The Lexus RX 450h is a completely revised model this year featuring slightly larger dimensions, updated styling, and the signature Lexus spindle grille. A sportier F Sport model is also available for those who want to move even farther upscale on the SUV ladder.

This SUV’s hybrid system uses a 3.5-liter Atkinson cycle V-6 with a 13.0:1 compression ratio to eke out 259 horsepower and 257 lb-ft torque. Augmented by a 165 horsepower electric motor, this front-drive propulsion system delivers a combined 308 horsepower. Opting for the all-wheel drive variant adds a rear transaxle with a second 67 horsepower electric motor. The front-drive RX 450h is EPA rated at 31 city and 30 highway mpg, with the AWD version earning 30/28 mpg.

Softer springs, aluminum hood and door panels, and acoustic glass all combine to enhance efficiency and provide a pleasurable and quieter driving experience. An 8-inch EMV display, 12-speaker premium audio system with subwoofer, Bluetooth, HD Radio with iTunes tagging, and backup monitor are standard fare. A 12.3-inch screen is optional.

The RX 450h benefits from the growing array of advanced electronics and connected technologies being integrated in the Lexus line. Key additions this year include a Pre-Collision System with Pedestrian Detection and Adaptive Cruise Control. The latter maintains a safe distance from the vehicle ahead and brings the RX to a total stop if traffic comes to a halt.

The list continues. A Blind Spot Monitor with Rear Cross Traffic Alert keeps a driver aware of surrounding vehicles. Lane-Departure Assist will issue an alert to keep you on track and provide gentle steering input to bring you back into your lane if it senses you’re drifting.

While the base RX 450h is quite the looker, things heat up a bit with the optional F-Sport variant and its sportier styling, 20 inch aluminum wheels, unique grille and lower spoiler, and distinctive F-Sport badging. Inside, the F Sport gets unique gauges, aluminum pedals and trim, and exclusive F Sport seats. All this goodness comes at $3,400 above the model’s base $52,235 MSRP.

Inspired by the LF-LC concept unveiled by Lexus four years ago, the 2017 Lexus LC 500 is destined to become the automaker’s flagship coupe. Now it will be joined by a hybrid LC 500h variant. The model represents a shift in Lexus’ engineering and design direction, and thus marks the beginning of a new phase for the Lexus brand with several ‘firsts.’

The LC 500h features the world’s first Multi Stage Hybrid System, a next-generation hybrid powertrain specifically designed for performance vehicles. The system was developed with two opposing objectives: First, to provide a hybrid with a more sporting and engaging driving experience by closely aligning engine speed with throttle inputs. And second, to achieve the best possible balance between power and fuel consumption.

Like the non-hybrid LC 500, a 295 horsepower, 3.5-liter V-6 engine is used in the LC 500h. The LC 500h adds a new lightweight and compact electric motor and lithium-ion battery pack, with a four-speed automatic transmission mounted at the rear of the hybrid transmission. A lighter electric motor offsets the added weight of the automatic transmission, meaning the Multi Stage Hybrid System weighs the same as Lexus’ current hybrid powertrain. An ‘M’ Mode offers the first driver-initiated gear shifts on a Lexus full hybrid powertrain. M Mode allows making direct and responsive gear shifts for the most sporting and engaging drive yet from a Lexus hybrid model.

The electric motor generates better acceleration feel than a conventional engine while adding physical gears more closely aligns engine rpm with driver inputs. The result is a much more direct connection between the accelerator pedal and vehicle acceleration. A total of 354 horsepower results in 0-60 mph times under 5 seconds.

The LC 500 and 500h are the first to use the automaker’s all-new, premium rear-wheel-drive luxury platform that will become the basis for the company’s future front-engine/rear-wheel-drive vehicles. For enhanced dynamic capability and performance, Lexus engineers focused on what they refer to as the LC 500h's ‘inertia specification.’ This places most of the vehicle mass, including the engine and occupants, as low and centralized as possible within the chassis.  Locating the powertrain behind the front axle results in a front mid-ship layout while very short front and rear overhangs push the large diameter tires to the vehicle corners.

