The American Council for an Energy-Efficient Economy (ACEEE) considers the 2014 Smart ForTwo Electric the ‘greenest’ car in the U.S. market. The car topped the organization’s Greenercars.org 2014 Environmental Scores list with a 59 out of 100 score, the highest ever for the program. Also on the ‘greenest’ list, in descending order: the Toyota Prius C; Nissan LEAF; Toyota Prius; Honda Civic Hybrid; Lexus CT200h; Toyota Prius Plug-In Hybrid; Mitsubishi Mirage; Honda Civic Natural Ga;, Honda Insight; Smart ForTwo Convertible/Coupe; and the VW Jetta Hybrid.
How does this work? Greenercars.org assigns each vehicle a ‘Green Score’ that incorporates lifecycle greenhouse gas and criteria pollutant emissions. Changes were made to the methodology this year to more accurately quantify environmental impacts, including updates to evaporative emissions estimates; in-use emissions of methane and nitrous oxides; and gasoline, diesel, and natural gas ‘upstream’ emissions. Vehicles not intended to achieve significant sales volumes are not eligible for spots on the “Greenest” list.
Considering the sheer number of SUVs and crossover vehicles seen in any given parking lot these days, there’s no doubt this is a crowded field with many relevant players. The key is finding the one amid the crowd that best promises to meet your needs and speak to your sensibilities. If ‘green’ takes a top spot in your playbook along with sportiness, functionality, and value, then you’re a candidate for Mazda’s CX-5.
Our initial experience with the all-new 2013 Mazda CX-5 last year was enlightening, and really, eye-opening. We’ve driven crossover SUVs for many years and can attest that for the most part, high fuel efficiency is not their game. Rather, it’s all about style, functionality, safety, and comfort. The ability to haul people and gear is important. That usually comes at the cost of fuel economy because these vehicles are typically larger and heavier than passenger vehicles by nature, which means greater power is required to move them.
But that changes with crossovers like the Mazda CX-5 SKYACTIV. A bit more compact in stature, the CX-5 is right-sized for most buyers wishing all the attributes of a crossover SUV but don’t want to wince at the pump. This model’s eye-catching style is a good opener for drawing potential buyers, as is its surprisingly accommodating interior, comfortable five-place seating, and approachable price.
Cinching the deal is this vehicle’s fun-to-drive nature and admirable fuel efficiency. Two fuel-efficient engines are available. The base Sport model comes standard with Mazda’s 2.0-liter, 155 horsepower SKYACTIV-G four-cylinder powerplant. Uplevel Touring and Grand Touring models are motivated by a new-for-2014 2.5-liter, 184 horsepower SKYACTIV-G engine.
While perfectly fine with 2.0-liter CX-5 variants driven before, we do enjoy the extra 29 horsepower provided by this model’s 184 hp 2.5-liter SKYACTIV-G engine. Acceleration and gear transitions are crisp, as expected of the Mazda marque.
Cars of Change editors have been living with a 2014 Mazda CX-5 Grand Touring long-term test car for some months now to get an in-depth sense of the model. During our time with the car to date, editors have come to appreciate the CX-5’s stylish design and its notable functionality. Over the first 8,000 miles of our year-long test, we have experienced the CX-5 under conditions familiar to most of our readers – daily commuting, running errands around town, and road trips that allow long-distance evaluation – with the latter often finding us folding the rear seats down and stuffing the cargo area with an amazing array of gear for our travels.
We’ve found the CX-5 to be nimble and fun as a daily driver under all these conditions, blending efficient motoring with the sophistication we like in an SUV. The cabin is comfortable and the controls intuitive. We’re sold on the optional blind spot monitoring system and especially the rear-view camera, an indispensable feature in our parallel parking-focused town. While lightweight high-tensile steel is used prolifically to help lessen curb weight and contribute toward the CX-5 Grand Touring’s EPA estimated 32 highway mpg (35 mpg in the Sport variant with the smaller 2.0-liter engine), this model doesn’t feel like a lightweight with its satisfying and quiet ride.
