We’ve been driving our 2016 Honda HR-V long-term test car for just over six months now and have enjoyed our daily experiences with this ‘right-size’ crossover vehicle. Based on the Honda Fit platform, the HR-V won top honors in last year’s 2016 Green SUV of the Year™ program. It impresses for a wide variety of important reasons, not the least of which is its ability to do its job extremely well – and might we add very efficiently – without the need for exotic powertrain technology.

The HR-V is propelled by a 1.8-liter, 140 horsepower four-cylinder that provides an admirable balance of performance and economy, as we’ve come to expect from Honda over the years. This i-VTEC 16-valve engine delivers power through a CVT automatic transmission that’s standard on all-wheel drive model like our HR-V EX-L Navi AWD tester. Unlike many constant velocity transmissions, the CVT in the HR-V has a pleasingly positive feel under both acceleration and braking. To further enhance the driving experience, the HR-V can be switched to Sport Mode, with dual paddle shifters providing more control over the CVT. A six-speed manual transmission is standard fare on front-drive variants with the CVT optional.

When introduced, the two-wheel drive CVT model scored an EPA fuel economy rating of 28 mpg in the city and 35 mpg on the highway, with the AWD version netting a slightly lower EPA mpg rating of 27 city and 32 highway mpg. With our typical efficient driving style we’ve found that we can regularly achieve average fuel economy of 32 mpg. During economical cruising on the highway, the HRV can easily be coaxed into the mid- to upper-30 mpg range.

For those who would like a little help with efficient driving, Honda has incorporated its Eco-Assist technology into the HR-V. Pushing the green ECON button on the dash programs the engine and transmission computer controls to operate at peak efficiency. A visual aide around the speedometer changes color to serve as an alert to indicate when the HR-V is being driven economically. Green is very efficient, light green is good, and white not so good, the latter typically displayed under conditions like hard acceleration.

Considering the HR-V’s compact exterior dimensions, interior space is impressive, particularly in the rear cargo area. With the rear seats folded flat it can swallow up nearly 59 cubic feet of gear, while offering the versatility of Honda’s fold-up rear bottom seat cushions for carrying taller items.

It’s common for most vehicles to offer a split folding rear seat these days, but Honda has taken rear seat versatility a step further with its innovative Magic Seat in the HR-V. In its basic form it functions as a 60/40 split bench that can be folded flat for longer cargo. The Magic Seat, however, can also accommodate taller cargo upright by folding the seat bottom up against the seat back for maximum vertical room. Beyond interior innovations like this, we are also impressed with the overall fit and finish found throughout the HR-V.

Most surprising is the way the HR-V adapts to everyday life. It is unassuming and friendly for those days when you just require transportation, yet fun to drive when you want to really take control and enjoy the driving experience. When driving gets a little more spirited, the HR-V’s solid feel, steering response, and braking performance instills confidence on the road. It accomplishes this without compromising comfort and ride characteristics. This is a vehicle you can drive cross-country with minimal fatigue.

With just over 7,000 enjoyable miles now on the odometer, we’ve found our long-term HR-V compact crossover fulfilling so many missions well, we just can’t imagine life without this in our test fleet. We’re looking forward to many more miles behind the wheel of Honda’s award-winning Honda HR-V. We’ll follow up a bit down the road with some Midwest cold and winter weather performance with the HR-V’s all-wheel-drive system.

Focusing on the unique combination of hard-working functionality and environmental achievement, the Green Car Awards™ at the San Antonio Auto & Truck Show recognize vehicles that do the heavy lifting in real life while also keeping an eye on lower emissions, higher efficiency, and overall environmental improvement. This year, emerging on top for Green Car Journal’s 2017 Commercial Green Car of the Year™ is the Ram ProMaster City, the second year in a row this light commercial vehicle has earned the honor. Honda’s all-new Ridgeline is distinguished as the magazine’s 2017 Green Truck of the Year™.

Along with the Honda Ridgeline, finalists for this year’s 2017 Green Truck of the Year™ included the Chevrolet Colorado, Ford F-250 Super Duty, GMC Canyon, and Ram 1500. Vying for the 2017 Commercial Green Car of the Year™ along with the Ram ProMaster City were the Ford F-250 Super Duty, Ford Transit Connect, Mercedes-Benz Metris, and Nissan Titan XD.The Ram ProMaster City compact commercial van and wagon are ideally-sized for city use where maneuverability and versatility are key. The model’s strong suit is offering the hauling and commercial-use capabilities desired by businesses and fleets while also addressing the efficiency that has a direct impact on the bottom line.

ProMaster City is powered by a Fiat-derived 2.4-liter Tigershark four-cylinder engine that benefits from efficient Multiair technology. Its 178 horsepower is delivered to the road via a nine-speed automatic transmission. The combination provides an impressive 21 city and class-leading 29 highway mpg.

Honda’s all-new second generation Ridgeline returns to American highways with a design that’s more truck-like and refined at the same time. The model’s signature unibody construction delivers a smooth car-like ride unsurpassed in the pickup field, providing the functionality needed by most truck buyers with the ability to carry a 1500 pound load, tow up to 5,000 pounds, and transport five occupants in comfort. Its 280 horsepower V-6 provides satisfying acceleration and 26 mpg highway fuel efficiency.

