.

The RAV4 Hybrid integrates a 2.5-liter Atkinson-cycle 4-cylinder gasoline engine and 141 horsepower electric motor to drive the front wheels. A 67 horsepower electric motor provides torque to the rear wheels when the vehicle’s control system senses power is needed. Electrical energy is provided by a nickel-metal-hydride battery pack. An electronically controlled continuously variable transmission is used. Several operating modes are provided. ECO mode favors fuel economy by optimizing throttle response and air conditioning output. EV mode allows the RAV4 Hybrid to run solely on battery power for about a half-mile while traveling below 25 mph.

Inside, more premium features are used this year including soft-touch materials on the dash and door panels and a leather steering wheel. A 4.2-inch TFT multi-information display is included in a revised gauge cluster. The five passenger crossover offers ample room for five adults plus 38.4 cubic feet of cargo capacity behind the rear seats, expanding to 73.4 cubic feet with the 60/40 split rear seats folded. Rear-passenger knee room is enhanced with front seats that feature a slim seat back. The rear seatbacks also recline several degrees for added passenger comfort.

The RAV4 Hybrid is one of the first U.S. models to offer Toyota Safety Sense (TSS), a new multi-feature safety system that includes forward collision warning and automatic pre-collision braking. There is also lane-departure alert, radar-based adaptive cruise control, pedestrian pre-collision warning, and automatic high beams. A new Bird's Eye View Monitor with Perimeter Scan provides a live rotating 360-degree view of the surroundings on a 7-inch touchscreen using four cameras mounted on the front, side mirrors, and rear of the car. Limited models include blind-spot monitors with cross-traffic alerts as well.

Some cars leave an impression that lasts a lifetime. The Ford Mustang is one of those cars for me. As a kid, I was blessed with a dad who always had something unique in the driveway, from a Morris Minor to a Triumph Herald. None were exotic or expensive, but they were fun and more than a little quirky.

So, when the first generation Mustang came out, Dad had to have one and in the summer of 1964 there was a 1964 1/2 Mustang convertible in our driveway. It was copper with a white interior and white top. Powered by a 289 V-8 and a ‘three-at-the-knee shifted manual transmission. Detroit was producing big iron at the time and this car seemed lean, efficient, and mean. Many happy hours were enjoyed in that first generation Mustang.

When Ford offered to let me drive a 2015 Mustang not long ago, I was understandably thrilled. Then I read the specs. The car would be a four-cylinder with an automatic transmission. No, really?

If you want to know how far the automotive industry has advanced in the last 50 years, go drive the new 2.3-liter EcoBoost four-cylinder Mustang. For those of us of a certain vintage let me clarify, this is not a Pinto engine. This 2.3 is a beast. The first time I pushed the start button, the raspy growl made it clear that the EcoBoost means business. This engine, produces 310 horsepower and 320 lb-ft torque. At just 137.5 cubic inches it’s less than half the displacement of Dad’s 289 V-8.

For perspective, consider that this new four-cylinder also makes more horsepower than the 2005 Mustang GT 4.6-liter V-8 of just 10 years ago. EcoBoost uses smaller, more efficient engine designs aided by turbocharging to do more with less. It’s not a new idea, but Ford has been refining it for years with impressive results. The 2.3 Mustang engine uses a twin-scroll turbo with split exhaust runners to feed immediate boost. It produces low-end power more like a V-6 or V-8 than a four, delivering a very satisfying driving experience.

I’ve always preferred manual transmissions, but the six-speed auto in the Mustang was quite nice. It can be manually shifted with paddle controls on the steering wheel for more control and fun.

The best part about this whole equation is that the EcoBoost engine is lighter than V-6 and V-8 counterparts. That makes all vehicle dynamics simply work better. Everything from acceleration to handling and braking are improved. The car literally feels lighter and is more nimble, which makes it a joy to drive.

Now for the ‘green’ part. The EcoBoost Mustang has an EPA highway fuel economy rating of 32 mpg. This car is quick and will spring from 0-60 mph is 5.6 seconds. But we also decided to push it in the other direction and see how it would do in economy cruise mode. At legal speeds, mid-to upper 30 mpg averages are easily obtainable. You can use this car as a daily commuter and not break the bank.

It’s an interesting and compelling contrast to look back 50 years to the first Mustang, and even 10 years to the last generation Mustang. But what I love most is that this iconic car still has swagger and will stir emotions. I’ll take that over an automotive appliance any day.