Mazda’s CX-5 delivers big time for its very reasonable $21,195 to $28,870 price tag, offering an array of desirable features with the benefit of class-leading fuel economy. The real bottom line for most is how all this comes together in the daily driving experience, and in that regard we’ve found the CX-5 delivering as promised, consistently.
Volkswagen's very impressive XL1 is the poster child for mpg to the max. We’ve been following this car’s development program for years now, hearing that it was a production-intent program but fairly skeptical that a vehicle with such a stratospheric fuel efficiency target could ever be built, at least beyond the prototype stage
Yet, here we are. VW is moving beyond development and will be producing the limited-production carbon fiber car at its Osnabrück plant in Germany.
The sleek and innovative XL1 boasts an array of features that tantalize the imagination, like that magic 261 mpg fuel economy rating. It weighs just 1753 pounds and has a 0.19 Cd, the lowest drag coefficient of any production car.
And performance? Acceleration from 0 to 60 mph is just over 12 seconds and top speed is 99 mph, enabled by a plug-in diesel-electric hybrid powertrain using a 47 hp two-cylinder TDI engine, a 27 hp electric motor powered by lithium-ion batteries, and a seven-speed DSG automatic transmission.
VW says it will build 250 of the super-efficient XL1, which of course is barely enough to whet the appetite of a mpg-hungry market, but is enough to prove the point that such a car is do-able. These are destined mostly for the automaker's home market. While a small number of these will be brought to the U.S. for testing, there is no intent to market the car on our shores.
Even as the XL1 plies highways at the hands of those privileged enough to claim one, this pretty incredible vehicle will be influencing vehicle development programs at VW in some pretty big ways for years to come.
If ever a time existed that underscored there is no single approach to offering ‘greener’ personal transportation, that would be now. The 2014 Green Car of the Year® program gives the Green Car Journal staff an opportunity to step back and examine all possible vehicles that exemplify green leadership and innovation, a daunting challenge that literally involves dozens and dozens of models that must be explored, examined, and dissected to determine their ‘greenness’ and importance in raising the bar in environmental performance.
Some would assume these vehicles to be exclusively electric, or perhaps ones that achieve the highest fuel economy in a given class. These considerations are important since higher efficiency not only reduces petroleum consumption but also has a direct correlation with lower CO2 emissions. However, criteria for the Green Car of the Year® program is more expansive and involves much more than fuel economy or energy use. Important, too, is the potential for a candidate to bring about substantial change and significant environmental improvement in the real world. That element gives additional weight to a model’s sales volume.
Among many other considerations is the requirement that candidates be a 2014 model on sale by January 1 of the award year. Price and availability are important since nominees must be approachable to buyers. Some models are priced at entry levels while others are more aspirational, a reflection of the market. Vehicles being considered are more compelling if they are all-new or in the early years of their model lifecycle. Models vetted in a previous award year are only considered in a new award year if truly significant changes to that model have occurred, such as an all-new redesign, a much more efficient powerplant, or the availability of a new hybrid or alternative fuel option.
At one time this was a straightforward and relatively simple process. When the Green Car of the Year program was launched in 2005, the number of ‘green’ vehicles to consider was easily managed since this was a relatively new category for automakers. Times have changed with wide-ranging ‘green’ choices now available to consumers at new car showrooms. The process of identifying five finalists is much more challenging, but also more gratifying since this means the auto industry has made a serious commitment to developing more environmentally positive vehicles.
With painstaking effort and an eye toward recognizing the brightest and the best, Green Car Journal editors present the deserving finalists for 2014 Green Car of the Year, models that also happen to be the magazine’s Top 5 Green Cars for 2014 and recipients of the Green Car Products of Excellence distinction.
Audi A6 TDI
Audi’s 2014 A6 TDI blends excellent ‘green’ credentials with unexpected levels of performance in a high efficiency vehicle. Its 3.0-liter, 6-cylinder TDI clean diesel engine with tiptronic transmission and quattro all-wheel drive provides 240 horsepower and 428 lb-ft torque, achieving 0-60 mph in just 5.5 seconds. A start-stop system aids efficiency, as does a lightweight body that makes extensive use of aluminum body panels. This sedan features an EPA estimated 38 highway mpg that enables over 700 miles of highway driving range.