Green Car Journal editors weigh the merits of all potential vehicles through its vetting process and narrow down the field to five candidates, which are then considered by the Green Car Awards™ jury. Jurors are veteran writers and editors in the light truck field, having served on staff at publications like 4 Wheel & Off Road, PV4, Hot Rod’s Pickups, Hot Rod Vans, Pickups & Mini-Trucks, and Vans & Trucks, plus auto buff magazines including Motor Trend, Hot Rod, Car Craft, Popular Hot Rodding, and others. All have owned and tested myriad pickup and van models over the years, which allows a keen perspective on the attributes and nuances that make for great pickups and vans that serve both personal and business uses.

The tires we roll on have characteristics that can differ greatly. Carefully chosen, a new set of tires can make your time behind the wheel quieter and the ride smoother, while others can deliver a harsher ride and transmit an unacceptable level of road noise to the cabin. Tire designs and compounds can also greatly influence handling and performance, which is one of many reasons tire manufacturers devote so much time and resources to advanced tire development and then proving their prowess on the track.

Beyond a focus on ride quality, performance, and tire life, an important trend in recent years has been the continuing refinement of low rolling resistance (LRR) tires that aim to improve fuel efficiency. Such tires are used on virtually every electric and hybrid vehicle for obvious reasons. Many automakers also equip their conventional vehicles with LRR tires since every little bit helps on the way to achieving the best possible fleet mpg average for their model lineup. All are keenly aware of the challenges ahead in meeting the mandated Corporate Average Fuel Economy (CAFE) requirement of 54.5 mpg by 2025. Driving on tires with lower rolling resistance is a small but important part of the strategy.

Tire rolling resistance has the potential to positively influence urban fuel economy up to 4 percent and 7 percent on the open road. As a rule of thumb, a 10 percent reduction in tire rolling resistance will result in a one to two percent improvement in vehicle fuel economy. Hyundai presents a great example. The automaker’s Sonata Eco model gains about one mpg more in the city and three on the highway mainly through the use of LRR tires and smaller wheels, in this case 17-inch versus 19-inch on the standard model.

Drivers shouldn’t be surprised if fuel efficiency actually drops when worn tires are replaced with new LRR tires, even if they’re the same size, type, and brand. Simply, as tires wear their rolling resistance gradually drops, about 20 percent during the life of a tire as the tread depth and mass decreases. The payoff will come over time and not necessarily during the first miles running new LLR tires.

Various techniques are used to reduce rolling resistance. Reducing internal friction is one way that comes with no noticeable change in grip characteristics during braking and cornering. Another is changing the tread compound, which can change grip. This sometimes, but not always, means a tradeoff between fuel economy and performance.

Early LRR tires were noted for their harsher ride, a result of using much harder rubber compounds and stiffer sidewalls in an effort to reduce friction and flexing. Newer LRR tires use advanced compounding with silica-based or alternative oils to provide more pleasant ride characteristics. Early LRR tires also had reduced grip and wore more rapidly. This has changed significantly over time as tire technology has evolved.

Even so, the primary mission of LRR tires is minimizing rolling resistance and addressing safety considerations like wet weather handling and traction. Those looking for tires focused on high performance diving are not likely candidates for LRR tires.

Choosing replacement LLR tires for a Prius, LEAF, Volt, or other electric or hybrid can be relatively easy. Just replace the tires with ones identical to those that originally came with the car. Automakers producing 'green' cars spend considerable effort working with tire manufacturers in selecting the right LRR tire to maximize efficiency of a specific model. Still, there are quite a number of aftermarket tires developed for electrics and hybrids so choices are many.

For example, Yokohama's AVID S33D LRR all-season tires for third generation Toyota Prius hybrids and other small cars reduce fuel consumption while retaining all-season traction.  Like the AVID, the Yokohama Geolandar G055 BluEarth tires we’ve been testing on a crossover vehicle feature the company’s advanced, lightweight Airtex inner liner that combines the elasticity of rubber with the lightness and superior gas-barrier characteristics of plastic to reduce tire weight and rolling resistance. This tire, like others in the Yokohama line, uses orange oil tread compound to enhance performance and decrease the use of petroleum in tire production.

Among other low rolling resistance tire options on the market is Goodyear’s Assurance Fuel Max, which uses a special fuel-saving tread compound that reduces rolling resistance by up to 27%. Goodyear claims this nets up to 2,600 miles worth of gas savings over the life of four tires. Michelin offers an array of GreenX tire options including Defender, Primacy, and Energy Saver A/S tires. Efficiencies are achieved through multiple strategies including the use of a more rigid tread block to lower rolling resistance and silica-based tread compound to keep tires running cooler. Toyo’s Versado Eco Touring all-season tires are designed to improve fuel efficiency for hybrid, electric, and other vehicles using naturally derived tread compound materials, a low rolling resistance design, and a recycled polyester casing to conserve natural resources.

While plenty of LRR tires are offered for a wide range of vehicles, it’s not always easy to choose since efficiency comparisons are not yet available. Traction, wear, and temperature resistance ratings are to be found but efficiency is glaringly missing, although there is hope.

