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

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

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

Chevrolet’s all-new 2015 Colorado midsize pickup seeks to fill a potentially hot market replete with buyers interested in the functionality of a truck but requiring a bit smaller package for better maneuverability in urban areas. Starting at an MSRP of $20,120, the Colorado is available in four-door extended cab or crew cab models to fit varying needs, offering a standard six-foot pickup bed with a short five-foot bed also available on a short bed crew cab versions. Rear seat room is very tight in the extended cab and reasonably comfortable in the crew cab.

Power choices include two fuel efficient engines, a 2.5 liter four-cylinder and a 3.6 liter V-6.  The four-cylinder is rated at 200 horsepower and 191 lb-ft of torque, with approximately 90 percent of the peak torque available from 2,000 rpm to 6,200 rpm. The V-6 engine is rated at 305 horsepower and 269 lb-ft of torque. Fuel economy is estimated at 18 city/26 highway mpg with the V-6 and bumps up to 20 city/27 highway mpg with the four-cylinder. A new clean diesel option is coming with the 2016 Colorado, which will be offering a new 2.8-liter Duramax engine featuring an expected 181 horsepower and a sizeable 369 lb-ft of torque coming on at a low 2,000 rpm. Fuel efficiency promises to be outstanding for a pickup.

Aluminum blocks and forged-steel crankshafts, along with dual-overhead camshafts with variable valve timing, direct injection, and jet-spray piston cooling are shared by both of the current gasoline engines. The Colorado's trailering rating is up to 7,000 pounds with the V-6 engine and heavy-duty towing package. All models come with a standard six-speed automatic transmission with auto grade braking and a tow/haul mode. Extended cab 2WD WT models equipped with the 2.5-liter engine are available with a six-speed manual transmission.

The Colorado features triple-sealed doors inlaid in the body sides for improved aerodynamic performance and a quieter interior. To help keep overall mass down, lightweight materials such as an aluminum hood are used. It also has active aero grille shutters, designed to enhance aerodynamics when closed. Electric power steering improves efficiency by eliminating the energy used by an engine-driven hydraulic pump.

With nearly the capacity and features of the full-size Chevrolet Silverado pickup, this mid-sized pickup offers not only better fuel economy, but enhanced maneuverability including  a short turning radius of 41.3 feet, great on city streets or backing a trailer into a camping spot.

The Colorado may be a pickup, but it offers the advanced electronics so desired by consumers today. Safety is also top-of-mind with forward collision alert and lane departure warning plus a standard rear-vision camera.

The road to higher efficiency is an appealing one these days and driving a small car is one way to get there. While it’s true that not everyone is in the market for a small car, the appeal grows if small means efficient and highly functional but not constrained or boring.

This is the theme with Honda’s third-generation 2015 Honda Fit, which offers a more aerodynamic look and additional interior space while retaining the previous version's overall physical footprint. Honda designers have clearly gone the extra mile in not only offering a thoroughly modern small car, but innovating ways to bring greater interior functionality than should be expected in this size package.

Helping achieve this is the Fit's ‘Magic Seat’ rear seat setup that offers four modes for carrying passengers, cargo, or both. In the Utility Mode, it can carry 52 cubic feet of cargo. Fold down the right sides of the rear and front passenger seat in the Long Mode and you can carry items up to 7 feet, 9 inches in length. In the Tall Mode there’s nearly 4 feet of room available top to bottom. Remove the front head restraints, fold back the front seats, and you can relax, or even sleep, in the Refresh Mode.

Beyond this refreshing small car functionality, perhaps the Fit’s most important change is a new and more fuel-efficient powertrain. Its new direct-injected, 1.5-liter, four-cylinder Earth Dreams engine produces 130 horsepower, 13 more than the engine it replaces.

