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.

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.

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.

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.

BMW’s X1 xDrive28i seeks to differentiate itself in an increasingly crowded compact crossover market with desired functionality, impressive fuel efficiency, and of course the dynamic driving experience expected of a BMW. This all-new, second generation premium compact crossover features updated styling for 2016, new powertrain and chassis technology, and an array of desired on-board electronics. Plus, it offers greater headroom and legroom while also increasing cargo capacity. All this comes at a starting price of $34,800, a premium over most other small crossovers but then again, this is a BMW.

Best-in-class power is delivered by a 228 horsepower, twin-turbocharged 2.0-liter EfficientDynamics engine and 8-speed automatic transmission, providing the X1 xDrive28i an EPA estimated 32 highway mpg. This latest 2.0-liter modular BMW engine has an aluminum crankcase and cylinder head, forged steel crankshaft with an integrated balance shaft drive, low-weight pistons, forged connecting rods, friction-reduced cylinder coatings, and map-controlled oil pumps. Peak torque of 258 lb-ft is available between 1,250 and 4,500 rpm. The engine connects to a lighter 8-speed Steptronic automatic transmission with reduced converter slip to decrease energy losses. A wider gear spread also means lower rpms at higher speeds for reduced emissions.

The BMW xDrive system in the new BMW X1 is considerably lighter with 30 percent less energy loss in normal driving. Working closely with Dynamic Stability Control (DSC), it counteracts oversteer or understeer. BMW EfficientDynamics technology includes Brake Energy Regeneration, Electric Power Steering, and on-demand fuel and coolant pumps. ECO PRO mode allows coasting between 30-100 mph, disengaging the powertrain when a driver's foot is taken off the throttle.

Inside, the all-new X1 features a driver focused cockpit with the flat surfaces of the instrument panel and center console controls all angled toward the driver, and the choice of a 6.5 or 8.8-inch display.

The rear seatback can be split 40:20:40, with the three sections folding down individually or jointly to enhance functionality. An optional sliding and reclining rear bench has individual elements that can slide forward or back by up to five inches for seating comfort. Cargo space has been increased by more than 15 percent to 58.7 cubic feet with the seats folded down.

BMW ConnectedDrive features include a Head-Up Display, BMW Online, BMW Apps, and Advanced Real Time Traffic Information. Standard and available camera-based assistance systems include Lane Departure Warning, Speed Limit Info, Frontal Collision Warning with Pedestrian Warning, City Collision Mitigation, Park Distance Control, and Active Cruise Control with Stop & Go. Altogether that’s about all the advanced tech you could possibly want, and BMW delivers it big time.

 

 

 

 

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.

When Audi introduced its all-new A3 generation in the U.S. in 2014, only the sedan was offered with the promise that the popular Sportback version would be coming. That follow-up is the A3 e-tron, the exclusive A3 Sportback choice here in the 2016 model year. This exclusivity makes this $37,900 A3 e-tron all the more special.

The A3 e-tron plug-in hybrid makes use of the same 150-horsepower, 1.4 liter TFSI gasoline engine and six-speed S tronic transmission as conventional Sportbacks available in offshore markets. The e-tron adds a liquid-cooled, 102 horsepower electric motor to deliver a satisfying 7.6 second 0 to 60 mph launch and the kind of spirited driving experience expected of an Audi.

The car’s lithium-ion battery pack is located beneath the rear bench seat, allowing fold-flat seats and the hatchback utility of a Sportback since there’s no battery intrusion in the cargo area. This battery allows up to 17 miles of all-electric driving to handle typical around-town driving chores.

Driving on battery and hybrid power delivers an overall driving range of just under 400 miles. Fuel economy is an EPA estimated combined 89 MPGe when running on battery power and 35 mpg in hybrid mode.