The National Highway Traffic Safety Administration (NHTSA) has proposed a tire label that would provide wet traction, tread wear, and fuel efficiency (rolling resistance) ratings on a 0-100 scale for replacement tires. It has also done extensive testing to generate data for such a label. While not yet implemented, this will be of real value to those shopping for tires that will deliver improved environmental performance in the future

We live in a day and age when many consumers look to their car not only as a safe form of everyday conveyance, but also as a personal retreat or perhaps an extension of one’s office…with perhaps a dash of dynamic drive performance thrown in for good measure. Our recent drive experience with Volvo’s 2017 S90 T6 along Spain's Costa del Sol illustrated that this sedan answers all such anticipations with a spot-on drop of Thor's Hammer.

What Volvo has accomplished with the all-new S90 over a relatively short development timeline is nothing short of astounding. Simply, the Volvo S90 T6 delivers as promised with a comfortable, safe, quiet, and near-luxury driving experience. It follows the well-received XC90 in Volvo’s total reinvention of its model lineup.  For 2017, Volvo takes its second-generation Drive-E engine technology and performance to the next level, with the S90 powered by a very advanced, high output, supercharged and turbocharged four-cylinder gasoline engine that’s both fuel efficient and near zero emissions.

While most luxury sport sedan buyers seek turbocharged mid- to high-displacement V-6 through V-12 twin cam torque monsters to inject their adrenaline rush, Volvo sees things differently. This automaker envisions a future with turbocharged three- and four-cylinder gasoline engines fulfilling primary drive duties, cogeneration, and plug-in electrification in the near future. And Volvo engineering sees this no later than model year 2018. In fact, international S90 project lead Peter Martens tells Green Car Journal that cylinder count is inconsequential in today’s engine technology. In Peter’s words, “it’s the engine's horsepower and torque output that matters at the end of the day.”

But are four cylinders enough? As my co-driver commented during our test drive: “One would have to look under the hood of the S90 T6 to discover the four-cylinder.” Simply, this efficient engine is a source of exceptional power and satisfying performance. In all truth, the S90’s direct-injected, twin-cam aluminum 2.0-liter engine produces seamless torque. Notably, its use of both supercharging and turbocharging means there’s absolutely no turbo lag up to red line. An eight-speed automatic transmission contributes to the sedan’s overall fuel efficiency.

Producing 316 horsepower and 295 lb-ft torque in the midrange, Volvo’s S90 T6 AWD achieves a respectable 0-to-60 mph sprint time of just 5.7 seconds, quick enough for the majority of drivers in the midsize luxury sedan segment. This efficient powerplant delivers an EPA estimated 22 mpg in city driving and 31 mpg on the highway.

A front-wheel drive T5 variant with a turbocharged rendition of the same mill produces a respectable 250 horsepower/258 lb-ft torque at 2200 rpm. This rivals the specs of many six-cylinder engines on the market today while achieving a desirable 23 city/34 highway mpg. Volvo expects market demand for the T5 and T6 variants will run about 50/50.

While we found the S90 T6 AWD model quite capable during aggressive driving on two-lane country roads, where this sedan truly shines is in long-range highway driving. It’s a luxury midsize rolling lounge with near-sports sedan handling attributes. Surprisingly, we found Volvo’s therapeutic seat requiring no break-in time. Our S90 came with driver and front passenger seating cooled, heated, and equipped with a massage option, arguably the best in the class. Leg, shoulder, and headroom is exceptional front and rear, as is this model’s premium-class fit and finish.

The S90 presents ride quality rivaling that of the best luxury commuters in the industry, thanks in no small part to Volvo’s optionally available rear air suspension, superior hydraulic dampening, and active electronic noise cancellation. It does this well while facilitating a split personality with the kind of sport-like-driving capability required by today’s all-inclusive consumer mindset.

Attention to the road is enhanced by a well-positioned heads-up display, where speed, engine temperature, and more can be monitored without requiring a glance at the instrument panel. The S90’s drive environment is well balanced, leather covered, wood-accented, and high-tech rich, yet intuitive in its operation. Everything is in its place and enveloped in high-end Swedish style and sensible accommodation.

Volvo runs a bit ahead of the trend with perhaps the best-working active safety suite available in the segment today.  As demonstrated through its S90, Volvo continues the company’s historical emphasis on driver and passenger safety by providing its notable active safety features on all S90 trim levels.

The S90’s City Safety feature includes frontal collision avoidance, low-and high-speed collision mitigation, and auto brake engagement, plus pedestrian, cyclist, and large animal recognition. Run Off Road Mitigation senses if the vehicle is about to unintentionally leave the pavement and takes corrective action. With Pilot Assist, the S90 will assist in driving up to 80 mph, but the driver’s hand is required to stay on the wheel in 15 second intervals to ensure driver attention. Yes, we did test this and it worked flawlessly with near dead-center lane keep assist and adaptive cruise control that maintained distance from the car ahead.

First to market in the States is the S90 T6 AWD, followed by the front-drive S90 T5. Later we’ll see the V90 Estate Wagon and the S90 T8 plug-in hybrid. The price of entry for the S90 T5 is $46,950 with the T6 coming in at a base of $52,950. Volvo’s Inscription trim level adds $3,300 to the cost of each. Whichever you choose, the Volvo S90 may well be the bargain of the midsize luxury sedan segment.

Chrysler, the company that literally created the minivan with its Dodge Caravan and Plymouth Voyager models introduced more than three decades ago, now seeks to redefine the segment with its all-new Chrysler Pacifica. So unique is the Pacifica that it merits new terminology from the marketing department to underscore its versatility.