BMW 328d
Featuring the first 4-cylinder BMW diesel engine in the U.S., the new 328d combines exceptionally high fuel efficiency with the performance expected of BMW models. EPA estimated 45 mpg highway fuel economy is achieved with this sedan’s 2.0-liter TwinPower clean diesel powerplant, which produces 180 horsepower and 280 lb-ft torque. Efficiency is enhanced with engine auto start-stop and brake energy regeneration. A 328d Sports Wagon is also available. The models are offered in rear wheel drive or with BMW’s xDrive all-wheel drive system.
Honda Accord
Honda’s popular Accord sedan aims to lead in the efficiency space with an array of efficient powerplant choices including four-cylinder, V-6, hybrid, and plug-in hybrid versions. Even the V-6, the largest engine option, nets 34 highway mpg with the four-cylinder rated at up to 36 highway mpg. The bar raises considerably with the Accord Hybrid at 50 city and 47 highway mpg, and the Accord Plug-In with its 47 city and 46 highway mpg on hybrid power. The Plug-In also offers an EPA rating of 115 MPGe, the highest of any mid-size hybrid sedan in the country.
Mazda3
The all-new third generation Mazda3, this automaker’s best-selling model worldwide, is lighter, more efficient, and packed with advanced electronics. The 2014 Mazda3 features an appealing new design and has been built from the ground-up with Mazda’s award-winning SKYACTIV technology. The 2.0-liter powered Mazda3 four-door sedan offers best-in-class 41 mpg highway fuel economy, with the five-door hatch coming in at up to 40 mpg. A more powerful 2.5-liter engine with an i-ELOOP capacitor-based regenerative engine braking system gets 38 mpg.
Toyota Corolla
The Toyota Corolla has long been a best-seller due to its blend of efficiency and affordability. With the all-new 2014 Corolla, Toyota adds visual excitement, improved driving dynamics, and even greater efficiency to its popular compact sedan, achieving up to 42 highway mpg delivered by the model’s Eco version. This level of efficiency is achieved with a 1.8-liter, 140 horsepower engine featuring the first use of Toyota’s Valvematic technology in this country. A driver selectable ECO function moderates acceleration and optimizes on-board systems to enhance mpg.
Green Car of the Year jurors include leaders of the nation’s major environmental organizations including Jean-Michel Cousteau, president of Ocean Futures Society; Frances Beinecke, president of the Natural Resources Defense Council; Michael Brune, executive director of the Sierra Club; and Matt Petersen, board member of Global Green USA, plus auto enthusiast and Tonight Show host Jay Leno. Green Car Journal editors round out the 2014 Green Car of the Year jury.
The Green Car of the Year will be announced during media days at the L.A. Auto Show, so stay tuned.
Mazda’s innovative and award-winning SKYACTIV suite of technologies continues to expand, this time in the 2014 Mazda6. Powered by a 2.5 liter SkyACTIVE-G gasoline engine, this fun and sophisticated mid-size sedan now features an available i-ELOOP regenerative braking system that adds to the car’s impressive fuel efficiency, boosting its official EPA ratings to an estimated 40 mpg on the highway and 28 mpg in the city, for a combined 32 mpg.
Those are pretty good numbers for non-hybrid small cars, but exceptional for a conventionally-powered mid-size model. This efficiency enables up to 650 miles on a single tank of gas. If you drive the average 15,000 miles each year, that means your visits to a gas station could be limited to every two weeks or so, depending on your driving habits.
Mazda’s i-ELOOP – for Intelligent Energy Loop –is not a hybrid system since recovered braking energy is not used for acceleration assist or electric-only operation. It’s also different because, unlike other regen systems that store recouped electrical energy in batteries, i-ELOOP uses a supercapacitor. The system’s double-layer capacitor can be discharged and recharged many more times than batteries with far less deterioration and will likely last the life of the car.
When a driver lifts off the accelerator pedal, i-ELOOP recovers kinetic energy as the vehicle decelerates. A variable voltage alternator generates electricity up to 25 volts for maximum efficiency before sending it to the supercapacitor. A DC/DC converter steps down the supercapacitor's output from 25 volts to 12 volts for use in the car’s exterior lighting, climate control, audio system, and other electrical components. This reduces the need for a normal engine-driven alternator to generate the electricity required to run these systems, a real benefit since a conventional belt-driven alternator’s parasitic load on an engine decreases fuel efficiency.