A six-speed manual transmission is standard, but most will be fitted with a continuously-variable transmission (CVT) that has shift paddles and a Sport mode that provides seven selectable ‘gears’ to increase the fun factor. This CVT comes with Eco Assist and an ECON button for more fuel efficient operation. All models also feature Honda's Eco Coaching function that prompts drivers to achieve maximum fuel economy.

With the 6-speed, the Fit achieves EPA estimated numbers of up to 33 mpg in the city and an impressive 41 mpg on the highway, achieving desirable efficiency with a gasoline engine that only comes with a hybrid in some other models. Not only do drivers save on gas, but also on purchase price since the 2015 Fit offers a base MSRP of just $15,525 that makes this model approachable for most new car buyers.

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

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

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

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

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

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

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

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

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

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

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

 

Race car designers go to extreme measures to make competition vehicles as light as possible. Lighter is faster. It’s simple physics; less horsepower is required to accelerate a light vehicle compared to a heavy one. So on a given amount of horsepower, a lighter race car with advanced materials will be faster than one that weighs even a few pounds more. It also takes less energy to slow the car, providing better braking performance. The use of lighter and more advanced materials generally contributes to better handling, too, since there is less mass working on the chassis through the corners.

Lighter vehicles are also more environmentally friendly since they require less energy to move from point A to point B. Shaving a few hundred pounds off a car design can yield major improvements in fuel economy. In addition to improved mileage, electric vehicles will see longer range between charges if they can be made lighter.

Trimming pounds off a production car is not as easy as it seems, however. Today’s road worthy vehicles must feature hundreds of pounds of federally mandated safety equipment that wasn’t required or available a few decades ago. Equipment like antilock brake systems, multiple airbags, advanced computer controls, and crash mitigating high-strength body structures all add weight to a vehicle design. Pile on the comfort and convenience equipment that most new car buyers expect in a modern car or light truck and the extra bulk adds up fast.

That’s why vehicle designs like the new BMW i3 and i8 are so intriguing. These models are revolutionary for mass production vehicles, featuring clean sheet designs that found BMW designers throwing traditional materials and production methods out the window, resulting in lightweight electric-drive cars with maximum strength for safety.

For example, the i3’s primary body and chassis structure are composed of two separate units that form what BMW calls the LifeDrive architecture. The primary body structure is the Life module and the Drive module incorporates the powertrain components. The passenger cell module is made from Carbon Fiber Reinforced Plastic, or CFRP. This is the first ever use of CFRP in a mass production vehicle. Carbon Fiber Reinforced Plastic is every bit as strong as steel yet is 50 percent lighter. When you can trim half the weight off something as large as a body structure, you are talking major weight savings.

Aluminum has been used as a lightweight material in the transportation industry for many years. The i3’s rear Drive module that houses the electric drive motor, rear suspension, and optional range extending gasoline engine is made of aluminum. While both are light and strong, Carbon Fiber Reinforced Plastic is even 30 percent lighter than aluminum. Materials throughout the i3 were selected for their weight saving properties and for their sustainability characteristics.

Beneath the flat floor (there is no transmission tunnel) of the i3 is a space-saving 22-kWh lithium-ion battery pack that tips the scales at 450 pounds. Power is delivered by a hybrid synchronous electric motor. The motor produces 170 horsepower with 184 lb-ft torque and can spin up to 11,400 rpm. The compact electric motor offers immediate torque and weighs just 110 pounds. With a curb weight of just 2,700 pounds, the i3 is nimble and great fun to drive. As in racing, automakers strive to save weight because it gives them a competitive edge. Sometimes, less is more.

Like most automakers. Volvo is downsizing its engines to make them more fuel efficient. Future Volvo models will be all be powered by a family of Drive-E four-cylinder, 2.0 liter gasoline and diesel engines – no more five and six cylinders. The new engines, developed by Volvo in Sweden, will offer higher performance than today’s six-cylinder variants. They will also be 100 pounds lighter, more compact, and reduce fuel consumption by 10 to 30 percent.