Handling is enhanced by a center of gravity that’s further lowered by reducing body weight, in part through the use of an aluminum hood and fenders, aluminum door skins on a carbon fiber structure,  a carbon and glass composite trunk lid, and carbon fiber roof. Aluminum front suspension towers, forged alloy wheels, and ultra-compact LED headlamps also contribute. The model’s extensive use of a high-tensile steel body structure further reduces weight, improves weight-distribution, and increases body rigidity.  Run-flat tires eliminate the weight and weight-distribution penalty of a full-size spare.

The LC 500h's multi-link front suspension system allows for large diameter wheels while keeping a very low hood line. It features two upper and two lower control arms, with double ball joints on each arm. This arrangement optimizes suspension geometry to facilitate precise control from driver inputs and road conditions, creating exceptional steering response.

Included as part of LC 500h standard equipment is Lexus Safety System + to help prevent or mitigate collisions across a wide range of traffic situations. Combining a camera and millimeter-wave radar for a high level of detection performance, the system features a Pre-Crash Safety system with pedestrian detection to help prevent or lessen the severity of collisions, All-speed Adaptive Cruise Control, Lane-Keeping Assist, and Automatic High Beam headlamp technology are also included.

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

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

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

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

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

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

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

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

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

CLOSER LOOK AT NEW PRIUS TECH

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

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

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

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

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

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

 

The Acura NSX supercar is taking a long time to reach the reality of showrooms, years after the automaker’s late-2011 announcement that it would be offering a successor to the original NSX. It’s now expected to begin manufacturing in Marysville, Ohio in spring 2016. When it goes on sale in a time frame that sees competitors introducing early 2017 models, NSX fans will have been waiting over four years to witness the model’s rebirth. By all indicators it will be worth the wait.

Acura has taken a rather innovative approach in creating the NSX successor that replaces the previous generation last seen in 2005. The new NSX is an all-wheel-drive hybrid with power supplied by a 3.5-liter, mid-ship V-6 and three permanent-magnet synchronous AC electric motors. It will produce an expected 500-plus horsepower.

The V-6 is all-new and shares nothing with other Honda/Acura engines. Its 75-degree 3.5-liter DOHC V-6 features dry sump lubrication, twin turbochargers, and intercooling. The engine is mated to a new, nine-speed dual-clutch transmission integrated with the rear electric motor. This motor, mounted at the front of the transaxle, can power the NSX up to 50 mph for only a few miles since the car’s lithium-ion battery is limited in capacity. The rear motor's primary purpose is to add torque when needed for maximum performance.

Up front there’s a Twin Motor Unit consisting of two smaller electric motors, each powering a front wheel via a planetary gearset. When used with the rear brakes, this provide a torque-vectoring capability. The driver can select between quiet, sport, sport-plus, and track modes to tailor the driving experience.

Much has been done to keep weight down and the center of gravity low. For starters, there is a carbon-fiber floor panel and part of the rear subframe uses proprietary aluminum-casting technology for stiffness and low weight. The aluminum-intensive space-frame structure is joined together by self-piercing rivets, flow-drill screws, welding, and much adhesive. High-strength steel is used in the super-thin A-pillars. The hood and doors are aluminum while the fenders are SMC, a common form of fiberglass. An aluminum or carbon-fiber roof can be ordered.

Performance is expected to include a 0–60 mph time of 2.7 seconds, 0–100 mph in 6.4 seconds, and a 190 mph top speed. Plus, as if that kind of performance excitement isn’t enough, an even hotter version is planned. For those who can afford the price of entry, the coming Acura NSX will mean that gasoline-electric hybrid power has never looked so good.

 

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

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

FINALIST: AUDI A3 E-TRON

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

FINALIST: CHEVROLET VOLT

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

FINALIST: HONDA CIVIC

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

FINALIST: HYUNDAI SONATA

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

FINALIST: TOYOTA PRIUS

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

GREEN CAR AWARD PROGRAM

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

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

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

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

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

 

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

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

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

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

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

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

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

Ford aims to have one of the largest automotive research teams in Silicon Valley with the establishment of its Research and Innovation Center Palo Alto, California. The center’s focus is to accelerate development of technologies and experiments in connectivity, mobility, autonomous vehicles, customer experience, and big data…in other words, the touchstones that may well define the future of personal transportation. As part of its activities, Ford has formed a research alliance with Stanford and will be delivering a Fusion Hybrid Autonomous Research Vehicle to university engineers for next-phase testing.