Audi likens its A3 Sportback as kind of a Swiss Army Knife of hybrids because of its four selectable driving modes. EV mode provides pure electric driving, the default mode at every start. Hybrid mode chooses the most efficient power and is ideal for long distances. Hold Battery mode preserves charge and saves EV power for later use. Charge Battery mode charges the battery during highway driving to ensure plenty of electric range when returning to an urban area.

With the A3 Sportback e-tron, Audi set out to prove that efficiency and performance can co-exist in a premium vehicle, without sacrifice. By all measures it has accomplished this goal.

Toyota’s all-new 2016 Prius promises to deliver the very attributes beloved by its legions of fans over the years with significant technology updates. Its recent reveal in Las Vegas and subsequent release of additional information shows that it clearly is an all-new generation, but one that doesn’t stray too far afield from the familiar design that’s recognizable at a glance. That’s probably a good thing for Toyota since over 3.5 million Prius models have been sold globally, with 1.8 million in the U.S. alone. So…why rock the boat?

Highlights to the 2016 Prius include a more refined exterior design, new double wishbone suspension attached to an all new vehicle platform for enhanced driving dynamics, and an expected 10 percent improvement in mpg. Conceivably, that could move the non-plug-in Prius close to the 60 mpg mark. The new design stretches the Prius 2.4 inches longer than the previous model with slight width and height expansions, all in the name of greater passenger comfort and cargo area.

The 2016 Prius is based on Toyota’s New Global Architecture, which allows models to share components and platforms for manufacturing efficiencies and cost savings. This new architecture brings tangible benefits like a lower center of gravity, increased body rigidity, and a more responsive suspension package to improve overall handling and safety.

CLOSER LOOK AT NEW PRIUS TECH

The new Prius retains its 1.8-liter engine but it’s been completely re-engineered for improved performance, better fuel economy, size and weight reductions, and a maximum thermal efficiency of 40 percent. Improvement comes partly through a large-volume exhaust gas recirculation (EGR) system and advancements in combustion efficiency.  A redesigned air intake port improves airflow inside the combustion chamber. Coolant passages have been redesigned to optimize internal engine temperature. Low-viscosity oil reduces friction between sliding engine components and friction created by the piston skirts, rotating parts and oil pump has been reduced.

Fuel efficiency gains also come from improvements to heating performance. An active grille shutter opens and closes the grille as necessary in response to outside temperatures. The exhaust heat recirculation system has also been improved and made more compact. In yet another nod to efficiency, this recycles exhaust heat from the engine to the coolant to be reused in heaters and warm the engine.

The transaxle and motor have been redesigned to reduce weight. The motor is considerably more compact with a better power-to-weight ratio and offers a 20 percent reduction in mechanical losses through friction.  The new-generation Prius will be available with either new lithium-ion or nickel-metal hydride battery packs with increased energy density. This allows the battery to be relocated beneath the rear seat, increasing cargo space.

There is also a new color head-up display that projects essential vehicle data and alerts on the lower section of the windscreen. A Smart-flow (S-FLOW) air conditioning system improves efficiency by detecting whether the front and rear passenger seats are occupied, adjusting ventilation and heating performance accordingly by minimizing air flow around empty seats.

An optional Toyota Safety Sense package, previously reserved for upscale Lexus products, is available in 2016 and may become standard equipment in 2017. The TSS package includes a Pre-Collision System with Pedestrian Detection that alerts a driver if a collision is imminent. It also brings the car to a halt if a pedestrian is detected ahead of the car while driving under 18 mph.  Full-speed Dynamic Radar Cruise Control will slow or stop the vehicle to avoid collisions as well. A Lane Departure Alert with Steering Assist signals a driver if it senses the car drifting from the lane and also assists with steering input when needed. Automatic High Beam control turns the high beams on and off depending on traffic to enhance nighttime driving.

Toyota’s all-new 2016 Prius is sleeker and more efficient than the current model despite the fact that a first glance delivers that familiar Prius look. For the market the Prius successfully brings into the fold, this is likely a good thing. It is clear that the new Prius, nine years in the making, will continue to be a highly recognizable signpost on the green car highway.

