The all-new NSX hybrid supercar, to be motivated by an advanced powertrain combining torque vectoring all-wheel drive with hybrid efficiency, was recently shown in prototype form by Acura. The prototype maintains the low and wide stance of the original NSX with the dynamic and alluring proportions of the NSX Concept that debuted in 2012.

The new NSX design steps up this car’s game by combining supercar driving dynamics with advanced environmental performance. Its all-new Sport Hybrid SH-AWD (Super Handling All-Wheel Drive) powertrain features three electric motors, one integrated with the mid-mounted, direct-injected V-6 engine. Power is delivered through an all-new dual-clutch transmission (DCT) driving the rear wheels. Two independent electric motors drive the front wheels.

Multiple benefits come as a matter of course. Beyond the obvious advantages of gasoline-electric hybrid power, the system will enable instant delivery of negative or positive torque to the front wheels during cornering to achieve a level of driving performance unparalleled with current AWD systems. Electric-only front-wheel drive will be available for zero emissions driving.

Acura’s iconic supercar will be produced at the Performance Manufacturing Center now under construction in Marysville, Ohio. The original Acura NSX was built in Japan from 1990 until 2005. The new NSX is being developed by a global R&D team led by designers and engineers at Honda R&D Americas in Los Angeles and Raymond, Ohio. Honda’s engine plant in Anna, Ohio will assemble the advanced powertrain for the NSX. The Acura NSX is slated for launch in 2015 and will be exported to customers throughout the world.

 

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

Mazda’s innovative and award-winning SKYACTIV suite of technologies continues to expand, this time in the 2014 Mazda6. Powered by a 2.5 liter SkyACTIVE-G gasoline engine, this fun and sophisticated mid-size sedan now features an available i-ELOOP regenerative braking system that adds to the car’s impressive fuel efficiency, boosting its official EPA ratings to an estimated 40 mpg on the highway and 28 mpg in the city, for a combined 32 mpg.

Those are pretty good numbers for non-hybrid small cars, but exceptional for a conventionally-powered mid-size model. This efficiency enables up to 650 miles on a single tank of gas. If you drive the average 15,000 miles each year, that means your visits to a gas station could be limited to every two weeks or so, depending on your driving habits.

Mazda’s i-ELOOP – for Intelligent Energy Loop –is not a hybrid system since recovered braking energy is not used for acceleration assist or electric-only operation. It’s also different because, unlike other regen systems that store recouped electrical energy in batteries, i-ELOOP uses a supercapacitor. The system’s double-layer capacitor can be discharged and recharged many more times than batteries with far less deterioration and will likely last the life of the car.

When a driver lifts off the accelerator pedal, i-ELOOP recovers kinetic energy as the vehicle decelerates. A variable voltage alternator generates electricity up to 25 volts for maximum efficiency before sending it to the supercapacitor. A DC/DC converter steps down the supercapacitor's output from 25 volts to 12 volts for use in the car’s exterior lighting, climate control, audio system, and other electrical components. This reduces the need for a normal engine-driven alternator to generate the electricity required to run these systems, a real benefit since a conventional belt-driven alternator’s parasitic load on an engine decreases fuel efficiency.

In urban driving with frequent acceleration and deceleration, i-ELOOP can provide nearly all of the electricity these systems require. Headlamps and other exterior lighting, heating/air conditioning, wipers, and the audio system account for about a 40 amp draw, within the capabilities of the DC/DC converter’s maximum throughput of 50 amps. On a cold day, particularly right after starting, it’s possible the defogger and optional seat heaters may exceed the DC/DC converter's capacity, in which case the electrical system reverts to conventional alternator-powered operation and bypasses the capacitor system completely.

At times when available e-ILOOP-generated electricity exceeds the electrical load, electrical energy charges the car’s 12 volt battery. When no regenerative braking energy is available, the alternator charges the battery but now through the DC/DC converter. Battery capacity is unchanged since it must still start a cold engine when the supercapacitor is not charged.

Supercapacitors accept and release charge very rapidly and only store electricity temporarily, so they must be topped off before each stop. However, it takes just a few seconds to fully charge the capacitor. The Mazda unit can accept a full charge in just 8 to 10 seconds. Although it can discharge in as quickly as 40 seconds, discharge may take up to 113 seconds at minimum load.