The first new two-liter, four-cylinder Drive-E powertrains will appear in 2015 Volvos. These T5 and T6 gasoline and D4 diesel engines will all use the same architecture that includes an aluminum block, dual overhead cams, 16-valves, and continuously variable valve timing. They can be machined and assembled on the same production lines. All Drive-E models feature start-stop and brake regeneration.

Except in the U.S, the new S60 sedan, V60 wagon, and XC60 crossover will be available with three engines. The T5 and D4 will also be available in the new Volvo V70 wagon, XC70 crossover, and S80 sedan. We will not get the diesel engine here in the U.S. Rather, customers can choose between the new Drive-E engines and some current engines until Volvo transitions solely to Drive-E.

The T6 is both turbocharged and supercharged, using a Roots-style blower supercharger that fills in the bottom end torque to lend the feel of a large, naturally aspirated gasoline engine. The mechanically linked compressor starts functioning immediately at low rpms, while the turbocharger kicks in when airflow builds up. Power is impressive, with the T6 producing 302 horsepower and 295 lb-ft torque. The T5 is turbocharged only and is rated at 240 horsepower with a torque rating of 258 lb-ft.

Friction-reduction in the T5 and T6 includes ball bearings on the camshaft. There is also high-speed continuous variable valve timing and intelligent heat management with a fully variable electric water pump. Other innovations are built in, with the Drive-E diesel featuring i-ART (intelligent-Accuracy Refinement Technology) with pressure feedback from each fuel injector instead of a traditional single pressure sensor in the common rail. Each injector has an intelligent chip on top that monitors injection pressure. Using this information, the self-adapting i-ART system ensures that the ideal amount of fuel is injected during each combustion cycle.

The diesels also feature refinements such as an advanced twin-turbo, reduced friction, and a smart valve on the cooling system for a more rapid heat-up phase after a cold start. Featuring a very high 36,750 psi rail pressure, the D4 produces 181 horsepower and 295 lb-ft torque. Drive-E engines are mated with either a new eight-speed automatic or an enhanced six-speed manual tuned transmission, though U.S, models will probably come only with the automatic. Both FWD and AWD will be available.

While official fuel economy numbers are not yet available, Volvo is estimating 36.8 mpg for a Volvo S60 T6 with the new 8-speed automatic and a 0-62 mph (0-100 kph) time of 5.9 seconds. The Volvo S60 D4 with a manual transmission should rate in the 62 mpg range.

Drive-E engines are ready to be used with an electric motor in hybrid Volvos. Because of the compact size of the four-cylinder engines, the electric motor can be located in front or at the rear. The battery pack would be located in the center of the car.

It’s hard not to wear a broad grin while driving Audi’s 2014 A6 TDI. One of a growing array of upscale TDI models in the Audi stable, the $57,500 A6 TDI presents a compelling case for premium mid-size sedan buyers to go clean diesel. Time behind the wheel illustrates the well-balanced nature of the A6 TDI, which artfully blends luxury, comfort, performance, and efficiency in a very desirable package. Plus, it’s just fun to drive.

The A6 TDI’s 3.0-liter turbocharged direct injection V-6 is surprisingly quiet and smooth, dispensing with the two inherent challenges that diesel as a whole has faced in attracting U.S. buyers in the past. Ride quality, handling, and overall driving characteristics are excellent. The A6 TDI is powerful, with strong low-end torque pressing you back in the seat with ease while delivering 240 hp and an impressive 428 lb-ft torque. All this power is channeled to the highway via an 8-speed tiptronic transmission and quattro all-wheel drive. Acceleration from 0-60 mph is achieved in a quick 5.5 seconds.

This level of power-at-the-ready does not sacrifice efficiency as one might expect, particularly in highway driving as the model achieves a rather impressive 38 mpg. Total driving range of over 700 miles is possible. The TDI clean diesel’s inherent efficiency is bolstered with other efficiency measures including a relatively lightweight chassis and aluminum body panels, plus a start-stop efficiency system that shuts the engine down under specific conditions such as extended idling or at stoplights. The engine restarts instantly when a driver releases the brake pedal.