The new center expands the automaker’s global network of research and innovation centers that include its center in Dearborn, Michigan that focuses on advanced electronics, human-machine interface, materials science, big data, and analytics; plus its Aachen, Germany-based facility that focuses on next-generation powertrain research, driver-assist technologies, and active safety systems.

 

The BMW i8, the second milestone model to emerge as part of BMW’s innovative ‘i’ sub-brand, earned the distinction as Green Car Journal’s 2015 Luxury Green Car of the Year™ at the recent Washington Auto Show in the nation’s capital. There are compelling reasons for this.

BMW’s flagship i8 not only breaks new ground in defining how a high performance vehicle can achieve environmental goals, but it does so in ways that do not impose limitations on the driving experience. Importantly, this car fits BMW's ‘Ultimate Driving Machine’ image while providing levels of environmental performance increasingly appealing to those buying aspirational vehicles.

BMW i8 LIFEDRIVE ARCHITECTURE

Beneath its stunning, gull-winged body is BMW’s innovative LifeDrive modular architecture. The Life module is essentially the i8's 2+2 passenger compartment constructed primarily of strong and lightweight carbon fiber-reinforced plastic (CFRP), created with carbon fiber manufactured at a dedicated SGL Automotive Carbon Fibers LLC facility in the State of Washington. The result of a joint venture between SGL Group and BMW Group, this manufacturing plant strengthens the i8’s environmental credentials further by producing carbon fiber using renewable hydroelectric energy.

The i8’s aluminum Drive module contains the gasoline engine, lithium-ion battery pack, electric motor, and associated electronic components. It uses a 228 horsepower, 1.5-liter turbocharged three-cylinder engine to power the rear wheels through a six-speed direct shift transmission. Front wheels are driven by a 129 horsepower electric motor and two-stage automatic gearbox. Energy is supplied by a 7.1-kilowatt-hour lithium-ion battery pack located within a tunnel between the two front seats. It can be fully charged in just an hour and a half.

Power can be provided solely by the electric motor for about 22 miles of zero-emission driving at speeds up to 75 mph. Together, the rear-mounted engine and front electric motor deliver all-wheel drive performance with a combined maximum power of 357 horsepower and 420 lb-ft of torque. Drivers are afforded the latest in advanced on-board electronics and safety systems expected in this class of vehicle.

Driving the i8 at speed provides a clear understanding of just what BMW has accomplished with its lightweight, high-tech luxury sports coupe. Green Car Journal editors found the i8’s handling superb and performance exhilarating. BMW’s Driving Dynamics Control allows choices of eDRIVE, ECO PRO, SPORT, and COMFORT drive settings. In Sport mode, the i8 can accelerate from zero to 60 mph in 4.4 seconds and deliver a top speed of 155 mph. Driving range is 310 miles under normal driving conditions. Engine overrun and regenerative braking are used to charge the battery pack and a start-stop feature helps conserve energy.

The BMW i8 blends thrilling performance, innovative design, and environmental achievement in an exceptional luxury sports coupe, while offering a combined EPA city/highway battery electric efficiency rating of 76 MPGe (miles-per-gallon equivalent). Its DNA is 'green' by nature and design, making it a natural selection for 2015 Luxury Green Car of the Year™.

For a decade, Green Car Journal has been recognizing vehicles that significantly raise the bar in environmental performance. With automakers stepping up to offer ever-more efficient and ‘greener’ vehicles in all classes, the magazine’s awards program has naturally expanded to include a greater number of awards for recognizing deserving vehicles.

This prompted the recent suite of Green Car Awards presented during Policy Day at the Washington Auto Show in the nation’s capital – the 2015 Green SUV of the Year™, 2015 Green Car Technology Award™, and 2015 Luxury Green Car of the Year™.

BMW’s gull-wing i8 earned the distinction as the 2015 Luxury Green Car of the Year, outshining competitors Audi A8 L TDI, Cadillac ELR, Porsche Panamera S E-Hybrid, and Tesla Model S. Aimed at aspirational buyers who value superb styling and exceptional performance combined with the efficiency of plug-in hybrid drive, the i8 is unique among its peers with an advanced carbon fiber passenger body shell. It also features a lightweight aluminum drive module with a gasoline engine, lithium-ion batteries, and electric motor. The i8 can drive on battery power for 22 miles and up to 310 miles on hybrid power.