Mounted beneath the hood, the cylindrical supercapacitor is 13.8 inches tall, 4.72 inches in diameter, and weighs just 13.2 pounds, with its required heavier wiring harness weighing in at 3.3 pounds. Mazda says that the e-ILOOP system brings an approximate 5 percent fuel efficiency improvement under real-world driving conditions, which contributes to the Mazda6 achieving its best-in-class EPA fuel economy rating.

The i-ELOOP system in the Mazda6 is part of an available GT Technology Package that also includes Mazda radar cruise control with forward obstruction warning, lane departure warning, high beam control, and active grille shutters. All this extra goodness comes at a cost of $2,080, bringing additional SKYACTIV technology to the road that helps deliver impressive fuel efficiency while attending to the performance and fun-to-drive nature expected of the brand. Want to know more? Watch the video here.

There’s more to come. Soon, the 2014 Mazda6 will also offer a 2.2 liter SkyACTIVE-D clean diesel engine, Mazda's first diesel in the North American market. Plus, the Mazda i-Stop stop/start system that’s available in markets outside the U.S. is in the pipeline for the States. Mazda reportedly will introduce this system here in the Mazda6  in 2016.

Hydraulic hybrid technology is already used in commercial trucks that travel at lower speeds and experience lots of starts and stops. Now, the PSA Peugeot Citroën Group plans to offer hydraulic hybrid cars in 2016, a first. It calls it technology ‘Hybrid Air’ because it uses compressed air for energy storage rather than the nitrogen gas usually used in hydraulic hybrid trucks. Hybrid Air was developed by PSA Peugeot Citroën in collaboration with Bosch.

The Hybrid Air’s powertrain adjusts automatically to one of three modes – Hybrid Air, Gasoline, or Combined – depending on driving conditions. The system uses a gasoline engine, hydraulic motor/pump, and an energy storage system consisting of two hydraulic units and their pressure accumulators. Power from the engine and motor/pump is transmitted to the wheels via an automatic transmission. A smart control system adapts the operating mode to the driver’s commands and optimizes energy efficiency in the three different modes.

The hydraulic pump/motor unit recovers energy generated by the gasoline engine and from braking and deceleration. Energy is stored by pumping hydraulic fluid into the high pressure storage tank and by compressing air in the tank. When power is required in the Hybrid Air or Combined Hybrid Air modes, the high pressure hydraulic fluid powers the motor/pump driving the wheels. Afterward, the now-low pressure hydraulic fluid is stored in a low pressure reservoir.

For continuous highway driving, the engine alone powers the car. At speeds of less than 43 mph (70 km/h), the vehicle switches to the motor/pump for zero-emission operation. When more power is required at lower speeds or when the compressed air energy storage needs topping off, the system will run in Combined Hybrid Air mode.

Initially, PSA plans to use the system in its B segment super-mini models like the Peugeot 208 and Citroen C3, and C segment compacts like the Peugeot 308 and Citroen C4. It will also be used in the group’s light commercial vehicles. Its advantages over hybrid electric vehicles include being more cost-effective, robust, and service-friendly.

A distinct advantage is that this Hybrid Air system is expected to provide fuel savings of 45 percent in city driving and increase a vehicle’s range by 90 percent compared to conventional engines, while offering the same horsepower. In urban driving, Hybrid Air-powered vehicles can run on air power alone for 60 to 80 percent of the time. When used in standard body styles such as the Citroen C3 and Peugeot 208, the system achieves combined fuel consumption of 81 mpg.

A variant of the highly functional and efficient NV200 cargo van will be sourced by GM as a Chevy product offering for the 2015 model year. This is in response to the need for a small van in the Chevy lineup to fill increasing fleet needs in that segment.

The current Nissan vehicle’s cost of ownership is among the lowest in the class due to low running costs, high engine efficiency, and a safety structure that helps to minimize crash damage. It’s powered by an efficient 2.0-liter, 131 hp four-cylinder engine rated at a combined 24 mpg.

The NV200 is currently sold in worldwide markets by Nissan and is an important commercial product for the company. Designed to be ‘right size’ for small business owners and fleet operators desiring more efficient work vans, the compact cargo van is said to be an easy transition for business owners transitioning from passenger vehicles.