Driving performance and efficiency are just part of the story with the Audi A6. This model makes a point of enveloping driver and passengers in a luxurious and accommodating interior, paying great attention to detail throughout the cabin with a curved wraparound dash, fine leather, and high-end materials. Instrumentation and controls are well placed and intuitive.

Infotainment and connectivity features are extensive with MMI Navigation plus and Audi connect, which offers Google Earth mapping and in-vehicle Wi-Fi connectivity for up to eight wireless devices. Available are an array of sophisticated features including night vision assistant, heads-up display, and Audi pre sense plus, the latter system helping to detect imminent collisions and initiate protective measures.

The A6 TDI presents a very upscale exterior with sharp lines and unmistakable Audi design cues, among these Audi’s signature LED lighting technology. Add in efficient and responsive TDI power and the package gets even more compelling.

 

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.

 

The challenge ahead was clear when Toyota set out to design the all-new 2013 Avalon: With the median Avalon buyer’s age about 64 and a goal of drawing a much younger crowd from the 35 to 50 age group, it needed to come up with an elegant, well-sculpted, and sportier model that would attract this younger crowd while retaining the model’s traditional buyers.

Toyota’s competitors have been making more vehicles with a quiet, comfortable, and yet somewhat sporty driving feel. The Volkswagen Passat and new Ford Fusion are good examples of this trend. That said, given its class, the Avalon’s primary competition is likely the Chrysler 300, Hyundai Azera, Buick LaCrosse, and Ford Taurus. The new Avalon stacks up well against these.

Designers have done a good job of making the new Avalon more attractive, more aggressive, and yet still elegant while also lending that feeling of being ‘cool.’ The c-pillar is pushed back toward the rear, the roofline is flattened, and the overall design looks leaner and more modern compared with the previous generation. It is part Lexus ES and part Camry, with its own flair. Aggressive lines like a larger front intake and body panels with sharp creases – one running from the front wheel arch and above the door handles to the tail lights – reinforce the Avalon’s new styling direction.

The 2013 Avalon boasts a lower 0.28 drag coefficient through the use of flat under-body panels, more aerodynamic wipers and side mirrors, and other measures. At 3,461 pounds, the new iteration is 120 pounds lighter than the version it replaces and about 500 pounds lighter than its Detroit rivals, making it the lightest weight vehicle in its segment. Even so, the lighter weight Avalon is even more Lexus-quiet on the road than its predecessor.

The new Avalon is available with the latest version of Toyota’s 200 horsepower Hybrid Synergy Drive powertrain and its quick 268 horsepower, 3.5-liter V-6. The hybrid drive is derived from the existing HSD powerplant found in the Camry and Lexus hybrid models, which uses a 2.5-liter Atkinson cycle, four-cylinder engine with an electronic constantly variable transmission (CVT). Power is supplied by a nickel-metal-hydride battery.

We found both the hybrid and V-6 Avalon variants to be responsive during drives on the back roads of Northern California, although the hybrid whined loudly in protest at times on uphill jaunts and during aggressive throttle inputs, with the usual rubber-band CVT effect exhibited during sporty driving. That said, given the Avalon’s size and weight the hybrid was enjoyable in almost all driving conditions, plus we managed a real-life 41.3 mpg on a 20 mile suburban driving route. Both variants do fine driving in Normal mode, but selecting Sport mode provides better throttle tip-in and lends a more buttoned-down feel overall.

From multi-position lumbar support to double sealed glass, capacitive touch buttons, aggressively modernized dash, comfortable rear seat, and roomy trunk, the new Avalon really has a ton going on in comfort, modern technology, and true ease-of-use. Seats are leather across the board, with nicer perforated leather coming with the Limited trim level. Lumbar adjustment really is notable and we were able to find a few good setting that would comfortably accommodate a 6 foot, five inch frame for long trips.