 

Long-term tests provide a great way to learn what it's like to live with a vehicle on a daily basis. Our time with a fully-loaded,  2014 Accord Hybrid Touring proved enlightening over more than a year's worth of commuting, running errands, and road trips. This 50 mpg sedan, a high-profile offering within Honda’s Accord lineup that won Green Car Journal’s 2014 Green Car of the Year® award, is sleek, stylish, and sophisticated in an unassuming way. It’s also packed with desired technology. While we won't see a plug-in hybrid back in the Honda Accord line until the 2017 model year, here are our thoughts on its predecessor. No doubt, the new generation Accord plug-in will be even better.

Unique design features distinguish this Accord Hybrid from the already-pleasingly aggressive style of the standard Accord, which was introduced as an all-new model in 2014. These include LED daytime running lights and blue-accents on front light lenses, grille, and rear LED tail lamps, plus a decklid spoiler and unique wheels. Our tester is further distinguished with a dealer-installed Honda aero package with front, rear, and aide underbody spoilers. We were amused when we first drove our stealthy-black Accord Hybrid test car to a local restaurant and drew appreciative gazes from patrons, with one asking, ‘Is that a new Mercedes?” Nope, a Honda…a really, really cool one.

Power is supplied by Honda’s Two-Motor Hybrid Intelligent Multi-Mode Drive (i-MMD) system, a mouthful-of-a-name that earns its ‘intelligent’ designation. The 196 horsepower hybrid system achieves optimum efficiency through intelligent and seamless transitions between all-electric drive, internal combustion drive, and hybrid drive depending on driving circumstances.

We’ve found the hybrid sedan to be responsive and confident on the road during our drives through the twisty canyons along California’s Central Coast. There’s always ample power at the ready, delivered through a capable electric continuously variable transmission (E-CVT). Eco mode can be selected to tone down performance a bit to enhance fuel efficiency. The Accord Hybrid’s regenerative braking system feeds electricity back to the car’s lithium-ion batteries immediately upon lifting off the accelerator, rather than starting when braking is applied.

All this brings a very impressive 50 mpg city fuel economy rating and 45 mpg on the highway. With the Accord’s 12.2 gallon fuel tank, filling up always shows a whopping miles-to-empty read of well over 600 miles. This considerable driving range has come in handy many times during extended road trips, including a trek from our offices on the Central Coast to San Diego and back on a single tank.

These drives are often made with the Accord’s adaptive cruise control engaged, a feature that automatically keeps a safe driving distance from the car ahead. It works seamlessly in adapting to traffic speed and flow and is actually quite amazing. Drives are smooth and comfortable both on the open road and in traffic.

Time spent in the Accord Hybrid Touring’s accommodating cabin comes with an immersion of advanced electronics complemented by an 8-inch multi-information display and an audio touch screen compatible with smart phone features. Its electronics user interface is easy to use and driver assistive technologies invaluable, including Forward Collision Warning, Lane Departure Warning, and rear view camera with LaneWatch blind spot display.

So here’s the bottom line after 15,000 miles behind the wheel of the Accord Hybrid: Great styling, a bevy of advanced electronics, a quiet and accommodating cabin, and impressive efficiency – all wrapped in an aggressively handsome package – have made the award-winning Accord Hybrid a joy to drive and one of our favorites for quick jaunts and road trips alike.

The Ram ProMaster City, a new model on U.S. highways made possible by the international depth of Fiat-Chrysler Automobiles, is distinguished in many ways. This was underscored at the 2015 San Antonio Auto Show with its win of Green Car Journal’s 2016 Commercial Green Car of the Year™ award. The model bested finalists that included the Chevrolet City Express, Ford Transit Connect, Mercedes-Benz Metris, and Nissan NV200.