Called the Chevy City Express, the new GM van will be differentiated from the Nissan product upon which it’s based with Chevy-specific design cues. The new model will begin sales in the U.S. and Canada in the fall of 2014. A target prices has not yet been announced.

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.

Lexus has unveiled its all-new, next-generation Lexus IS compact sport sedan. The new IS features IS 250, IS 350, and IS 300h choices, with the latter offering powerful and efficient Lexus Hybrid Drive. The F SPORT version shown is available across the board.

Stylishly aggressive, the new IS sedan features a longer wheelbase and increased width to present a powerful stance. Design elements include the new Lexus spindle grille front end, wide flared wheel arches, and a sweeping and sporty profile. Articulated headlamp clusters and L-shaped daytime running lamps add to the distinctive appearance up front.

Inside, the cabin is elegant and packed with sporty and innovative touches including an LFA-inspired steering wheel and a center console with electrostatic switches, enabling control of air conditioning temperature with the touch of a finger.

A thinner front seat design combined with the longer wheelbase provides greater comfort for rear seat passengers, plus new 60:40 split/folding rear seats expand luggage capacity and versatility.

It’s been clear from our first week behind the wheel of our long-term 2012 Kia Optima Hybrid that this car is destined to be a family favorite. That initial impression hasn’t faded as the miles roll by. This car simply does everything well while delivering exceptional fuel economy.

How exceptional? The EPA rates the Optima Hybrid at 35 mpg in the city and 40 mpg on the highway. We have actually been doing better than that with a combined average hovering around 40 mpg. The Optima hybrid responds well to efficient driving techniques. With a light touch on the accelerator, we’ve been able to push highway mileage up into the mid-40 mpg range. Add to those numbers a 17.2 gallon fuel tank and you have a cross country cruiser with very long legs.

One of the keys to this great fuel economy is the hybrid system’s ability to operate in pure electric mode at speeds up to 62 mph. It’s quite impressive to tip out of the throttle slightly at freeway speeds and watch the energy gauge drop into the EV zone as the gasoline engine shuts down. Kia is using an advanced technology 270 volt lithium-polymer battery in the Optima Hybrid.

According to Kia, it takes up 40 percent less space, is 20-30 percent lighter, and 10 percent more efficient than comparable nickel-metal-hydride battery packs. Impressively, it offers twice the power density and will hold a charge 25 percent longer, while weighing only 95 pounds. Kia is backing the battery with a 10-year/100,000 mile warranty.

The Optima Hybrid’s 2.4-liter, Atkinson cycle four-cylinder gasoline engine produces 166 horsepower. It is coupled via a wet clutch to Kia’s Interior Permanent Magnet synchronous electric motor that kicks in another 40 horsepower and 151 lb-ft of torque. That’s enough punch to accelerate from 0-60 mph in 8.3 seconds. We also appreciate the six speed automatic transmission that delivers more positive throttle response than the CVTs commonly used in hybrids.

One of the pleasant surprises we’ve experienced is the constant string of compliments we receive on the Optima Hybrid’s styling. Kia worked on the hybrid variant’s aerodynamic styling to bring its coefficient of drag down to an impressive 0.26 Cd. That’s extremely low for this size car and a 10 percent improvement over the standard Optima. It also rides a bit lower and, with its 17 inch alloy wheels and 55-series low rolling resistance tires filling up the wheel wells, has a stance more like that of a performance sedan than a fuel-sipping hybrid. The Kia Optima Hybrid is a family sedan that is fun to drive, economical, versatile, and stylish.

For the eighth consecutive year, Green Car Journal is honoring environmental leadership in the automotive field with its annual Green Car of the Year award. The winner will be announced at the L.A. Auto Show.

This year’s finalists include the Dodge Dart Aero, Ford C-MAX, Ford Fusion, Mazda CX-5 SkyACTIV, and the Toyota Prius c. This ‘greenest’ field-of-five – representing not only the five finalists for the 2013 Green Car of the Year award but also Green Car Journal’s distinguished ‘Top 5 Green Cars for 2013’ – underscores the evolving auto industry’s increasing focus on efficiencies and tailpipe/CO2 emissions. It's also proof-positive that auto manufacturers are listening to the needs and desires of today's new car buyers. 