In urban driving with frequent acceleration and deceleration, i-ELOOP can provide nearly all of the electricity these systems require. Headlamps and other exterior lighting, heating/air conditioning, wipers, and the audio system account for about a 40 amp draw, within the capabilities of the DC/DC converter’s maximum throughput of 50 amps. On a cold day, particularly right after starting, it’s possible the defogger and optional seat heaters may exceed the DC/DC converter's capacity, in which case the electrical system reverts to conventional alternator-powered operation and bypasses the capacitor system completely.
At times when available e-ILOOP-generated electricity exceeds the electrical load, electrical energy charges the car’s 12 volt battery. When no regenerative braking energy is available, the alternator charges the battery but now through the DC/DC converter. Battery capacity is unchanged since it must still start a cold engine when the supercapacitor is not charged.
Supercapacitors accept and release charge very rapidly and only store electricity temporarily, so they must be topped off before each stop. However, it takes just a few seconds to fully charge the capacitor. The Mazda unit can accept a full charge in just 8 to 10 seconds. Although it can discharge in as quickly as 40 seconds, discharge may take up to 113 seconds at minimum load.
Mounted beneath the hood, the cylindrical supercapacitor is 13.8 inches tall, 4.72 inches in diameter, and weighs just 13.2 pounds, with its required heavier wiring harness weighing in at 3.3 pounds. Mazda says that the e-ILOOP system brings an approximate 5 percent fuel efficiency improvement under real-world driving conditions, which contributes to the Mazda6 achieving its best-in-class EPA fuel economy rating.
The i-ELOOP system in the Mazda6 is part of an available GT Technology Package that also includes Mazda radar cruise control with forward obstruction warning, lane departure warning, high beam control, and active grille shutters. All this extra goodness comes at a cost of $2,080, bringing additional SKYACTIV technology to the road that helps deliver impressive fuel efficiency while attending to the performance and fun-to-drive nature expected of the brand. Want to know more? Watch the video here.
There’s more to come. Soon, the 2014 Mazda6 will also offer a 2.2 liter SkyACTIVE-D clean diesel engine, Mazda's first diesel in the North American market. Plus, the Mazda i-Stop stop/start system that’s available in markets outside the U.S. is in the pipeline for the States. Mazda reportedly will introduce this system here in the Mazda6 in 2016.
Up to 15 percent of the fuel used by a typical vehicle goes into producing energy needed to overcome rolling resistance. Energy is needed to counter road surface friction and losses due to hysteresis when tires flex. This energy loss results in hot tires, especially after a few high speed miles. Countering this is an industry move toward low rolling resistance (LRR) tires that can reduce fuel consumption by 1.5 to 4.5 percent. While this might seem insignificant, every mpg gain is important when eking out greater range from an electric vehicle or meeting the CAFE (Corporate Average Fuel Economy) standard of 54.5 mpg by 2025.
Virtually every EV and hybrid rolls on LRRs and manufacturers equip their regular vehicles with tires incorporating LRR technology. Most tire makers offer both original equipment and aftermarket LRR tires. Tire brands make these tires pretty recognizable with LRR tire or technology names like Bridgestone Ecopia, Michelin Green X, Goodyear Fuel Max, Toyo NanoEnergy, Kumho eco Solus, Pirelli Extra Low Rolling Resistance (ELRR), Yokohama BluEarth, and Continental EcoPlus.
Older LRR tires were noted for their harsher ride because they used much harder rubber compounds combined with stiff sidewalls in an effort to reduce friction and flexing. Newer LRR tires use advanced compounding with silica-based and alternative oils to provide a more pleasant ride. Early LRR tires also had reduced grip and wore more rapidly. This has changed significantly as tire technology has evolved.
The goal these days is to offer LRR tires that not only speak to improved efficiency, but also deliver the traditional performance characteristics desired by motorists. Yokohama’s new AVID ENVigor presents a good example. We’ve found this tire offering excellent traction and a smooth, quiet ride on one of our test vehicles, fundamental requirements on the part of most consumers. Its added benefit is a design that blends these characteristics and low rolling resistance with all-season performance, a projected long tread life, and availability in many sizes to accommodate diverse applications.