Based on the successful and long-running Fiat Doblò model in Europe, the ProMaster City compact van is essentially the same vehicle but tailored for the American market with updates like a slightly higher ride height and heavier-duty suspension. It is available as a Tradesman Cargo Van or five-passenger Wagon to fit diverse needs, at starting MSRPs of $23,445 and $24,445, respectively.

 

Functionality and efficiency are what this vehicle is all about. Interior space is quite generous considering its compact exterior dimensions that aim at ease of operation in urban traffic. In fact, the ProMaster City features best-in-class payload and cargo capacity, allowing drivers to carry up to 1,883 pounds or 31 cubic feet of cargo.

Its floor area between the rear wheel wells is 48.4 inches wide. Driver convenience is enhanced with an available Uconnect 5.0 audio and multimedia system featuring a five-inch touchscreen, integrated voice command with Bluetooth, and steering wheel audio controls.

The ProMaster City’s class-exclusive front-wheel drive system utilizes a 2.4-liter Tigershark four-cylinder engine, an efficient Fiat-developed powerplant widely used in Chrysler models ranging from the Chrysler 200 and Dodge Dart to the Jeep Cherokee and Renegade. This rather sophisticated SOHC engine – at least by work truck standards – features variable valve timing, variable valve lift technology, and a 10.0:1 compression ratio, plus of course Fiat's efficiency-enhancing Multiair technology. The 178 horsepower engine is mated to a standard nine-speed automatic transmission.

This combination moves the ProMaster City from 0-30 mpg in about 3.7 seconds, more than adequate performance in city environs. The ProMaster City offers EPA estimated fuel economy of 21 mpg in the city and 29 mpg on the highway, very good numbers for a van of any kind.

 

 

Five exceptional ‘green’ cars have just been identified by Green Car Journal as its finalists for the coveted 2016 Green Car of the Year® award. These 2016 models include the Audi A3 e-tron, Chevrolet Volt, Honda Civic, Hyundai Sonata, and Toyota Prius.

The magazine points out that this is the strongest field of finalists the annual Green Car of the Year® program has considered, with each nominee making a strong environmental statement in distinctly different ways. All share a common strategy of recognizing what’s most important to today’s drivers through the use of diverse powertrain technologies and their own brand of ‘green’ features. The bottom line: All approaches are essential to achieving today’s important environmental goals, including greater fuel efficiency, lower tailpipe emissions, reduced carbon emissions, and overall environmental improvement while providing satisfying performance and retaining the joy of driving.

FINALIST: AUDI A3 E-TRON

The A3 Sportback e-tron is Audi's entry in the hot plug-in hybrid vehicle market. This five-door hatchback uses lithium-ion batteries and a 102 hp electric motor to deliver up to 19 miles of all-electric driving, after which its 150 hp, 1.4-liter gasoline TFSI engine provides power for extended driving in efficient hybrid mode.

FINALIST: CHEVROLET VOLT

Chevrolet’s second generation Volt features sportier styling, better performance, and a lighter and more powerful two-motor drive system. The five-passenger, extended range electric now drives up to 53 miles on batteries alone, with its 1.5-liter gasoline powered generator creating on-board electricity to deliver an overall 420 mile range.

FINALIST: HONDA CIVIC

Now in its tenth generation, the all-new Honda Civic delivers exemplary fuel efficiency in an affordable, conventionally-powered model. The Civic thoughtfully blends hybrid-like fuel economy and appealing style, with an array of desired amenities and advanced electronics that meets the needs of a great many drivers.

FINALIST: HYUNDAI SONATA

Hyundai’s stylish 2016 Sonata offers it all with efficient gasoline, hybrid, and plug-in hybrid choices within the Sonata lineup. New this year, the hybrid delivers up to 43 highway mpg and features distinctive styling cues. The Sonata Plug-In Hybrid drives up to 24 miles on batteries with additional range on conventional hybrid power.

FINALIST: TOYOTA PRIUS

The Toyota Prius emerges in 2016 a completely redesigned model, faithfully delivering the attributes expected of an industry-leading hybrid with important design, technology, and efficiency updates. It features a familiar yet bolder exterior and incorporates suspension and other improvements to deliver improved driving dynamics.