We found the Avalon’s uplevel JBL GreenEdge sound system to be excellent, with the model’s standard audio system also providing very satisfying sound quality. The instrument panel’s capacitive buttons have ‘hockey stick’ indentations so they’re easy to use at just a glance. We also found it straightforward to manipulate settings in the Entune menus, find and use music apps, and also use the navigation screen. There’s been a genuine effort made to make the system easy to learn and use for those unaccustomed to such nifty technology.

Did Toyota get it right with its all-new Avalon? We feel the answer is ‘yes,’ though the focus feels more skewed toward luxury than the sportiness Toyota talks about. Really, that’s what the Avalon should be about – luxury all the time with a sporty nature when you need it. The previous generation Avalon, while extremely comfortable, reliable, and smooth, really lacked in driving dynamics.

Frankly, the previous model was also a bit boring with the feel of a big soft couch. The new Avalon is more like a favored Scandinavian-designed, birch wood accented, orthopedically-correct recliner. In short, it’s a huge step toward bringing an exciting, elegant, and appealing luxury sedan to a younger crowd.

In the wake of the tragedy of Hurricane Sandy, the government released its findings that last year was the hottest on record for the continental U.S. While exact causes are difficult to pin down, what we do know is that just like the unprecedented droughts, flooding, and heat we all experienced this past year, storms like Hurricane Sandy are what global warming looks like.

It’s unfortunate that oil companies, coal companies, and their allies have been successful in stalling a common sense, comprehensive national solution to controlling carbon pollution.

But there is good news. Over the last four years, this country has made huge, transformative strides in cleaning up tailpipe carbon emissions that account for about one fifth of the nation’s carbon pollution. Last fall, the Obama Administration adopted final rules, with the support of the auto industry, UAW, and environmental leaders, requiring the equivalent of 54.5 mpg by 2025.

This doubling of fuel efficiency standards is the biggest action this country has ever taken to cut oil dependency and carbon pollution. By 2030, doubling fuel efficiency will reduce carbon pollution by the equivalent of 85 million cars or 140 coal power plants.

Because of the phasing in of the standards begun in 2012, they are already working to cut carbon pollution and fuel bills. In fact, 2012 set a record of 23.8 mpg for the average fuel efficiency of new autos sold. Compared to the previous model year, hybrid sales grew by 55 percent and plug-in electric vehicles sales tripled.

Now, 2013 promises to be even better with automakers offering at least six more hybrid models and eight more plug-in vehicle offerings than last year. A wave of higher mpg midsize cars, getting up to 38 mpg on the highway, will be launched this year.

By supporting stronger standards and putting clean car offerings on the fast track, the American auto industry is doing its part to avert dangerous climate change. Let’s hope other industries follow their lead.

Roland Hwang is Transportation Program Director of the Natural Resources Defense Council

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

 

It’s a given that it will take more than just better powerplants to reach the 54.5 mpg federal fuel economy standard set for coming years. To this end, automakers are exploring every part of an automobile for ways to eke out greater efficiencies.

An interesting new exploration is taking place at General Motors, which is testing an industry-first thermal-forming process and proprietary corrosion resistance treatment for lightweight magnesium sheet metal. GM’s aim is to enable its suppliers to use the process and provide magnesium sheet in lieu of steel and aluminum that trims pounds from vehicle mass.

This is no small thing. Magnesium weighs 33 percent less than aluminum, 60 percent less than titanium, and 75 percent less than steel. Despite its advantages, there have been challenges and automakers have found it difficult to make strong and non-corroding magnesium sheet metal panels through traditional methods. GM’s has now overcome this with a new, patented process that heats the magnesium to 842 degrees F to allow molding it into precise, rigid shapes. GM has used this process to develop a production-ready magnesium rear deck lid inner panel that’s undergone rigorous testing without any issues.