It takes petroleum – lots of it – to make a tire. Thus, alternative feedstock materials are being developed that could replace petroleum to help reduce our dependence on oil. Yokohama has developed an orange oil technology that combines low rolling resistance with a good grip, especially in wet conditions. Orange oil, already used in detergents and perfumes, is quite acidic. This keeps the rubber tire compound soft and flexible at a micro level so it grips the road. More importantly, it works in cold and wet conditions when rubber normally hardens and loses grip.
While orange oil provides grip, fine-particle micro-silica helps the nano-blend compound resist wear. As an added benefit, orange oil displaces some of the petroleum used in tire production so both energy and resource savings are achieved. Renewable orange oil comes from orange peels, including waste orange peels. Orange technology is now used in Yokohama’s C.drive2, Geolandar SUV, ADVAN, AVID, and the aforementioned BluEarth LRR eco tire lines that meet three previously conflicting performance criteria – low rolling resistance, long mileage, and excellent wet grip.
Goodyear is working on substituting soybean oil for petroleum-based oil used in producing tires. Besides helping the environment and reducing Goodyear’s use of petroleum-based oil by up to seven million gallons per year, these tires could increase tread life by 10 percent. Goodyear expects to market soybean based tires as early as 2015. Likewise, Bridgestone has developed BioIsoprene, a bio-based alternative for petroleum-derived isoprene used in tire manufacture. One sure way to avoid under-inflation is to use airless or non-pneumatic tires.
Several companies have shown airless tires, such as Michelin, which has been working on its Tweel that combines a tire with a wheel. Bridgestone is developing the Air-Free Concept Tire. Goodyear’s Spring Tire designed for heavy vehicles uses 800 load bearing springs. Resilient Technologies and the University of Wisconsin are developing a non-pneumatic tire, which is basically a round polymeric honeycomb wrapped with a thick, black tread.
In development at Goodyear is a passive self-inflation system that automatically keeps tires properly inflated as they roll down the road. The purely mechanical Air Maintenance Technology system uses a regulator that senses when the tire is at optimal pressure. If pressure drops below this level, an inlet filter in the regulator lets some outside air into a pumping tube that runs around the inner circumference of the tire. As the tire rolls, the tube deforms and causes puffs of air to be transferred from the pumping tube through an inlet valve and into the interior cavity of the tire. Fleet evaluations of the tire are planned to start this year.
Farther in the future are intelligent tires that automatically adapt to changing road conditions. Researchers at the University of Leipzig in Germany are incorporating changeable tire elements that would alter the shape of the tire to suit the road. The system incorporates flexible actuators, piezo-ceramic actuators, shape memory alloys, and smart materials that gather and process information on road surfaces and weather conditions. Data is used to reshape the tread in real time for optimal performance. The time when tires were simple and low tech has surely passed, but that’s a good thing.
If energy-robbing rolling resistance, inconsistent performance, and inconvenient flats become a thing of the past, we’re all for it.
Lightweighting vehicles is a big deal. The lighter the car, the less relative energy required to move it down the road. This thinking has been influencing car design and manufacturing for some time now as automakers strive to make models with higher fuel efficiency, but the momentum has increased because of the much higher mpg that will be required from automakers in the years ahead. Now, each and every part of a car is examined for lightweighting potential and new answers are emerging all the time.
Take the new ultra lightweight car door solution devised by ArcelorMittal, the world’s largest steel and mining company and supplier to many auto manufacturers. In a world where lightweight aluminum, plastics, and other materials vie for roles once exclusively played by steel, it’s no wonder that steel companies have a vested interest in illustrating how advanced steel can continue to dominate.
ArcelorMittal’s lightweight car door example demonstrates that using steels and technology currently available, a 27 percent weight and cost saving can be achieved without compromising safety and structural requirements. But it gets better. The company also points out that its global research and development team has identified that even greater door weight savings of up to 34 percent is achievable with new advanced high strength steels and technology that will emerge during the next few years.