GREEN CAR AWARD PROGRAM

Since 1992, Green Car Journal has been recognized as the leading authority on the intersection of automobiles, energy, and environment. The GCOY award is an important part of Green Car Journal’s mission to showcase environmental progress in the automotive field.

The auto industry’s expanding efforts in offering new vehicles with higher efficiency and improved environmental impact mean there is an increasing number of vehicle models to be considered for the Green Car of the Year® program. This is a significant departure from when just a limited number of new car models were considered for the inaugural Green Car of the Year® program, which Green Car Journal first presented at the LA Auto Show in 2005.

During the award’s vetting process, Green Car Journal editors consider all vehicles, fuels, and technologies as an expansive field of potential candidates is narrowed down to a final five. Finalists are selected for their achievements in raising the bar in environmental performance. Many factors are considered including efficiency, EPA and CARB emissions certification, performance characteristics, ‘newness,’ and affordability. Availability to the mass market is important to ensure honored models have the potential to make a real difference in environmental impact.

The Green Car of the Year® is selected through a majority vote by a jury that includes leaders of noted environmental and efficiency organizations including Jean-Michel Cousteau, president of Ocean Futures Society; Matt Petersen, board member of Global Green USA; Dr. Alan Lloyd, President Emeritus of the International Council on Clean Transportation; Mindy Lubber, President of CERES; and Kateri Callahan, President of the Alliance to Save Energy. Green Car Journal editors and celebrity auto enthusiast Jay Leno round out the award jury.

Green Car Journal will announced the winner of the 2016 Green Car of the Year award during press days at the L.A. Auto Show on November 19.

 

Even the best fuel saving technology can be negated by poor driving habits. Thus, many of the latest vehicles come with features that help you drive ‘smarter’ to save fuel. The simplest provide feedback through computer displays showing instantaneous and average mpg, range to empty, and more. More sophisticated displays may also graphically indicate efficient driving, like leafs turning greener.

Some vehicles have more active features that coach drivers so they can drive more efficiently. By staying in the green within the blue and green ‘coaching bars’ in Honda's Eco Assist display, drivers can see in real-time how they can achieve higher mpg. Pressing the system’s green ECON button also causes the engine and other energy-consuming systems to automatically operate more efficiently.

Similarly, BMW Driving Dynamics Control allows choosing between Eco Pro, Comfort, Sport, and Sport+ driving modes. Along with shutting down unnecessary systems that consume power, Eco Pro includes a coasting function that decouples the engine from the drivetrain when the accelerator is released between 30 and 100 mph.

Fiat's eco:Drive provides efficiency feedback after a trip, not during it. While driving, eco:Drive records data that can be transferred to a memory stick plugged into its USB port. This data can then be accessed on a PC or laptop to enable a driver to review how well they did. An ecoIndex scores driving skills on a 100 point scale. Tutorials provide tips on how to score better and scores can be compared to tell if driving skills are improving.

With Nissan's Eco Pedal, the accelerator pedal pushes back against a driver’s foot to encourage accelerating in a fuel-efficient manner. More aggressive acceleration is available if the driver pushes harder. Additionally, an instrument panel provides four levels of indication depending on acceleration – no light when the vehicle is stopped, green with appropriate pedal pressure, flashing green with almost-unfavorable pressure, and amber for unfavorable pressure.

 

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Chevy’s 2015 Trax subcompact SUV offers a new choice for those who want the functionality of an urban-friendly crossover with higher fuel efficiency. With an overall length of 168.4 inches and a smaller physical footprint than many crossovers, it also features a tight 36.7-foot turning diameter that makes for great maneuverability in city traffic

The Trax is based on the subcompact Chevrolet Sonic hatchback but is actually quite a bit larger, allowing it to carry 48.4 cubic feet of cargo and up to five people. It’s built in Korea like the Sonic, and while new to the U.S. market the Trax is already available in over 60 global markets. Along with the Sonic, its platform, mechanics, and cabin layout are shared with the Buick Encore.