The Jeep Grand Cherokee EcoDiesel rose to the top as the magazine’s 2015 Green SUV of the Year, besting finalists Honda CR-V, Hyundai Tucson Fuel Cell, Lexus NX 300h, and Mazda CX-5. Offering excellent fuel efficiency for an SUV of its size, the Grand Cherokee EcoDiesel’s 3.0-liter EcoDiesel V-6 offers up to 30 highway mpg and is approved for B20 biodiesel use. An Eco Mode optimizes the 8-speed transmission’s shift schedule, cuts fuel feed while coasting, and directs the air suspension system to lower the vehicle at speed for aerodynamic efficiency.

The Ford F-150 was honored with the 2015 Green Car Technology Award for its milestone use of an all-aluminum body. Competing for the award were advanced powertrains in the BMW i3, BMW i8, Chevrolet Impala Bi-Fuel, Ford F-150, Honda Fit, Kia Soul EV, Tesla Model S, VW e-Golf, and Volvo Drive-E models. The F-150’s aluminum body enables the all-new 2015 pickup model to shed up to 700 pounds for greater efficiency and performance.

While the Green Car Technology Award has a history at the Washington Auto Show, the first-time Green SUV of the Year and Luxury Green Car of the Year awards could not have existed just a short time ago. Simply, SUVs and luxury vehicles were seldom considered ‘green,’ and for good reason. An SUV/crossover’s mission was to provide family transport and recreational capabilities, while aspirational/luxury vehicles were expected to deliver the finest driving experience combined with high-end appointments and exceptional design. Both categories held few environmental champions and ‘green’ was hardly an afterthought.

The evolving nature of ‘green’ cars has brought about a fundamental shift in which environmental performance is now important in SUVs and luxury vehicles. Even so, not all models in these classes are created equal. The challenge has been finding the right balance – the ‘sweet spot’ – that finds SUVs and luxury vehicles delivering the efficiency and environmental qualities desired without sacrificing the conventional touchstones – quality, safety, luxury, value, performance and functionality – that consumers demand. This year’s winners of the 2015 Green Car Awards clearly achieve this balance.

Presenting these important awards at the Washington Auto Show is compelling considering its reputation as the ‘Policy Show,’ a result of the show’s proximity to Capitol Hill and the influence that Washington DC has in driving a more efficient generation of vehicles to market. The 2015 Washington Auto Show has also expanded in recent years, receiving accreditation from the Organisation Internationale des Constructeurs d'Automobiles (OICA) as one of the five top tier auto shows in America. This year’s Washington Auto Show featured more than 700 vehicles from over 42 domestic and import auto manufacturers, plus a Green Car Awards exhibit showcasing 15 finalist vehicles within the show’s Advanced Technology Superhighway exhibit area.

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.

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.

 

Illuminating the road ahead is a crucial element in driving. It’s also one that has long benefitted from technological innovation. To this end, Audi celebrates the evolution of automotive lighting with its Sport quattro laserlight concept car. The high performance, two-door, Plasma Red coupe harkens back to the iconic 1983 Sport quattro even as it’s abundant advanced technology and design cues point to the future.

The laserlight concept is named for its future lighting technologies. Two low-profile trapezoidal elements are visible within the headlights. An outer one generates low beam light using matrix LEDs and an aperture mask, while an inner element produces laser light for the high-beam.

Laser diodes are significantly smaller than LED diodes, only a few microns in diameter. They can illuminate the road for a distance of nearly 1,640 feet, approximately twice the lighting range with three times the luminosity of LED high beam lights. This technology is finding use in the 2014 R18 e-tron quattro for track duty.

Motivating the laserlight concept is a 4.0-liter, bi-turbo V-8 TSFI (turbo stratified fuel injection) engine and a disc-shaped electric motor located between the engine and transmission. The V-8 produces 560 horsepower and 516 pound-feet torque, with the electric motor contributing an additional 148 horsepower and 295 pound-feet torque. A modified eight-speed Tiptronic transmission is mated to the quattro drivetrain with a sport differential at the rear axle.