Green Car Journal has documented the 'greening' of the auto industry for over two decades, from a time of mere concepts and demonstration programs to today, when the number of environmentally positive production vehicles available to consumers is just short of amazing. And today it's not all about hybrids, which have become the de-facto answer to environmental progress in recent years. The answers being presented by major automakers encompass everything from a growing field of efficient gasoline-electric hybrids to high-efficiency gasoline and clean diesel vehicles, vehicles running on alternative fuels, and cars using plug-in electric drive.

This shift toward diverse 'green' vehicles is significant on many levels, providing excellent new car choices for buyers who want to drive cleaner and more efficiently while still experiencing the joy of driving. It’s also important to the imperatives of today, from reducing tailpipe and CO2 emissions to decreasing dependence on oil and thus enhancing our energy security.

The 'Top 5 Green Cars for 2013' illustrate the growing choices consumers have for going 'green.' The high mpg Dodge Dart Aero and Mazda CX-5 SkyACTIV show that conventionally-powered, internal combustion vehicles can indeed compete with the efficiencies of hybrids. Toyota's Prius c continues this automaker's tradition of offering all-new, high mpg hybrid models under the Prius name. The Ford C-MAX and Fusion illustrate how mainstream models can present drivers multiple high-efficiency choices – with the C-MAX offering both hybrid and plug-in hybrid iterations, and the Fusion offering these power options, plus fuel-efficient EcoBoost variants.

Importantly, all are affordable mass-market products that provide drivers full functionality and mainstream appeal, paving the way for making a difference in fuel use and overall emissions in daily driving. This availability is an important component of the Green Car of the Year program, since vehicles with great environmental credentials can only make a difference in decreasing CO2 and tailpipe emissions, reducing petroleum use, and improving overall environmental impact if they're available for new car buyers to purchase and drive.

The 2013 Green Car of the Year will be selected by a jury comprised of the nation's top environmental leaders, including Sierra Club executive director Michael Brune, Ocean Futures Society president Jean-Michel Cousteau, Natural Resources Defense Council president Frances Beinecke, and Global Green USA president Matt Petersen, plus Tonight Show host and auto enthusiast Jay Leno and Green Car Journal staff.

Which of these ‘Top 5 Green Cars for 2013’ will be selected as Green Car Journal’s 2013 Green Car of the Year? Stay tuned for news from the L.A. Auto Show on November 29,

 

Ford’s super-efficient 1.0-liter EcoBoost engine will make its first appearance on our shores next year in the new 2014 Ford Fiesta. It’s expected to be the smallest engine in its class and also achieve the best fuel economy of any non-hybrid car sold in America.

The award-winning engine is already making waves in Europe, where it accounts for 30 percent of all Focus sales. It will also be offered in the all-new Mondeo and is launching in the B-MAX and C-MAX in European markets.

The 1.0-liter EcoBoost engine is the first three-cylinder powerplant ever for Ford. It also features innovations never seen in a Ford engine including a super-small turbocharger, timing belt immersed in engine oil, an offset crankshaft, variable oil pump, split cooling, and external balancing. The smooth-running engine develops about the same horsepower as a 1.6-liter engine with 25 percent fewer moving parts.

Ford aims to provide it all with this engine – a sporty sound at high revs, smooth and quiet idle, and great fuel economy. It’s projected to offer 123 horsepower with 148 lb-ft torque and provide satisfying acceleration.

 

Computer and communication technologies are proving important in helping motorists drive more intelligently and efficiently. These high-tech strategies are increasingly being used to complement the fuel economy and emissions reductions brought by improved powerplants and vehicle electrification. On the way to the federally mandated fleet fuel economy average of 54.5 mpg, all strategies and efficiency technologies become important.

Like many other automakers,  the BMW Group is investing large amounts in Intelligent Transportation Systems (ITS) technologies to make traveling  more efficient, safer, and more convenient. Recently, the BMW Group presented some of its latest innovations that are part of its BMW ConnectedDrive.

BMW's Mobility Assistant, currently being tested in Berlin, can help travelers chose the best way of traveling to a destination, especially in a congested city. This iPhone app can provide information on a variety of transportation options. When a destination is entered, the Mobility Assistant displays various routes to reach the destination cost-effectively and quickly – whether by car, public transportation, or a combination of modes.