Classified as ‘Multipurpose’ by EPA, Pacifica transcends the traditional role of the venerable minivan with more on its plate than merely taking the kids to school or handling family errands. The Pacifica is now ready to play starring roles previously cast only for trucks, SUVs, or luxury cars.

In part, that’s because the Pacifica brings something to the segment not seen before: style. The model‘s sleek and sculpted exterior is not only wind-cheating but also pleasing to the eye, cutting a sharp image while offering a remarkable drag coefficient of 0.30, a figure low enough to typically be reserved for sports cars.

Image-conscious dads need no longer take a hit on their psyche while driving a minivan to the hardware store. Not that you’d necessarily want to, this amazingly versatile vehicle can carry 64 quarter-inch, four-by-eight foot sheets of plywood in the rear. For a double date night on the town, clear out the construction materials and fold down the Pacifica’s Stow ’n Go seats to provide limo-like spaciousness. In fact, make it a triple date night with the neighbors since the model’s choice of 2/2/3 or 2/3/3 front/mid/rear seating configurations handle the need with little effort.

Notably, while third row passengers typically get squeezed, not so in this vehicle. Third row legroom is 36.5 inches with 38.7 inches of headroom. That compares favorably with the typically roomier mid-row seat that offers legroom of 38 inches and 39.6 inches of headroom.

When it arrives later this year, the Pacifica Hybrid will be the industry’s first plug in hybrid minivan. That’s a pretty big deal since families have been waiting for a hybrid minivan for years with no options in sight. The Pacifica PHEV will feature a 30 mile range solely from its 16-kWh LG lithium-ion battery, with total gas-electric range an exceptional 530 miles. The Pacifica Hybrid is EPA rated at 80 MPGe (miles-per-gallon equivalent) while operating on electricity. The conventionally-powered Pacifica is rated by EPA at 18 mpg in the city and 28 mpg on the highway while driving on its 3.6-liter Pentastar V-6. There are five versions of the standard Pacifica with the Hybrid coming in Touring and Limited trim levels.

There’s more than exterior beauty and functionality to the Pacifica. These themes are also carried through in the interior, with the posh look highlighted in the Limited model’s perforated leather seats, a look that’s right out of a European luxury sedan. The same is true with the rest of the materials selected for the Pacifica with the vehicle offering an upscale look and feel. Cloth seats are standard with leather and premium leather as options. Four interior color choices are offered to accent the 10 exterior colors available, from Jazz Blue Pearl Coat to Molten Silver Metallic.

The Pacifica is as quiet as a luxury car due to its all-new platform that brings class-leading noise and vibration characteristics, something that was also noted by two fellow journalists during our test drives at Chrysler’s Chelsea Proving Grounds. While the Pacifica Hybrid was not available to drive at this time, the standard version tells a lot about the model’s overall performance, exhibiting quite impressive handling for a vehicle of its size and curb weight of 4,330 lbs (the hybrid will weigh in at 4,943 lbs). The Pacifica’s independent front and rear suspensions play a key roles in its cornering and comfortable ride as do the vehicle’s electronic stability and traction controls.

Manufactures realize that sales are now driven by tech as much as any of the traditional buying touchstones of the past. Chrysler designers and engineers have delivered big time by offering over 100 standard or available safety and security features. Among the model’s many notable tech features is a 360 degree Surround View camera that includes a bird’s-eye view of a driver’s surroundings. The Pacifica’s UConnect Theater system offers 7- or 8.4- inch displays with accompanying sound systems featuring six to 20 speakers and brands like Alpine to Harman Kardon. Six USB ports are standard.

Perhaps the most beneficial option is Pacifica’s Stow ’n Go seating that allows the rear compartment to be configured entirely flat for optimizing storage and hauling capability. Aluminum sliding doors are hands-free and the liftgate opens by raising your foot at the rear, both will sure to be favorite options as well. The most practical offering is the model’s Stow ’n Vac, a system hidden in the door that allows for quick and efficient cleaning of the massive carpeted interior without requiring a stop at the car wash. For animal owners there’s even an optional tie-down pet kennel. When removed it also doubles as a kennel for hotel or campsite.

Power comes from a transverse-mounted 3.6-liter V-6 with 287 horsepower and 262 lb-ft torque, a combination that delivers more than adequate performance for two-lane road passing. The coming Pacifica Hybrid is expected to provide 260 horsepower, although the addition of an electric motor with its immediate low-end torque will surely up the performance ante. The conventional Pacifica runs on unleaded regular fuel so there’s additional savings to be had at the pump. Both variants are front-wheel drive and well-balanced with a front-to-rear weight distribution of 56.5/43.5 in the Hybrid and 55/45 in the standard model.

A contributing factor to Pacifica’s performance and fuel efficiency is its use of a nine-speed electronically-controlled automatic transmission and a torque converter clutch. Gears six through nine are all overdrive ranging from 0.81 to 0.48. Translation: maximum fuel efficiency gained by tall gearing that keeps engine rpms low. The Hybrid will have an electronically variable transmission standard with dual-motor electric drive capability and start-stop technology.

Unlike the standard model, the Pacifica Hybrid is not recommended for towing. The Hybrid comes with a smaller gas tank at 16.5 gallons compared to the standard 19 gallon, although higher fuel efficiency will clearly make up the difference. Expect braking to live up to the model’s performance with standard 13 inch vented rotors front and rear plus ABS braking.