 

Electrical energy is stored in a 14.1 kilowatt-hour lithium-ion battery, sufficient for 31 miles of all-electric driving. When the V-8 and electric motor are working together, the Audi Sport quattro laserlight concept can accelerates from 0 to 62 mph in 3.7 seconds. Top speed is 189 mph. This impressive performance comes with an equally impressive 94 US mpg fuel economy. This is achieved in part through its electric plug-in operation in addition to a cylinder on demand system that deactivates four cylinders of the V-8 under partial load. Also helping is a start-stop system and several levels of regen braking to enhance driving dynamics.

Drivers can switch between three different modes. In EV mode, just the electric motor operates with sufficient high torque power, even outside the city. The active accelerator pedal indicates the transition by a change in pedal resistance so a driver can intentionally influence the mode selection. The Hybrid mode provides optimal interplay between the V-8 and the electric motor for best fuel-savings, and additionally incorporates environmental and route data. A driver can choose the Hold and Charge modes to ensure sufficient electrical energy is available for electric-only driving at their destination. There are different levels of regenerative braking to enhance the driving experience.

The laserlight’s multifunction sport steering wheel has buttons to control the hybrid drive, start-stop function, vehicle handling system, and the car’s virtual cockpit. Key information is shown on the large Audi TFT display in high-resolution 3D graphics. A cutting-edge Nvidia Tegra 30 processor handles the graphics.

Nearly all functions can be controlled from the further-developed MMI mounted on the center console. Its large rotary pushbutton, which also serves as a touchpad, can be pushed in four directions. It’s surrounded on three sides by four buttons that control the main menu, submenus, options, and a back function. The intuitive layout is similar to a smart phone with all frequently used functions accessed lightning fast.

Lightweight design plays a major role in the Audi laserlight concept’s dynamic performance. A combination of ultra high-strength steel sheet and structural elements of cast aluminum is used in the occupant cell. The doors and fenders are made of aluminum, with the roof, engine hood, and rear hatch and other components made of carbon fiber reinforced plastic (CFRP). Thus, the concept weighs 4,079 pounds including the weight of the large battery pack.

 

Electric drive vehicles of all types are increasingly in the news, often led by a near-nonstop focus on Tesla and its Model S, Model X, and planned Model 3 battery electric vehicles. People want electric cars. Some feel they need them, or more accurately, that we all need them. It has been so for quite some time.

I was one of those pushing hard for electric vehicles in the 1990s, driving prototypes on test tracks and limited production models on the highway as I shared their benefits on the pages of Green Car Journal and Motor Trend before that. It was an exciting time filled with hope that battery breakthroughs would come, bringing full-function EVs offering the same driving range as conventional vehicles.

Expectations were high that a public charging infrastructure would expand to make topping off batteries convenient. New ideas like 15-minute rapid charging and battery swap stations would allow drivers of all model EVs the ability to renew on-board energy in the time it takes to enjoy a cup of coffee, enabling them to head back on the road in short order with a full battery charge. Importantly, there was an expectation that EVs would be affordable, both to manufacture and to buy.

If only this unfolded as expected, automakers would commit to developing battery electric vehicles of all types to meet the needs of an emerging market. But things have not unfolded as expected.

California’s Zero Emission Vehicle mandate drove the electric car surge in the 1990s and it’s a huge influence today. While less refined than electric models we have now, electrics of the 1990s like the Toyota RAV4 EV, Nissan Altra minivan, and Honda EV Plus were quite well engineered. Then there was GM’s EV1. Sleek, sexy, and fun, it provided a daily driving experience unparalleled in the field, something I came to appreciate well during the year I drove an EV1.

The challenge then was the same as now: cost. The EV1 was so costly to build with such massive losses there was no business case for it to continue, and so it ended, as all other electric vehicle programs of the 1990s ended, for the same reason.

Early on, Volvo had the foresight to challenge the status quo. While evaluating ways to meet California’s impending ZEV mandate, the automaker concluded there was no way to do this realistically with a vehicle powered exclusively by batteries. In 1993, I test drove Volvo’s answer – its high-tech Environmental Concept Car (ECC) that added a high-speed turbine-generator to an electric drivetrain, thus creating what we now call a range-extended electric vehicle (think Chevy Volt). Sadly, the ECC’s high cost turbine-generator meant this innovative car never saw production. But it was at the leading edge of a movement that brought us hybrids and range-extended electric cars. Today, even BMW – a high-profile champion of electrics with its innovative  i3 – understands the importance of offering a range-extended variant with a gas engine-generator for those who prefer the convenience of longer range.