Power comes from a 1.4-liter, turbocharged four-cylinder Ecotec engine featuring dual overhead cams and variable valve timing. The engine, also made in Korea, produces 138 horsepower at 4900 rpm and 148 pound-feet of torque at 1850 rpm. Around-town driving is spirited with good acceleration and snappy shifts courtesy of a Hydra-Matic 6T40 six speed automatic transmission and front-wheel drive. All-wheel drive is a $1500 option.

Like many downsized crossover SUVs in recent years, the Trax aims at highway fuel efficiency in the 30-plus mpg range, a goal met with its EPA-estimated 34 mpg highway fuel economy and 26 mpg in the city.  The AWD version is rated at 31 highway and 24 city mpg. The fuel tank holds 14 gallons.

Though on the smallish side, the Trax offers an interior that’s quite versatile. The 60/40 folding rear seats and a fold-flat front passenger seat allow carrying items up to 8 foot long as needed. The Trax is quite narrow so accommodating three in the rear is a bit tight, although we found rear seat headroom and legroom to be just fine.

The Trax comes with full power equipment including electric power steering, air-conditioning, and a rearview camera. Front wheel drive variants get front disc and rear drum brakes with the AWD featuring four wheel discs. An LT Plus package adds a six-way power driver’s seat, leather-wrap steering wheel, and rear parking sensors. The uplevel LTZ comes with leather upholstery, 18 inch wheels, heated front seats, an auto-dimming mirror, and a Bose sound system. Other versions use cloth seat materials and 16 inch wheels.

Safety is a notable feature of the Trax, which received five stars from the National Highway Transportation Safety Administration for overall, frontal, and side crash protection and a Top Safety Pick award from the Insurance Institute for Highway Safety. There are 10 airbags including front and rear side airbags, full-length side curtains, and front knee airbags.

Buyers will appreciate this crossover’s approachable $20,995 base price and two year/24,000 miles of free scheduled maintenance. Also appealing is the model’s high level of electronics technology that comes as standard or optional equipment. This includes a 7-inch MyLink touchscreen, On-Star 4G LTE with built-in WiFi hotspot, Siri Eyes Free for iPhone, a USB port, an iPod interface, OnStar emergency telematics, and a BringGo navigation app.

 

It’s well understood that Ford’s EcoBoost engines combine direct injection, variable valve timing, and turbocharging to achieve impressive power and high efficiency. While these advanced engines deliver the acceleration and high fuel economy desired in mainstream models, EcoBoost engines also power the automaker’s performance-oriented models like the Mustang and Fiesta ST. As die-hard enthusiasts always wonder…is there a way to eke even more performance from my car?

And the answer is ‘yes,’ with new hand-held programmers from Ford that adjust a multitude of engine parameters. Tuners often go the traditional route of replacing original equipment with aftermarket parts like performance camshafts, exhaust and intake manifolds, high-flow fueling systems, and even superchargers, sometimes with unwanted trade-offs in efficiency, durability, or comfort.

Ford points out that in an age of computer-controlled engines, a better answer is performance mods using Ford Racing’s programming handset. The $595 ProCal programmer for the Focus ST 2.0-liter EcoBoost engine and Fiesta ST 1.6-liter EcoBoost plugs into the car’s diagnostic link connector port, enabling performance tweaks to everything from throttle response characteristics and idle speed to turbo wastegate control, fuel curves, and spark timing.

In the hands of engine tuning experts, tweaking with the ProCal can bring impressive gains in horsepower and torque output. The Focus ST can gain up to a 90 lb-ft torque increase while maintaining the Ford-backed limited warranty. Custom engine calibrations for the all-new Mustang 2.3-liter EcoBoost are being developed by Ford Racing with a product expected by the end of 2015.