The U.S. Automotive Materials Partnership estimates that 350 pounds of magnesium will replace 500 pounds of steel and 130 pounds of aluminum per vehicle by 2020, achieving a vehicle weight reduction of 15 percent. This weight savings would lead to a fuel savings of 9 to 12 percent.

 

It’s interesting to chart the growing sales of hybrids and other clean vehicles today. What’s really enlightening, though, is to understand how these vehicles are being used and what their implications are for our driving future.

That’s where cutting-edge demonstration projects like Austin’s Pecan Street bring great value to urban and transportation planners, by providing a real-life example of how far we can take sustainable, low-, or no-carbon transportation and daily living with currently available technology.

Austin’s Pecan Street, Inc, the country's first non-profit research and development consortia focused on energy, wireless, and consumer electronics technology, recently joined with GM subsidiary OnStar to collect and analyze real-world energy consumption through driving and charging data patterns. Thanks to the GM/OnStar partnership, the Pecan Street project now includes the Chevy Volt for gaining critical real-life usage data for the use and charging of extended-range electric vehicles. Chevrolet made 100 Volts available for priority purchase to residents participating in the project last September.

Among the grid-relieving solutions developed by OnStar are charging with renewable energy, energy demand response, time-of-use-rates, and home energy management. The partnership with Pecan Street is enabling OnStar to test these smart grid services in realistic, everyday scenarios. Additional partner companies like Sony, Whirlpool, Oncor, and Intel are also providing residents with smart grid and clean energy products and services, such as photovoltaic panels for generating power, batteries to store energy, and smart grid tools to help make everything work in unison.

The final goal of the project is to help consumers make the best possible use of energy for daily life, and specifically for charging their plug-in hybrids and other electric vehicles. The hope is that research resulting from the project will help speed up the innovation cycle around smart grid and consumer electronics technology. This is important since electric vehicles add significantly to a home’s energy profile. Understanding how, and when, consumers use their electric vehicles and keep them charged is critical information.

 

The Toyota Avalon has always been aimed squarely at those who enjoy a large and comfortable car. It is Lexus quiet, Toyota reliable, large enough for Americans, and reasonably priced. While a good car, though, the Avalon’s environmental credentials have never been strong. That’s about to change with the all-new 2013 Avalon Hybrid coming to Toyota showrooms later this year.

Toyota has clearly paid attention to the success of high efficiency mid-size vehicles. VW has its Passat TDI that offers 43 highway mpg, and Ford, with the new 2013 Ford Fusion Hybrid, is expected to hit EPA ratings of 47 city/44 highway mpg. Buyers of larger sedans are more environmentally conscious than ever and  Toyota needs those customers to come back, or stay with them. They are banking on the new 2013 Avalon, and the Avalon Hybrid, to help make up the fuel-efficient, midsize sedan ground they have lost.

The 2013 Avalon has been redesigned for today’s green, luxury, and value conscious buyers. It has also been designed to be more youthful, yet still appealing to the Avalon’s traditionally conservative buyers. The new Avalon Hybrid achieves 40 city/39 highway mpg and 40 mpg combined. That’s quite respectable given the size of this vehicle and the big improvement over the gasoline model’s best highway fuel economy rating of 31 mpg.

Power is supplied by a variant of the Toyota Synergy Drive hybrid system used in the Toyota Camry. It  features  a 2.5-liter, Atkinson-cycle four-cylinder engine with a 244.8-volt nickel-metal-hydride battery pack and two electric motor/generators, providing a total 200 system horsepower. A driver can select EV, ECO, and SPORT modes, with the EV mode allowing travel up to a mile on electric power alone at a maximum 25 mph.

Toyota’s all-new 2013 Avalon is significantly improved inside and out, appearing well-prepared to compete in the growing field of highly fuel efficient larger sedans. The North American-designed and engineered Avalon Hybrid will be built at Toyota’s Georgetown, Kentucky assembly plant. Its MSRP has yet to be announced.