How important is this? The current 27 percent weight reduction of a baseline C-segment door using high strength steels and ultra-high strength steels decreases weight from about 40 pounds to 29 pounds. Considering that automotive weight savings is typically measured in grams, this is a significant weight reduction for a single automotive application.
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.
Available next month in California and Oregon, the new 2014 Spark EV 1LT can now be leased for as low as $199 per month for 36 months. Requiring a nominal $999 due at lease signing, which includes a security deposit but is exclusive of tax, title, and registration, now makes this small Chevy EV an affordable option for new car buyers interested in electric transportation.
The Chevy Spark EV's MSRP starts at $27,495 but is as low as $19,995 when factoring in an available $7,500 federal tax credit. Other state and local tax credits may be available to bring the price down further. Chevy says that compared to the average new gasoline-powered vehicle, the Spark EV can save drivers an average of $150 per month in fuel costs.
Driving range is an EPA estimated 82 miles, similar to that of other small EV models. Its combined fuel economy equivalent is rated by EPA at 119 MPGe. Charging with a Level 2 240-volt charger takes about seven hours and a 120-volt convenience charge cord comes standard, although charge time is considerably longer. Chevy points out that the Spark EV is the first electric vehicle on the market to offer an option to be charged via the recently approved SAE combo charger for DC Fast Charging, which will enable the Spark EV to recharge up to 80 percent of its capacity in 20 minutes. Of course, that’s when DC Fast Charging stations become available.
In-vehicle connectivity is well looked-after with Chevy’s MyLink infotainment system, which includes a seven-inch touch screen and integration with third-party apps and features such as Siri Eyes Free, Pandora, and BringGo navigation. These features require the user to purchase third party apps separately on a compatible smart phone. The Spark EV RemoteLink application, which requires a smart phone and OnStar subscription, provides an array of desired functions including charge status, scheduled charge timing, interior temperature pre-conditioning, and the ability to send a text or email for charge reminders.
Due to our rigorous vehicle test schedule here at Green Car Journal, we are very aware of the fluctuating pattern of gas prices. Fuel economy testing requires regular and sometimes daily fill-ups. This past week was telling. The price of leaded regular shot up more than 30 cents in a matter of five days. Premium fuel is once again over $4.00 per gallon.
Regardless of the price fluctuation’s root cause, the end effect is the numbing of consumer reaction and outcry. I remember the conversations across the gas island at my regular station when gas prices topped $3.00 per gallon. The reaction was even greater when gas first topped $4 per gallon.
When consumers cut back on driving and fuel consumption, the price generally retreats, but generally not quite to the same level it was at before the increase. The pattern repeats in a general upward trend until the average consumer now thinks that gasoline prices below a certain threshold like $4.00 seems like a bargain. Over time, consumers are desensitized to the price at the pump as it edges upward.
As fuel prices reach new highs, vehicle-buying habits certainly change. Fuel economy becomes a priority. Hybrids and fuel-efficient models move quickly. When the market can’t sustain higher prices, however, and prices slump, fuel economy lessons are often forgotten. Vehicle purchases tend to revert back to less efficient models. All the while, the long-term trend is that the price of transportation takes an ever-larger bite out of the household budget.
Some feel that higher fuel prices are a good thing, forcing consumers into more fuel-efficient transportation choices. I’ve never agreed with that stance because high gasoline prices hit lower income consumers the hardest. When the necessary work commute takes an extra twenty bucks each week, many simply must cut back on other essentials. Those living on a very tight budget often can’t afford to trade up to a more fuel-efficient vehicle.
As I’ve noted before, my biggest gripe with higher fuel prices is less apparent but has a widespread impact. When the price of fuel goes up, nearly all goods and services will cost more. Farmers rely on diesel tractors to cultivate and harvest the food we eat. Transporting food and products we use on a daily basis requires diesel fuel. Nearly every product you use each day is moved multiple times by a diesel truck. From moving raw materials to the manufacturer to finished products cycled through the distribution chain, everything becomes more expensive. These are hard costs of doing business that can’t be absorbed and must be passed along to the end consumer in the form of higher prices for the essentials of our modern life.
