Chevy’s newest subcompact, the Chevy Spark, is the smallest Chevy yet. This mini machine comfortably fits four average sized humans in ways better than you’d expect, even though it’s one of the smallest four-door vehicles you can purchase today. Powered by a 1.2-liter Ecotec four-cylinder engine and choice of a standard five-speed manual or optional four-speed automatic, at 38 highway mpg the Spark is an economical, youth-oriented vehicle for entry-level buyers.
Clearly, Chevy engineers did their homework on this one with engaging high-tech electronics that not only connect with your iPhone and other mobile devices, but also deliver systems that don’t require such devices to serve your infotainment needs. Can’t get your Apple maps to load? Spark’s Chevy MyLink infotainment system lets you find your way. No iTunes account? The Spark’s LT2 trim level option features access to Pandora and Stitcher, Bluetooth, and navigation guidance. It’s obvious that Chevy researched its audience – one that requires entertainment and electronic features without a big fiscal impact. Neck-snapping acceleration? Not a required app here.
That’s not to say the Spark is boring to drive. While not overly-equipped with power with a mere 85 horsepower, this audience will likely be more than happy with this car’s performance…and in urban environments it should be perfectly at home. Light and agile, the Spark is great for city driving and a breeze to park, requiring very little room since its physical footprint is but 144 inches long and 63 inches wide. The interior is simple and centered around easy access and review of the electronics. As an impressive safety benefit, the interior features 10 air bags – great news for parents!
Chevrolet has always offered vehicles directed at the entry-level buyer. The Chevy Spark is the latest in its lineup of affordable machines with a base price of just $12,995 for the LT1 trim level. The LT2 boosts the price slightly but still delivers a nicely-appointed Spark that will fit most budgets. Fuel-efficient and loaded with electronics, time will tell if Chevy has guessed right on this one. We believe that will be the case.
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.
At a class-leading 59 mpg, the latest iteration of the conventionally powered Nissan Note ekes out the kind of efficiency that gets our immediate attention. And why wouldn’t it? The newly revised global compact car has sold over 940,000 copies worldwide since its launch in 2005, which means we’re looking at the kind of mass-market hatchback that can make a dent in fuel use and CO2 emissions.
There’s a lot of goodness in the Note. Nissan has aimed at taking ‘small’ to a new level of desirability by exploring the full potential of compact cars, expending significant effort in providing an appealing design and advanced technologies you wouldn’t necessarily expect in a B-segment car.
For example, the Note offers Nissan’s Around View Monitor to help take the stress out of reversing and parallel parking, a system included for the first time in a compact car. A revamped body structure also enabled Note designers to provide an interior more spacious than one would expect in this segment, with higher quality materials.
Two new engines will be available to customers in Japan, including the supercharged and direct injected three-cylinder HR12DDR (DIG-S) and the HR12DE, which has received acclaim in the Nissan March. Combining the compact and lightweight, next-generation XTRONIC continuously variable transmission with the automaker’s Idling Stop System in the newly-developed HR12DDR delivers the milestone fuel economy mentioned and an enjoyable driving experience.
The new Note’s credentials are impressive – unexpected technology for the class, light weight, great aerodynamics, and hybrid-like fuel economy without the premium cost of a hybrid. When it comes here to American highways, there will be changes from the Japanese and European variants, as is always the case. Those will include some subtle design differences and the types of engines used. Let’s just hope that Nissan sees the U.S. as accepting of engines that achieve the rarefied fuel efficiency that’s enjoyed by the Note in the automaker’s Japan home market.
The 2013 ILX Hybrid is an important car for Acura. As the automaker’s first-ever hybrid, it signals an intent to go the way of luxury competitors like Lexus, which has been integrating gasoline-electric hybrid drive into its models for years now, or Infiniti, which has also entered the market with its M Hybrid. Plus, there’s the imperative to attract first-time luxury buyers to the Acura fold, and is there any more powerful way to do this than with energy efficient, environmentally-conscious hybrid?
There’s plenty of advanced technology to draw upon from the Honda camp, and this is just what Acura has done. The Acura ILX is built on the Honda Civic platform, so use of the Civic Hybrid’s 1.5-liter engine, integrated Motor Assist (IMA) electric motor, and continuously Variable transmission (CVT) powertrain is a natural.
In this application changes are made in engine/motor control to provide a driving experience more in tune with that expected by luxury buyers. EPA estimates ILX Hybrid fuel efficiency at 39 mpg in the city and 38 mpg on the highway. Conventionally-powered ILX variants with 2.0- and 2.4-liter engines achieve 24/35 and 23/31 city/highway mpg, respectively.
There are some important differentiators between the ILX and the Civic, as one would expect of an upscale luxury model. The ILX is slightly longer, wider, and lower than the Civic with a sleeker and more aerodynamic design. It also features standard foglights and a rear decklid spoiler.
Its well-appointed interior is sportier than that of the Civic and offers smart-looking instrumentation, a multi-information display, Pandora internet radio interface, a USB port, and an SMS text messaging function. A keyless access system with pushbutton start are standard fare. The cabin is also better isolated from the noisy world outside with thicker window glass, improved insulating materials, and more luxuriously tuned suspension.