 

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

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

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

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

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

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

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

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

 

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

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

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

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

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

 

After fuel shortages and long gas lines during the 1973-74 oil crisis, there came the wake-up call that greater fuel efficiency is important. Along with smaller cars, some automakers responded with basic mpg meters that could help drivers learn to drive more efficiently. These faded away after a time as fuel prices dropped and efficiency took a back seat to performance and safety.

Now they’re coming back with a vengeance as automakers are including a new generation of smart fuel efficiency computers in more new car models. It’s a popular feature that can help coach drivers to become more efficient behind the wheel. Importantly, with the price of gas today high and climbing higher, better efficiency directly translates to spending less money on the daily drive. Plus, automakers are getting our attention with the increasingly creative ways in which efficiency information is displayed.

Ford offers one innovative example. In an aircraft, the bright and colorful instrument panel in the Ford Fusion Hybrid would be called a ‘glass cockpit’ display. The use of high-quality LCD panels on each side of the speedometer enables Ford to graphically display vehicle information in an easy-to-read and fun way. It also allows a driver to customize and select information that’s meaningful for the driving conditions at hand. Drive efficiently and the SmartGauge display will even grow leaves on a tree to show you’re being kind to the environment.

How do fuel computers do their magic? The basic functionality is really quite simple. A car’s computer monitors fuel flow to the engine and calculates mpg by the speed the car is traveling. The mpg function is often built into a trip computer display, although some have more elaborate displays with fuel economy averages and graphs of past average mpg achieved. You can manually reset average fuel economy during a drive or when you fill up. Fiat’s eco:Drive USB port even allows downloading an array of operating data to a memory stick so driving habits such as acceleration, deceleration, gear shifts, and speed can later be analyzed on a personal computer, with recommendations on how to modify driving style for greater efficiency.

That kind of look-back information is helpful. But this is only an indication of the car’s overall fuel economy trend. When it comes to improving driving efficiency what you’re really looking for is an instant fuel economy reading.

Instant fuel economy information provides real-time positive or negative feedback that can be used to fine-tune driving style. While an instant fuel economy reading may have a slight delay, most are responsive enough so you can tell what kind of impact any movement of your right foot is having on gas mileage. Monitoring this number is a great way to train yourself to drive with a lighter and smoother touch on the accelerator pedal.

 

 Driving for maximum mpg is fun and satisfying, especially when you figure how much money is being saved by driving more efficiently. Have an aversion to crunching the numbers? Doing the cash calculations for you is the next logical step.

In fact, the fuel computer in the new Prius c does just that. It calculates and displays on a Thin Film Transistor (TFT) screen the amount of money you’re saving as encouragement to drive more conservatively. Connecting fuel-efficient driving with conserving cash has never been easier.

 

The benefits of cruise control systems are well known: automating the often tedious job of maintaining steady driving speeds while delivering the side benefit of better fuel efficiency.  However, sustaining optimum speeds is not always easy during times of heavy traffic when cars around you may be traveling at varying speeds, and especially in bumper-to-bumper traffic.

Aiming to remedy this is Cadillac with its ‘Super Cruise’ semi-autonomous technology that’s capable of fully automatic steering, braking, and lane-centering in highway driving. The automaker is road testing this technology now.

Key to delivering this semi-autonomous capability is the integration of lane-centering technology that uses forward-looking cameras to detect lane markings, along with GPS map data to detect curves and other road characteristics. Already, many of the building block technologies for Super Cruise are available as part of the available Driver Assist Package on Cadillac’s 2013 XTS and ATS models.

The system uses sensor fusion to provide 360 degrees of crash risk detection and enhanced driver assist features like rear automatic braking, intelligent brake assist, range adaptive cruise control, lane departure warning, and more. Cadillac says the system could be ready for production vehicles by mid-decade.