Finding a place to park can waste fuel and time. BMW's ParkatmyHouse and ParkNow provide an answer by making it easier to locate parking spaces. ParkatmyHouse is for entrepreneurs and homeowners who want to rent parking spaces, with ParkatmyHouse parking spaces at more than 20,000 locations in the United Kingdom and over 150,000 registered drivers using them. With ParkNow, drivers can book parking spaces in advance through the ParkNow website or by using the ParkNow App for smart phones. There are currently 14 ParkNow locations in the San Francisco area.

The ability to travel in city traffic without constantly stopping and starting at traffic lights means calmer and safer driving while saving fuel and reducing emissions. BMW's Traffic Light Assistant communicates with traffic lights to obtain and evaluate their timing, and then informs a driver about the optimum speed to match traffic light timing. For instance, if the light at the next intersection is projected to be red if the driver doesn't change speed, the driver would be informed early enough to brake smoothly.

Getting stuck in a traffic jam can waste lots of fuel, not to mention being a source of frustration and  even lead to road rage incidents. ConnectedDrive-equipped BMWs with RTTI (Real Time Traffic Information) provides drivers with the latest information about traffic conditions, enabling drivers to select routes with less congestion, thus saving time, emissions, and fuel.      

Updated every three minutes, RTTI indicates five levels of traffic flow including flowing normally,  slow-moving traffic, heavy traffic, congested, or gridlocked.

BMW is also developing BMW ConnectedRide, a version of BMW ConnectedDrive for BMW motorcycles. Currently, the emphasis is on safety with features like Left Turn Assistant, Traffic Light Assistant, Collision Warning, and Traffic Sign Recognition. The motorcyclist would be alerted about adverse weather conditions like fog, rain, snow, and ice, which are all much greater hazards for motorcycle riders. The cyclist could also be warned about other hazards like an oil slick, loose gravel, potholes, or an obstacle in the road. Warnings could be presented via a heads-up display in the windscreen.

 

Honda has developed a new lightweight and compact one-motor hybrid system that’s optimized for small vehicles. The Sport Hybrid Intelligent Dual Clutch Drive system is the latest addition to Honda’s Earth Dreams Technology suite of  next-generation powertrain technologies that aims at both high fuel efficiency and driving performance.

This new system joins the two-motor Sport Hybrid Intelligent Multi Mode Drive hybrid system for mid-sized vehicles and the three-motor Sport Hybrid SH-AWD (Super Handling - All Wheel Drive) system for large vehicles. The two-motor system will be introduced in the 2014 Accord Plug-In.

The drive unit of the Sport hybrid intelligent Dual Clutch Drive system combines a four-cylinder, 1.5-liter Atkinson cycle engine with a seven-speed dual clutch transmission. Its high-output motor and lithium-ion battery improve efficiency by more than 30 percent compared to conventional one-motor hybrid systems. Using the clutches to disengage the engine during deceleration increases energy regeneration and also contributes to greater fuel efficiency.

Honda says that the combination of the one-motor hybrid system and the engine provides sporty driving during acceleration and high-speed cruising. Efficient battery electric operation is enabled during startup and low- to medium-speed driving.

 

Chevy’s newest subcompact, the Chevy Spark, is the smallest Chevy yet. This mini machine comfortably fits four average sized humans in ways better than you’d expect, even though it’s one of the smallest four-door vehicles you can purchase today. Powered by a 1.2-liter Ecotec four-cylinder engine and choice of a standard five-speed manual or optional four-speed automatic, at 38 highway mpg the Spark is an economical, youth-oriented vehicle for entry-level buyers.

Clearly, Chevy engineers did their home­work on this one with engaging high-tech electronics that not only connect with your iPhone and other mobile devices, but also deliver systems that don’t require such devices to serve your infotainment needs. Can’t get your Apple maps to load? Spark’s Chevy MyLink infotainment system lets you find your way. No iTunes account? The Spark’s LT2 trim level option features access to Pandora and Stitcher, Bluetooth, and navigation guidance. It’s obvious that Chevy researched its audience – one that requires entertainment and electronic features without a big fiscal impact. Neck-snapping acceleration? Not a required app here.

That’s not to say the Spark is boring to drive. While not overly-equipped with power with a mere 85 horsepower, this audience will likely be more than happy with this car’s performance…and in urban environ­ments it should be perfectly at home. Light and agile, the Spark is great for city driving and a breeze to park, requiring very little room since its physical footprint is but 144 inches long and 63 inches wide. The interior is simple and centered around easy access and review of the electronics. As an impres­sive safety benefit, the interior features 10 air bags – great news for parents!