The final question for some will be, “Does it fit in my garage?” But of course. Pacifica features a length of 203.8 inches and a width of 79.6 inches. With the foldaway powered mirrors extended the width increases to 90.4 inches. The Pacifica will also fit in most folks' budgets with prices starting at $28,595 and moving up to the high $40,000s. As is customary, pricing for the Pacifica Hybrid will be announced closer to its debut.

Ford’s aluminum bodied F-150, an all-new generation that debuted in the 2015 model year, is revolutionary. It is also distinguished as Green Car Journal’s 2016 Green Truck of the Year™, an honor bestowed at the recent San Antonio Auto & Truck Show in Texas.

Besides this new generation's more refined look and improvements across the board, use of an all-aluminum body has allowed Ford to decrease the pickup’s body weight by 630 pounds, with a high-strength steel frame reducing weight by another 70 pounds. This lightweighting contributes toward higher fuel efficiency without sacrificing the durability and all-around functionality F-150 buyers have come to expect from their pickups over many decades.

For 2016, Ford expanded the F-150 lineup with a new Limited edition for discerning high-end truck buyers, plus special edition appearance packages available for XLT and Lariat models. An all-new aluminum-bodied F-250 has now joined the Ford pickup lineup and this heavy-duty variant will be detailed in a future article.

The F-150’s weight reduction brings the added benefit of better performance. Simply, it takes less power to propel the truck when empty so acceleration is noticeably improved. With less mass working on the chassis, the truck has a lighter feel and handles better than the previous model generation. Braking is also improved since there is less weight to bring to a halt. Cargo bed payload capacity and gross combined vehicle weight ratings (GCVWR) remain similar on the new truck compared to the previous generation, so the lighter aluminum F-150 can haul and tow hundreds heavier loads.

Ford offers F-150 buyers four engine choices to fit varying requirements including a 2.7-liter EcoBoost V-6, 3.5-liter EcoBoost V-6,  3.5-liter Ti-VCT V-6, and a 5.0-liter Ti-VCT V-8. The 2.7-liter EcoBoost engine should be of particular interest to drivers seeking a balance of power, functionality, and efficiency. This engine allows the F-150 to achieve up to 26 highway and 19 city mpg while also enabling towing up to 8,500 pounds. Other powertrain choices allow towing up to 12,100 pounds. Ford has integrated the sport mode feature found in the Mustang that changes the frequency of gearshifts, thus enabling drivers to keep the F-150 in the ‘sweet’ spot of the powerband while holding lower gears longer for a more engaging driving experience.

A gaseous-fuel prep option is now available with the F-150‘s 5.0-liter V-8 engine. This positions the F-150 as the only light-duty pickup capable of running on compressed natural gas or propane to help further reduce operating costs and CO2 emissions.

The 2016 F-150 features SYNC 3, Ford’s newest communications and entertainment system that delivers enhanced voice recognition and a capacitive touch screen. Plus, the F-150’s segment-first Pro Trailer Backup Assist technology makes it easier to back a trailer up to launch a boat or park in a driveway. Using the F-150’s advanced camera technology, a driver steers a trailer instinctively by turning a knob left or right to indicate direction, then backs up as the truck controls its steering and limits vehicle speed.

Pickup buyers have a wide choice of F-150 engine, cab configuration, and trim levels in either two- or four-wheel drive, at a starting cost of $26,540.

Volvo's XC90 T8 SUV – Green Car Journal’s 2016 Luxury Green Car of the Year™ – emerged a completely redesigned model in the 2016 model year, the first time the enduring XC90 has had a complete makeover since 2002. It rose to the top to claim the award at the 2016 Washington Auto Show over finalists that included the BMW X5 xDrive40e, Lexus RX 450h, Mercedes-Benz C350e, and Porsche Cayenne S E-Hybrid.

Even though immediately recognized as a Volvo, virtually nothing carried over from the previous generation save for some mechanicals. The T8 ‘twin engine’ XC90, the more efficient sibling to Volvo’s conventionally powered XC90 T6, is a plug-in hybrid that uses Volvo's efficient 316 horsepower, 2.0-liter supercharged and turbocharged Drive-E four-cylinder engine. This engine powers the front wheels through an eight-speed automatic transmission.

A 46 horsepower starter-generator motor located between the engine and transmission provides start-stop capability to enhance efficiency. This motor also enables regenerative braking and can provide additional power to the transmission when maximum performance is required. An 82 horsepower electric motor drives the rear wheels. The battery and both electric motors are liquid-cooled. Battery coolant can also be refrigerated under very hot conditions. Volvo’s new XC90 design locates the lithium-ion battery in the tunnel between the front passenger seats, not beneath the trunk as is the case with many PHEVs. Thus, cargo capacity in this seven passenger plug-in SUV is no less than the conventionally powered T6 that has no batteries.

The T8 has several drive modes. Hybrid is the default and uses power from the gas engine and electric motor as needed for optimum efficiency. Pure mode offers all-electric driving, with the AWD mode driving all four wheels on demand. Save mode conserves battery power for later use. In Power Mode, maximum electric torque is provided from start for great acceleration at low speeds with the Drive-E engine taking over at higher speed.

Drivers have the ability to motor exclusively on battery power up to 13 miles according to official EPA estimates with a total gas-electric range of 350 miles.  EPA also rates the T8 at 53 MPGe (mile-per-gallon equivalent) on battery power with a combined city/highway fuel economy rating of 25 mpg during hybrid operation.