I am fortunate to test and evaluate some of the most fuel-efficient vehicles in the world on a regular basis. As a benchmark, our family go-to vehicle is a 2003 Honda Pilot. The seven-passenger Pilot has been a trusted all-mission transport that simply does everything well. From hauling a pack of home school kids through winter weather conditions to moving our youngest into a college dorm, the Pilot continues to deliver great performance. Now, with over 150,000 miles on the odometer, we continue to average 21 mpg. In the 10 years we’ve owned the Pilot, however, the price to fill the tank has more than doubled. The price of anything we rely on so heavily doubling in one decade is a reality check that can’t be ignored.
Todd Kaho is executive editor of Green Car Journal
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.
Really, there should be no doubt which automaker holds the distinction as the most prolific marketer of hybrids in the business. It’s Toyota, pure and simple. This company’s brilliant strategy for its Prius hybrid has evolved into a success story that other manufacturers can only envy.
So the news that nearly two million Toyota and Lexus hybrid vehicles have been sold in the U.S., and five million worldwide, is not earth shattering. It’s expected. And the company is justifiably proud.
According to Toyota, its global fleet of nearly 20 hybrid vehicles is estimated to have decreased some 34 million tons of CO2 emissions because of its fuel efficiency and electric operation, compared to gasoline-powered vehicles. Obviously, there’s strength in numbers. Toyota and Lexus hybrids represent 70 percent of the U.S. auto industry’s total hybrid sales. Hybrids also account for 16 percent of overall Toyota/Lexus sales globally and locally. With total industry hybrid sales now about 3 percent of the U.S. new car market, the picture will clearly only get better.
Of the 19 hybrid models and one plug-in hybrid now sold in 80 countries and regions around the world, a dozen are sold in the U.S. These include the Prius Liftback, Prius v, Prius c, Prius Plug-in, Camry Hybrid, Avalon Hybrid, Highlander Hybrid, Lexus CT 200h, ES 300h, GS 450h, LS 600h, and RX 450h. Three of these models are now manufactured in North America with a fourth, the Highlander Hybrid, joining in soon. Toyota says that it will introduce 18 new hybrid models between now and the end of 2015 and expects its global hybrid sales to be at least a million units a year during that same period, with a third of these sold in the U.S.
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.
Ford’s completely redesigned 2013 Fusion sedan, the most fuel efficient midsize car in America, has been named Green Car Journal’s 2013 Green Car of the Year at the L.A. Auto Show. The Fusion emerged on top of an exceptional field of finalists including the 2013 Dodge Dart Aero, Ford C-MAX, Mazda CX-5 SkyACTIV, and the Toyota Prius c.
Selecting the 2013 Green Car of the Year® was a jury comprised of the nation’s top environmental leaders including Natural Resources Defense Council president Frances Beinecke, Sierra Club executive director Michael Brune, Ocean Futures Society president Jean-Michel Cousteau, and Global Green USA president Matt Petersen, plus Tonight Show host and auto enthusiast Jay Leno and Green Car Journal staff.
The 2013 Fusion is designed from the ground-up to be a world car with distinctly different fuel-efficient powertrains available. These range from familiar EcoBoost internal combustion engines that use turbocharging and direct injection to eke out greater efficiencies, to a next-generation hybrid variant and an all-new plug-in hybrid version, the Fusion Energi.
You can’t talk about the new Fusion without mentioning its striking good looks. Ford did a stellar job in designing the new Fusion, offering an attention-grabbing body design with a front end that hints of Aston Martin influences. The interior is also well-appointed and intuitive, with an array of advanced electronics either standard or optional. Safety systems now include dual first-row knee airbags and adaptive front airbags that vent and tether to conform to a specific occupant’s size, position, and seatbelt usage.
The 1.6-liter Fusion SE EcoBoost model, which starts at $24,495, is Ford’s first automatic-transmission product with an automatic start-stop system. This shuts the engine off when the car is stopped and seamlessly restarts as the driver releases the brake pedal, and can alone reduce fuel consumption and emissions by about 3.5 percent. The $25,950 Fusion SE with the 2.0-liter EcoBoost engine is mated with a paddle-shifted, six-speed SelectShift automatic transmission and available in front-wheel-drive.