Chevrolet has always offered vehicles directed at the entry-level buyer. The Chevy Spark is the latest in its lineup of affordable machines with a base price of just $12,995 for the LT1 trim level. The LT2 boosts the price slightly but still delivers a nicely-appointed Spark that will fit most budgets. Fuel-efficient and loaded with electronics, time will tell if Chevy has guessed right on this one. We believe that will be the case.

 

At a class-leading 59 mpg, the latest iteration of the conventionally powered Nissan Note ekes out the kind of efficiency that gets our immediate attention. And why wouldn’t it? The newly revised global compact car has sold over 940,000 copies worldwide since its launch in 2005, which means we’re looking at the kind of mass-market hatchback that can make a dent in fuel use and CO2 emissions.

There’s a lot of goodness in the Note. Nissan has aimed at taking ‘small’ to a new level of desirability by exploring the full potential of compact cars, expending significant effort in providing an appealing design and advanced technologies you wouldn’t necessarily expect in a B-segment car.

For example, the Note offers Nissan’s Around View Monitor to help take the stress out of reversing and parallel parking, a system included for the first time in a compact car. A revamped body structure also enabled Note designers to provide an interior more spacious than one would expect in this segment, with higher quality materials.  

Two new engines will be available to customers in Japan, including the supercharged and direct injected three-cylinder HR12DDR (DIG-S) and the HR12DE, which has received acclaim in the Nissan March. Combining the compact and lightweight, next-generation XTRONIC continuously variable transmission with the automaker’s Idling Stop System in the newly-developed HR12DDR delivers the milestone fuel economy mentioned and an enjoyable driving experience.

The new Note’s credentials are impressive – unexpected technology for the class, light weight, great aerodynamics, and hybrid-like fuel economy without the premium cost of a hybrid. When it comes here to American highways, there will be changes from the Japanese and European variants, as is always the case. Those will include some subtle design differences and the types of engines used. Let’s just hope that Nissan sees the U.S. as accepting of engines that achieve the rarefied fuel efficiency that’s enjoyed by the Note in the automaker’s Japan home market.

 

The 2013 ILX Hybrid is an important car for Acura. As the automaker’s first-ever hybrid, it signals an intent to go the way of luxury competitors like Lexus, which has been integrating gasoline-electric hybrid drive into its models for years now, or Infiniti, which has also entered the market with its M Hybrid. Plus, there’s the imperative to attract first-time luxury buyers to the Acura fold, and is there any more powerful way to do this than with energy efficient, environmentally-conscious hybrid?

There’s plenty of advanced technology to draw upon from the Honda camp, and this is just what Acura has done. The Acura ILX is built on the Honda Civic platform, so use of the Civic Hybrid’s 1.5-liter engine, integrated Motor Assist (IMA) electric motor, and continuously Variable transmission (CVT) powertrain is a natural.

In this application changes are made in engine/motor control to provide a driving experience more in tune with that expected by luxury buyers. EPA estimates ILX Hybrid fuel efficiency at 39 mpg in the city and 38 mpg on the highway. Conventionally-powered ILX variants with 2.0- and 2.4-liter engines achieve 24/35 and 23/31 city/highway mpg, respectively.

There are some important differentiators between the ILX and the Civic, as one would expect of an upscale luxury model. The ILX is slightly longer, wider, and lower than the Civic with a sleeker and more aerodynamic design. It also features standard foglights and a rear decklid spoiler.

Its well-appointed interior is sportier than that of the Civic and offers smart-looking instrumentation, a multi-information display, Pandora internet radio interface, a USB port, and an SMS text messaging function. A keyless access system with pushbutton start are standard fare. The cabin is also better isolated from the noisy world outside with thicker window glass, improved insulating materials, and more luxuriously tuned suspension.

Stepping up to the model’s Technology Package adds in a host of desirable features including navigation with AcuraLink real-time traffic functionality and traffic rerouting, a nod to increasing driving efficiency that can save time and conserve fuel. Cabin sounds also improve with a 10 speaker, 415-watt ELS surround sound system featuring XM Radio, CD, DVD-Audio, MP3, DTS player, and 15GB HDD media storage. A HomeLink programmable transmitter is also part of the package.