In answer to the chorus of Tesla enthusiasts sure to raise their voices, I am aware that Tesla is committed to all-electric vehicles and the range of the $70,000-$95,000 Model S (before the addition of popular options) is substantially greater than its competitors. The coming Model X electric crossover is expected to be in the same aspirational category as the Model S with a price suitable for premium buyers. The company's planned Model 3, presumably a vehicle accessible to the masses at a price Tesla says will be about $35,000, is said to be three years away. That's a good thing since significant battery cost reductions will be required to make this Tesla-for-the-masses electric an affordable reality. Will three years be enough? Achieving battery cost reductions of the magnitude required is no sure bet and, as history has proved, battery technology advances move at their own pace.

One stock analyst recently quoted in a major newspaper article shared that Tesla has the ability to reduce battery costs by nearly half in the coming three to five years. Of course, the backstory is that this ‘ability’ is really but a ‘potential’ based on batteries that do not yet commercially exist. The past 25 years are replete with examples of major government and industry efforts aimed at developing energy-dense, safe, and affordable electric car batteries that deliver the range and cost expectations of auto manufacturers and consumers. Over these years there have been many incremental improvements in battery design and chemistry, a slew of failures, and pending ‘breakthroughs’ that have often been promoted only to have expectations and actual production sidelined for a plethora of  reasons du jour.

As just one recent example, Panasonic's 2009 announcement of a lithium-ion battery breakthrough using a silicon alloy cathode was accompanied with a claim it would be manufactured in 2012. Many positive reports on electric vehicles take into account this very ‘breakthrough’ and others like it, with the considerable cost reductions that would follow. Yet, Panasonic did not begin mass production of this battery technology in 2012. According to a Panasonic spokesman, the company’s work on developing high-capacity battery cells using a silicon-based negative electrode is ongoing. Hopefully,  developments like these will lead to the kind of mass production that could bring long-hoped-for battery performance and cost reductions. Perhaps this will come to pass with a mass effort by Tesla through its proposed $5 billion battery ‘Giga Factory,’ and perhaps not. But after 25 years of following battery development I have learned not to count on claims or development, but rather actual production and availability in the real world.

Tesla continues to develop its Supercharger quick-charge network and has potential plans for a battery swap system, both exclusively compatible with its own vehicles. An innovative and expanding infrastructure for battery electrics will be required for their ultimate success and these are very positive moves, although only for those with a Tesla product and not electric vehicle owners as a whole.

Battery electric vehicles priced at levels accessible to everyday buyers will continue to grapple with cost and marketing challenges until a battery breakthrough comes. This is illustrated by Fiat Chrysler Automobiles CEO Sergio Marchionne's comment earlier this year that the company is losing $14,000 on every one of the Fiat 500e electric cars it sells. Is it so different for other automakers also selling EVs in limited numbers and in constrained geographic locations? Not inconsequentially, to bolster the market battery electric cars will also require continuing federal and state incentives that combined typically total $10,000 or more. Hopefully, innovative thinking and real technology and cost breakthroughs will emerge in the years ahead.

In the meantime, gasoline-electric hybrids and plug-in hybrid models, plus range-extended electric vehicles that combine all-electric drive with an on-board electric generator, are providing functionality for everyone even as battery-only electric cars fight hard to establish their place in the automotive market. Let's hope that mass-market, nationally-available models like BMW's innovative i3 electric car change this dynamic sooner than later.

Subaru is somewhat late to the game when it comes to hybrids, with its first entry – the XV Crosstrek Hybrid – making its appearance in dealer showrooms in recent months. It is based on the automaker’s conventional XV Crosstrek crossover model that debuted late last year.

Like all Subaru models except for the rear-drive BRZ sports car, the XV Crosstrek Hybrid features all-wheel drive, in this case the Active Torque Split version of Symmetrical All-Wheel Drive like that used in the non-hybrid XV Crosstrek. The system sends torque to the four wheels all the time and adjusts torque distribution in response to acceleration, cornering, and road conditions.