Stepping up to the model’s Technology Package adds in a host of desirable features including navigation with AcuraLink real-time traffic functionality and traffic rerouting, a nod to increasing driving efficiency that can save time and conserve fuel. Cabin sounds also improve with a 10 speaker, 415-watt ELS surround sound system featuring XM Radio, CD, DVD-Audio, MP3, DTS player, and 15GB HDD media storage. A HomeLink programmable transmitter is also part of the package.
The five-passenger ILX Hybrid has an MSRP of $28,900, which presents a reasonable gateway to the premium Acura brand. The Technology Package adds $5,500 to the purchase price.
With the greatest growth in the luxury market expected to be with entry-level products, it’s an imperative for Acura to come up with aspirational models that speak to the upscale desires of a new breed of luxury buyers who place value, styling, and environmental responsibility at the top their priorities. We believe they’ve done just that.
Automakers, and especially Detroit’s Big Three, will see greater sales and profits from stronger federal fuel economy standards.
That’s what a recent report by Citi Investment Research in collaboration with Ceres found. It looked at what Washington’s plans to boost fuel economy standards to 54.5 mpg by 2025 would mean for the industry in 2020.
The analysis found that in 2020, General Motors, Ford, and Chrysler could look forward to a 6 percent hike in profits – an extra $2.44 billion – under the proposed standards.
Foreign automakers would also benefit. They can expect a 5 percent rise in profits – an extra $2.31 billion in 2020.
As gas prices continue to rise, better mileage drives sales. Customers want cars that go farther on a gallon of gas. In fact, Kelley Blue Book's latest consumer survey found that 66 percent of people shopping for new cars are taking rising gas prices into account. Some shoppers are changing their minds about what vehicle to buy. Others say they’re considering more fuel-efficient cars they haven’t considered before.
These consumers can do the math. The Citi report finds that the added costs of technologies required to meet proposed fuel economy improvements in 2020 are extremely cost-effective. Even if gas prices sink as to low as $1.50 a gallon, drivers would still come out ahead. And higher gas prices would mean even greater savings.
All car companies selling in the U.S. will have to meet the standards, which means a level playing field. Buyers will be able to choose from a wide range of fuel-efficient vehicles.
American automakers will benefit the most. That’s because U.S. companies have historically relied on larger vehicles that guzzle more gas. The proposed standards will narrow that gap in fuel economy. Under the proposed standards, trucks and larger cars, in which the Detroit Three are more invested, will see relatively greater improvement in fuel economy, enhancing their consumer appeal. In addition, the prices, and therefore automakers’ variable profits, will be higher for trucks and larger cars than for smaller cars.
It’s important to note that U.S. carmakers can get most of the way to the new mileage standard simply by improving the internal combustion engines they already make – by using technologies already in play or almost market-ready. Variable valve timing and lift, cylinder deactivation, turbocharging, gasoline direct injection and other technologies – along with some increase in hybrid, plug-in and electric vehicles – will get us to the new national mileage goal.
The proposed standards will trigger a wave of innovation that will help U.S. automakers’ long-term global competitiveness. The Citi report found that suppliers of key fuel economy technologies would benefit as well. And what’s good for Detroit is good for America: a healthy automotive sector leads to more jobs across the industry’s huge domestic supply chain.
The standards will also create jobs across the economy. Ceres’ More Jobs per Gallon report found that boosting gas mileage requirements will lead to 484,000 new jobs across the country, with net job gains in 49 states. That’s because the money consumers save on fuel will be diverted to the broader economy, flowing to a broad range of sectors.
So strengthening the national fuel economy standards will create a rising tide that lifts all boats. Car companies and their suppliers will see greater profits and sales. Consumers will save money at the pump. Employment will rise and boost the larger economy. And the U.S. will gain a greater share of the world’s rebounding automotive business.
It’s no wonder the major car manufacturers, investors, businesses, consumer groups, and auto workers’ unions are supporting the federal proposal to boost fuel efficiency. It will benefit the industry, its customers, and the economy.
Carol Lee Rawn directs the Transportation Program at Ceres, which mobilizes a network of investors, companies and public interest groups to tackle sustainability challenges. Ceres also directs the Investor Network on Climate Risk, which supports 100 institutional investors with assets totaling $10 trillion.
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.
According to the Environmental Protection Agency’s latest ‘Light-Duty Automotive Technology, Carbon Dioxide Emissions, and Fuel Economy Trends’ report, cylinder deactivation is an increasingly popular way to net greater efficiency from a V-6 or V-8 engine. However, the technology is largely bypassing passenger cars.
Cylinder deactivation was found in 38 percent of all pickups, 17 percent of vans, and 17 percent of truck-based SUVs in the 2011 model year. By comparison, only 3 percent of the passenger cars on the market benefitted from it.
Fuel-saving cylinder deactivation technology enables an engine to shut down half of its cylinders under certain low-demand driving conditions. It provides a no-sacrifices way to have V-8 or V-6 power at the ready for quick acceleration while eking greater efficiency from an engine when additional power isn't required.
Known variably by such names as displacement on demand, multi-displacement, and variable cylinder management, these cylinder deactivation systems work seamlessly and provide about 8 to 20 percent better fuel efficiency, depending on application. It's expected that the technology will ultimately find greater use in vehicle models as automakers strive to meet increasingly greater fuel efficiency targets.
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.