Ford’s all-new Fusion Hybrid SE offers even more content than the outgoing Fusion Hybrid model at a price $1,575 less. It features an all-new 2.0-liter Atkinson-cycle, four-cylinder gasoline engine that’s significantly downsized from the previous 2.5-liter engine, while offering similar performance. The Fusion Energi plug-in hybrid is expected to net more than 100 MPGe overall fuel efficiency.
The all-new 2013 Fusion embraces all the elements important to aggressively raising the bar in environmental performance. Importantly, its approachable price points also mean that large numbers of this sedan will make their way to the highway, bringing meaningful reductions in petroleum use and CO2 emissions along the way.
While we sadly may be part of the exception rather than the rule here in LA, many of Global Green's staff in Santa Monica live close enough to the office to walk or bike to work with ease. We have two walkers, four bikers, and a bus-taker.
On top of that, we have lots of eco drivers: three Prius drivers, and three others with Toyotas that get 30+ mpg. Others in the office are behind the wheels of EVs: two drivers of the Ford Think Neighbor EV (remember that vehicle…they're still on the road!), and one new and very proud Chevy Volt owner. They share an outlet in the garage for charging up their vehicles – and when California gas prices topped $5 a gallon last month, they were feeling pretty good about their vehicle choices.
The topic of how much we pay at the pump and how we can reduce our carbon footprint with transportation methods was a water cooler topic in many workplaces with the latest surge in gas prices. As the rest of the nation reacted to the news with fear that prices would rise everywhere, we reminded ourselves that we are lucky to live in a state that is leading the way in fighting climate change with legislation to cut greenhouse gas emissions on the roads, and with stationary sources. Our low carbon fuel standard and greenhouse gas emission reduction law means our air is cleaner and our impact on the planet is lessened.
It also means California is positively impacting the development of cleaner, fuel-efficient cars. Based on the EPA estimate that a typical passenger vehicle emits about 5.1 metric tons of carbon dioxide per year, we were able to calculate the greenhouse gas savings of our Santa Monica staff: we are able to save more than 50 metric tons per year by walking, biking, and driving green cars. In the meantime, our conscious commute choices are saving us cash while we cut GHGs. And one employee also estimated that the walkers and bikers combine to burn off a half a million calories per year, too! It’s win-win-win.
Matt Petersen is President and CEO of Global Green USA, the American arm of Green Cross International
Model year 2012 was a record breaking year for green cars. Average fuel economy (23.6 mpg), conventional hybrid sales (399,782), and plug-in electric sales (37,753) all hit historic highs. As a result of steadily rising fuel efficiency over the last five years, American drivers will use over two billion gallons less gasoline and cut their fuel bills by over $8 billion in 2012.
Unfortunately, in this sea of good news, there are still those who criticize the clearly successful government policies that have fostered this outcome.
Consider the case of plug-in electrics. Detractors like to focus on their sales as a percentage of total auto sales, but instead the focus should be on the incredible growth in sales this year in this sector and that the trends are in the right direction.
In the first nine months of 2012, electric vehicle sales increased an astounding 178 percent in the U.S. over the first nine months of 2011. The number of hybrid and electric models available on the market increased in 2012 by 10 and about 15 more models are expected in 2013.
Instead of focusing on the bankruptcy of A123 systems, the focus should on the fact that the U.S. now has a healthier advanced battery manufacturing industry and that the A123 automotive technology, products, customer contracts, and its two Michigan factories will stay in the U.S., thanks to its purchase by Johnson Controls.
The bottom line is that overall, the government strategy to support the market for green cars through consumer incentives, retooling loans and providing long-term pollution and fuel efficiency standards is already paying off.
But particularly with new technology such as plug-ins, it takes time to reach critical mass. When first introduced, cell phones were more rare than California Condors, but now they're more like pigeons – everywhere.
Survey after survey shows fuel efficiency is key to auto purchases. With electrics able to deliver the equivalent of running on $1 per gallon gasoline, consumers becoming more familiar with the technology, more models entering the market, and prices continuing to drop, the future is bright for electrics.
Roland Hwang is Transportation Program Director of the Natural Resources Defense Council