The five-passenger ILX Hybrid has an MSRP of $28,900, which presents a reasonable gateway to the premium Acura brand. The Technology Package adds $5,500 to the purchase price.

With the greatest growth in the luxury market expected to be with entry-level products, it’s an imperative for Acura to come up with aspirational models that speak to the upscale desires of a new breed of luxury buyers who place value, styling, and environmental responsibility at the top their priorities. We believe they’ve done just that.

Automakers, and especially Detroit’s Big Three, will see greater sales and profits from stronger federal fuel economy standards.

That’s what a recent report by Citi Investment Research in collaboration with Ceres found. It looked at what Washington’s plans to boost fuel economy standards to 54.5 mpg by 2025 would mean for the industry in 2020.

The analysis found that in 2020, General Motors, Ford, and Chrysler could look forward to a 6 percent hike in profits – an extra $2.44 billion – under the proposed standards.

Foreign automakers would also benefit. They can expect a 5 percent rise in profits – an extra $2.31 billion in 2020.

As gas prices continue to rise, better mileage drives sales. Customers want cars that go farther on a gallon of gas. In fact, Kelley Blue Book's latest consumer survey found that 66 percent of people shopping for new cars are taking rising gas prices into account. Some shoppers are changing their minds about what vehicle to buy. Others say they’re considering more fuel-efficient cars they haven’t considered before.

These consumers can do the math. The Citi report finds that the added costs of technologies required to meet proposed fuel economy improvements in 2020 are extremely cost-effective. Even if gas prices sink as to low as $1.50 a gallon, drivers would still come out ahead. And higher gas prices would mean even greater savings.

All car companies selling in the U.S. will have to meet the standards, which means a level playing field. Buyers will be able to choose from a wide range of fuel-efficient vehicles.

American automakers will benefit the most. That’s because U.S. companies have historically relied on larger vehicles that guzzle more gas. The proposed standards will narrow that gap in fuel economy. Under the proposed standards, trucks and larger cars, in which the Detroit Three are more invested, will see relatively greater improvement in fuel economy, enhancing their consumer appeal. In addition, the prices, and therefore automakers’ variable profits, will be higher for trucks and larger cars than for smaller cars.

It’s important to note that U.S. carmakers can get most of the way to the new mileage standard simply by improving the internal combustion engines they already make – by using technologies already in play or almost market-ready.  Variable valve timing and lift, cylinder deactivation, turbocharging, gasoline direct injection and other technologies – along with some increase in hybrid, plug-in and electric vehicles – will get us to the new national mileage goal.

The proposed standards will trigger a wave of innovation that will help U.S. automakers’ long-term global competitiveness. The Citi report found that suppliers of key fuel economy technologies would benefit as well. And what’s good for Detroit is good for America: a healthy automotive sector leads to more jobs across the industry’s huge domestic supply chain.

The standards will also create jobs across the economy. Ceres’ More Jobs per Gallon report found that boosting gas mileage requirements will lead to 484,000 new jobs across the country, with net job gains in 49 states. That’s because the money consumers save on fuel will be diverted to the broader economy, flowing to a broad range of sectors.

So strengthening the national fuel economy standards will create a rising tide that lifts all boats. Car companies and their suppliers will see greater profits and sales. Consumers will save money at the pump. Employment will rise and boost the larger economy. And the U.S. will gain a greater share of the world’s rebounding automotive business.

It’s no wonder the major car manufacturers, investors, businesses, consumer groups, and auto workers’ unions are supporting the federal proposal to boost fuel efficiency. It will benefit the industry, its customers, and the economy.

Carol Lee Rawn directs the Transportation Program at Ceres, which mobilizes a network of investors, companies and public interest groups to tackle sustainability challenges. Ceres also directs the Investor Network on Climate Risk, which supports 100 institutional investors with assets totaling $10 trillion.

Forty-five years after its introduction of the innovative Wankel rotary engine in the Cosmo 110S sports car, Mazda continues breaking tradition and doing things its own way. A prime example is Mazda’s integration of its SKYACTIV suite of fuel saving and performance technologies in its all-new models. Essentially, the SKYACTIV philosophy embraces the notion that you needn’t sacrifice performance to achieve great fuel economy. It’s a systemic design philosophy that encompasses nearly every part of a vehicle from engines and transmissions to body and chassis design, and aerodynamics to lightweight technologies.