The 2016 XC90 is longer, wider, and taller than the previous XC90.  It uses Volvo' s Scalable Product Architecture platform that is destined for most future Volvo models. The XC90 T8 comes in base Momentum, more luxurious Inscription, and sportier R-Design trim levels. All include a two-panel panoramic sunroof, leather upholstery, heated front seats, and third-row seating as standard equipment. The illuminated shift lever is genuine Orrefors crystal, probably the first time any automaker has used real crystal glass in a production car.

A Sensus Connect infotainment system brings tablet-like features and convenience to the dashboard of this Volvo model. This system is said to have more processing power than any iPad with incredibly quick response. The touchscreen uses infrared lasers rather than capacitive touch sensors so the smart, intuitive interface can be used while wearing gloves, or even with a pencil or other object.

Volvo’s entire suite of standard safety systems are included plus advanced driver assist items like Lane Departure Warning, Road Sign Information display, Pedestrian and Cyclist Detection, Pilot Assist adaptive cruise control, and Park Assist Pilot automatic parallel and perpendicular parking. World firsts include Auto Braking at Intersections if another vehicle comes into its path from oncoming or side traffic, and should the car swerve off the road its Run Off Road Design pre-tensions seat belts and crushable supports in the front seats absorb crash forces. Safety is, after all, one of this marque’s longstanding core values and the XC90 addresses this in a big way.

With its very limited edition 918 Spyder and more mainstream Panamera S E-Hybrid – not to mention the coming electric Mission E – Porsche has shown that it takes electrification seriously. The premium automaker’s next step in its electrification strategy is represented by the 2016 Cayenne S E-Hybrid, a move that has brought plug-in hybrid power to its popular SUV model.

The Cayenne S E-Hybrid uses essentially the same components as its Panamera sibling to achieve plug-in capability. There have been some changes, like upgrading this S E-Hybrid model’s lithium-ion battery pack from 9.4 to 10.8 kilowatt-hours. This battery replaces the spare tire found in conventionally powered Cayenne models and allows the Cayenne S E-Hybrid to travel about 14 miles on battery power. Electric-only driving is possible at speeds up to 78 mph before the engine starts and the vehicle operates likes a regular hybrid. E-Power is the default mode so the Cayenne S E-Hybrid always starts on electric power, given sufficient battery charge.

An E-Charge mode modifies charging strategy so the electric motor becomes a generator, enabling the battery to recharge up to 80 percent while driving. This provides adequate battery power for electric-only driving once desired destinations are reached, such as urban areas where zero-emission driving may be preferred. Unlike most regenerative braking systems that are either on or off, the Cayenne S E-Hybrid’s regen system provides some modulation in the brake pedal while slowing down.

The Cayenne plug-in uses a supercharged 3.0-liter V-6 mated to an eight-speed Tiptronic automatic transmission, same as the Panamera. A single 95 horsepower permanent-magnet motor located between the engine and transmission provides hybrid capability. Power is delivered to all four wheels via a limited-slip center differential. The supercharged V-6 and electric motor deliver a combined 416 horsepower.

As expected from a Porsche, the Cayenne S E-Hybrid provides excellent performance, especially considering it is a 5,000-plus pound SUV that can carry 5 people and tow up to 7,716 pounds. It can accelerate from 0 to 60 mph in 5.6 seconds, 0 to 100 mph in 14.4 seconds, and has a top speed of 151 mph. Efficiency is a combined 22 mpg in hybrid mode and 47 miles-per-gallon equivalent (MPGe) during electric driving

All this goodness does not come cheap at a base MSRP of $78,700, but that is in line with what one would expect to shell out for a Porsche. The combination of performance, prestige, and greater efficiency combine to make this an attractive offering for Porsche fans.

It used to be that light-duty commercial vans were all pretty much alike – boxy, unexciting, and devoid of the kind of features we expect in our everyday vehicles. That all changed six years ago when Ford brought its European Transit Connect panel van to the States as an all-new offering on our shores. Thus began a trend that now finds compact commercial vans one of the hottest trends in the industry.

Starting at an approachable $22,675, today’s Ford Transit Connect is offered in cargo or wagon configurations and in both short- and long-wheelbase. Both carry a 1,620 pound payload capacity and tow up to 2,000 pounds when properly equipped. The longer wheelbase model increases cargo capacity from the standard 104 cubic feet to 129 cubic feet. A choice of split rear cargo doors or a traditional rear liftgate is offered, with the split doors opening to 180 degrees. Twin sliding side doors are standard to enhance loading and unloading cargo or passengers. Needless to say, these are important features for delivery services and small business that must negotiate tight urban environs.

A base 169 horsepower, 2.5-liter Duratec four-cylinder engine powers the Transit Connect, with this engine now offering standard E85 flex-fuel capability in all but California emissions states. The flexible-fuel variant is capable of running on E85 (85 percent ethanol/15 percent gasoline), unleaded gasoline, or any blend of the two fuels. This engine can also be ordered for use with natural gas or LPG.

An optional 1.6-liter EcoBoost engine offers nine additional horsepower plus one additional mpg. The EcoBoost engine requires 93 octane fuel for peak performance. Both engines are coupled with a six-speed SelectShift automatic transmission. Depending on configuration and engine choice, city fuel economy is rated at 19-22 city mpg and 27-29 mpg on the highway.