Likewise, the same 2.0-liter, four-cylinder BOXER engine is installed. The engine is rated at 148 horsepower and 145 lb-ft torque. For its in-house-developed parallel hybrid, Subaru adds an electric motor that’s integrated with the automaker’s Lineartronic continuously variable transmission. The motor supplies an additional 13.4 horsepower and 48 lb-ft torque, mainly to augment power for acceleration and hill climbing. It can also provide a brief period of all-electric driving.

Surprisingly, the Subaru hybrid uses a nickel-metal hydride battery pack rather than the more advanced (and costlier) lithium-ion batteries favored by many of the latest competitive hybrid models. The battery is kept charged via regenerative braking and fuel economy is helped by a stop-start system.  This adds up to an estimated 28 mpg in the city and 34 mpg on the highway. This is an improvement of 5 mpg city and 4 mpg highway fuel economy compared to the standard XV Crosstrek.

The XV Crosstrek Hybrid retains the all-terrain capability expected in a Subaru. This includes 8.7-inches of ground clearance, four-wheel independent suspension, and special chassis tuning for more agile handling. The NiMH battery is located beneath the rear seats where it only slightly reduces passenger and cargo capacity.

Subaru’s standard XV Crosstrek Hybrid is available at an MSRP of $25,995. It features a 4.3-inch multi-function color display, exclusive to the XV Crosstrek Hybrid, that shows energy flow according to driving conditions. By switching screens, it displays driving information, entertainment content, and images from its standard rear vision camera. A Touring version is priced at $29,295 that comes with a touch-screen navigation system, leather-trimmed seating, power moon roof, and other upscale features.

The evolution of the auto industry has been no less than amazing. I have witnessed this first-hand while documenting the advent of ‘green’ cars over two decades at Green Car Journal and at Motor Trend before that. We had electric cars back in the 1990s as we do now, battling for acceptance, with other alternative fuels also jockeying for position amid an expansive field of conventional vehicles. Things change, things stay the same…although the numbers have improved for electrics.

While not particularly ‘green’ in earlier years, the automotive field did show early inclinations toward efficiency, particularly after the Arab oil embargo of the 1970s and oil disruptions of the 1980s. That was short lived as gasoline disruptions eased and gas was again plentiful and cheap. It was the 1990s, though, when industry and consumer interest in ‘green’ kicked into high gear.

The advancement of ‘green’ vehicles has largely been driven by the State of California, which has long required new vehicles to run cleaner than those meeting federal standards, a nod to the state’s epic half-century battle with urban smog. California has led the way in recent times with its milestone low emission vehicle program and its requirements for ever-cleaner running cars meeting seemingly impossible emissions goals. All this led to more stringent federal standards and, along the way, internal combustion vehicles with near-zero tailpipe emissions. It also hastened the introduction of hybrids and battery electric cars.

Early on, interest in greener cars was primarily driven by concerns such as tailpipe emissions, air quality, and petroleum dependence, the latter focused on resource depletion, the environmental cost of petroleum production, and significant dependence on imported oil. But that has evolved. The release of multiple studies singling out CO2 emissions as a major contributor to climate change added yet another reason to demand cleaner cars, with carbon emissions now a focal point. New regulations requiring much higher fuel economy in the years ahead – accomplishing the multiple goals of reducing petroleum use and lowering CO2 emissions through higher efficiency – have helped change the dynamic as well, as have the shockingly high gas prices seen late last decade. Together, they created the perfect storm for ‘green’ cars.

The cumulative result of regulations and incentives – plus an auto industry increasingly looking at ‘green’ not only as a requirement but as a market advantage – is a field of greener choices at new car showrooms. We now have internal combustion vehicles with near-zero emissions. A growing number of vehicle models are hybrids, plug-in hybrids, and battery electric cars with a few gaseous fuel models as well. The vast majority, however, are conventional vehicles that are worlds better than those of the past – gasoline and clean diesel models that achieve 35, 40, and 45 mpg or better with 50+ mpg clearly on the horizon.

While electric vehicles are often the topic du jour, it’s evident that new car buyers want the ability to pick their path to a greener driving future, choosing the vehicle, powertrain, and fuel that make them comfortable in their daily journeys. It has been satisfying to witness the auto industry’s decades-long evolution that’s now enabling consumers to do just that.

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.

 

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.