Mazda is prepared to go big time with its SkyACTIV technology because of growing consumer demand. In fact, its momentum is assured with the automaker's recent decision to double the production capacity of its Hiroshima engine plant that produces SkyACTIV-G gasoline and SkyACTIV-D diesel engines, with volume increasing from 400,000 to 800,000 units annually starting this October. 

The first appearance of SKYACTIV technology was in the updated Mazda3 SKYACTIV that debuted in the 2012 model year. Since the full suite of these high-efficiency technologies is intended to be part of new Mazda models from the very beginning of the design process – and the 2012 model was a mid-generation freshening and not a complete redesign – most, but not all, SKYACTIV technologies have been incorporated in this latest Mazda3. We spent time behind the wheel of this sprightly package and came away impressed.

The Mazda3 SKYACTIV is powered by a high-compression 2.0-liter dual overhead cam four-cylinder engine. With a 12:1 compression ratio and gasoline direct injection, the engine produces 155 horsepower at 6,000 rpm and 148 lb-ft of torque at 4,100 rpm. Pumping losses are minimized by dual sequential valve timing for greater efficiency. Both six-speed manual and six-speed automatic transmissions are available.

We generally prefer a manual in a sporty car like the Mazda3, but have to admit the automatic proved surprisingly positive and fun to drive. Fitted with the SKYACTIV-G (Gasoline) engine and six-speed automatic transmission, the 2012 Mazda3 offers EPA estimates of 28 mpg city and 40 mpg on the highway. During our week with the car, we observed a combined average in the mid-30 mpg range. On the highway with just a few frugal driving techniques, we found it possible to keep with the flow of traffic and push mileage well into the mid-40 mpg range. That’s hybrid territory. In sixth gear with a light touch on the accelerator, the 2.0-liter simply isn’t working very hard. The Mazda3 has a generous 14.5 gallon fuel tank so cross-country missions won’t require many fuel stops.

True, 40 mpg choices are growing each year, but few can deliver the Mazda3’s smiles-per-gallon when the road throws more than a few curves your way. The twisty two-lane rural roads on our usual Southeastern Ohio test routes proved to be a blast in the Mazda3. It only takes a few apexes to forget you’re behind the wheel of an ‘economy’ car. The 3’s steering response is precise and confidence inspiring, and there is considerable road feel through the well-tuned chassis and suspension.

The ride is a bit on the firm side, but any highway harshness is soon forgotten when the road ahead gets interesting. Acceleration is satisfying, too. We recorded a 0-60 mph time of 7.7 seconds with the automatic transmission. Importantly, the SKYACTIV-G delivers solid low and mid-range torque, so you don’t need to rev it much during normal acceleration to maximize fuel economy.

Affordability is part of the equation. The Mazda3 iTouring with the SKYACTIV-G engine and manual transmission is available at $18,450, or $19,300 if you prefer the six-speed automatic. The 2012 Mazda3 SKYACTIV embodies efficiency and fun, a true 40+ mpg car that delivers a heavy dose of ‘Zoom-Zoom.’

 

According to the Environmental Protection Agency’s latest ‘Light-Duty Automotive Technology, Carbon Dioxide Emissions, and Fuel Economy Trends’ report, cylinder deactivation is an increasingly popular way to net greater efficiency from a V-6 or V-8 engine. However, the technology is largely bypassing passenger cars.

Cylinder deactivation was found in 38 percent of all pickups, 17 percent of vans, and 17 percent of truck-based SUVs in the 2011 model year. By comparison, only 3 percent of the passenger cars on the market benefitted from it.

Fuel-saving cylinder deactivation technology enables an engine to shut down half of its cylinders under certain low-demand driving conditions. It provides a no-sacrifices way to have V-8 or V-6 power at the ready for quick acceleration while eking greater efficiency from an engine when additional power isn't required.

Known variably by such names as displacement on demand, multi-displacement, and variable cylinder management, these cylinder deactivation systems work seamlessly and provide about 8 to 20 percent better fuel efficiency, depending on application. It's expected that the technology will ultimately find greater use in vehicle models as automakers strive to meet increasingly greater fuel efficiency targets.