The Transit Connect cargo van is available with optional second-row seating to increase versatility beyond cargo. The wagon version also features a versatile approach by delivering cargo capabilities along with five to seven passenger seating. It features more than 100 cubic feet of cargo space with the rear seats folded on the long-wheelbase model, plus the ability to carry a maximum 1,270 pound payload. All Transit Connect models feature first-row front and side airbags, first-row side curtain airbags, and a tire pressure monitoring system.

Desired options are available including a rearview camera, 6.5-inch touch screen display with navigation, and SYNC with MyFord Touch, Ford’s voice-activated mobile communications and entertainment system. A perimeter alarm is included at no additional charge when available remote start is ordered. The perimeter alarm detects security threats through impact and shock sensors, activating an alarm to help protect vehicle contents. For fleets, Ford Telematics is also available to enable simultaneously monitoring several Transit Connects in real time, including location, speed, and excess idle duration to help track productivity and efficiency.

Mazda's CX-3, this automaker’s entry in the hot compact crossover SUV segment, aims to provide the style and functionality of a crossover SUV at a price approachable to a great many buyers, beginning at just $19,960. Sporting the unique front grill and fascia that speak the brand’s latest design language, the CX-3 shares its platform and much of its cabin with the 2016 Mazda 2 subcompact hatchback. While both ride on a 101.2 inch wheelbase, the CX-3 is slightly larger in all dimensions than the 2 in keeping with its small SUV mission of optimizing versatility and carrying five people plus cargo.

The CX-3 is comfortable, capable, and responsive, getting its power from a 146 horsepower, 2.0-liter four-cylinder engine. Its SKYACTIV-G engine uses direct injection, variable valve timing, and a high 13:1 compression ratio to eke the most power out of its engine displacement, along the way producing satisfying low-to-mid-range torque and lower emissions while consuming less fuel. The engine connects to a six-speed automatic transmission.

Sport, Touring, and Grand Touring trim levels are available, each with standard front-wheel-drive or optional i-ACTIV all-wheel-drive. Mazda's predictive all-wheel drive system optimizes performance and stability by taking many real-time factors into account like road conditions, steering-angle, temperature, and weather as it intelligently routes power to specific wheels in response to these conditions.

The Mazda CX-3 is available with an array of electronics features including a rearview camera, Smart Brake Support with Collision Warning, adaptive headlights, and headlight control. Mazda Connect comes standard, offering a seven-inch color touchscreen infotainment suite with Bluetooth audio streaming, phone controls, and internet radio like Pandora and Aha by Harmon, all integrated with a commander control knob. Pushbutton start is also standard.

Available as options or with the Touring and Grand Touring trim levels are navigation, Blind Spot Monitoring, Rear Cross-Traffic Alert, head-up display, Bose premium audio with SiriusXM satellite and HD radio, steering wheel-mounted paddle shifters, and LED headlights. When equipped with the Grand Touring i-ACTIVSENSE package, CX-3 packs features unavailable in rival vehicles like Mazda Radar Cruise Control, Smart City Brake Support, High Beam Control System, Lane Departure Warning System, rain-sensing wipers, and auto on/off headlights.

As one would expect with Mazda’s efficient and sprightly SKYACTIV-equipped new models, the CX-3 achieves a welcome 29 city mpg and 35 mpg in the front-wheel drive version, with the AWD model sacrificing just a bit of efficiency with 27/32 mpg numbers. Importantly, unlike most engines with high compression that require high octane fuel, the 2.0-liter SKYACTIV powerplant is designed to run on less expensive regular gas, offering fuel savings that adds up over time.

Chevrolet’s all-new 2016 Malibu features an aggressively-stylish design, loads of on-board tech, a four inch longer wheelbase, and greater rear leg room. It does all this while also increasing efficiency compared to its predecessor. The bump in efficiency comes in no small part from the use of a high strength steel structure that sheds 300 pounds, greater use of aluminum, a lighter engine, and lighter accessories.

Upping the efficiency ante is Chevy's Malibu Hybrid variant, which was distinguished at this year's Washington Auto Show as Green Car Journal's 2016 Connected Green Car of the Year™. The Malibu Hybrid won over finalists that included the Audi A3 e-tron, BMW 330e, Toyota Prius, and Volvo XC90 T8.

This model's hybrid tech is packaged so discretely there’s virtually no differentiation from a conventionally powered 2016 Malibu. Power is delivered by a 1.8-liter direct-injected four-cylinder engine mated to a two-motor drive unit, providing 182 total system horsepower. The drive unit, which is slightly modified from the 2016 Chevrolet Volt powertrain and integrates propulsion and generating motors, kicks in at higher speeds and high loads to provide additional power for acceleration. Since it’s not a plug-in, the Malibu Hybrid has a significantly smaller 1.5 kilowatt-hour lithium-ion battery pack compared to the Volt's 18.4 kilowatt-hour pack. This enables efficient hybrid operation plus a nominal mile or so of all-electric driving at speeds up to 55 mph.

Efficiency is impressive with the Malibu Hybrid achieving an EPA rated 47 mpg in city driving and 46 mpg on the highway. The conventionally powered 1.5-liter turbocharged four-cylinder version of the Malibu nets 27 mpg city and 37 mpg highway fuel efficiency, with the 2.0-liter turbo variant achieving 22 mpg in the city and 33 mpg on the highway.

The Malibu Hybrid also shares the Volt’s blended regenerative braking system, which provides maximum kinetic energy recovery during braking to generate electricity stored in the battery pack for maintaining charge. The engine features Chevrolet’s first application of Exhaust Gas Heat Recovery (EGHR), technology that uses exhaust heat to warm the engine and cabin. EGHR improves engine warm-up and ensures consistent fuel economy performance in cold weather.

Advanced on-board electronics and connectivity are hallmarks of the new Malibu Hybrid. The mid-size sedan comes standard with Chevrolet MyLink Radio and an 8-inch diagonal color touch screen, Apple CarPlay and Android Auto compatibility, rear vision camera, OnStar, and 4G LTE with a built-in Wi-Fi hotspot. That’s a lot of tech for a model that starts at an approachable $28,645 with much more highly desired technology available.

The Malibu features front pedestrian braking, low speed front automatic braking, and parking assist. When activated, adaptive cruise control maintains a set speed while also adjusting speed to keep you a safe distance from cars ahead. Selecting lane keep assist automatically provides steering input to help keep you from drifting from your lane unless a turn signal is activated,

Parents will appreciate Teen Driver, which encourages safe driving by muting the audio of any device paired with the vehicle when front-seat occupants aren't wearing seat belts. It is also the first in-vehicle system in the industry that lets parents view stored information on how their teenagers drove the vehicle, which can be a useful teaching tool for young drivers.

Hyundai has shown its willingness to push the envelope with its affordable Tucson SUV in some pretty high-profile ways. The automaker has notably offered a hydrogen fuel cell variant to consumers in limited numbers and both hybrid and plug-in hybrid concepts were shown at the most recent Geneva Motor Show.

For the here-and-now, conventionally powered models offer consumers plenty of goodness at approachable cost. Hyundai’s third-generation 2016 Tucson crossover SUV is distinguished with an edgier design that carries through the Fluidic Sculpture 2.0 design theme that debuted on the 2015 Genesis, aiming at a bolder and more athletic appearance. The Tucson is also a bit bigger this year with a one inch longer wheelbase and exterior dimensions an inch wider and three inches longer, adding to a noticeably roomier interior. Driving dynamics are improved with an enhanced suspension and a more rigid chassis using more than 50 percent advanced high-strength steel.

The 2016 Tucson features a pair of powertrains that emphasize power and fuel efficiency. Base models are equipped with a carryover 164 horsepower, 2.0-liter direct-injected four-cylinder with a six-speed automatic transmission. This SHIFTRONIC automatic offers a manual shifting mode and integrates an overdrive lock-up torque converter to boost fuel efficiency. Eco, Sport, and Limited models get a new 175 horsepower, 1.6-liter turbocharged four-cylinder coupled to a seven-speed EcoShift dual-clutch automatic transmission.

Most notable for those seeking higher fuel economy is the Eco model, which delivers one additional mile per gallon in the city and three more on the highway, achieving 26/33 city/highway mpg. The Eco uses 17 inch wheels and low rolling resistance tires to help achieve this. Sport and Limited models ride on 19 inch wheels.

All versions are available with front-wheel-drive or all-wheel-drive. The AWD system uses an electronically controlled clutch at the rear axle. The system’s Active Cornering Control All Wheel Drive provides improved all-weather traction and greater cornering capability. It does this by transferring engine torque to the rear wheels while applying braking force to the inside rear wheel and transmitting extra power to the opposite wheel, thus providing a torque-vectoring effect.

For driving off-road and in slippery conditions, there is also a driver-selectable AWD lock that allows for a 50/50 split of available torque between the front and rear wheels. A Drive Mode Select feature allows a driver to customize the Tucson’s dynamic response to alter steering effort, throttle mapping, and transmission shift points according to personal preference or changing driving conditions.

New-for-2016 are available LED headlights, LED Daytime Running Lights, and HID headlights with Dynamic Bending Light that turn-in with the direction of the steering wheel. Also new is a color LCD cluster display, individual tire monitoring, and heated rear seats. The new Tucson features a host of standard and available advanced technology safety features. These include forward-collision warning with automatic braking and pedestrian detection, blind-spot warning, lane-departure warning, rear cross-traffic alert, and adaptive headlights. A backup camera is now standard on all trim levels.

Whatever Hyundai’s advanced technology vehicle plans may be for its lineup in the future, given the popularity of the SUV segment and the current Tucson’s appealing entry-level MSRP of $22,700, it certainly appears that the Tucson will be a high-profile torch-bearer in the company’s expanding ‘green’ offerings.

The all-new, seventh-generation Hyundai Sonata that emerged in the 2015 model year proved this automaker’s ability to offer increasingly sophisticated and compelling models. It featured a more exciting design, improved road manners, and greater use of advanced on-board electronics. What it didn’t offer was a new hybrid variant.

Hyundai strategically retained its previous-generation hybrid Sonata for an additional year as it prepared to add new hybrid and plug-in hybrid models to round out the 2016 Sonata lineup. As Green Car Journal editors found during a recent 500 mile road trip in a 2016 Sonata Plug-In Hybrid Limited, the wait has been worth it. Simply, this efficient plug-in sedan is a joy to drive.

Powering both the standard hybrid and plug-in variants is a 2.0-liter, direct-injected four-cylinder engine producing 154 horsepower and 140 lb-ft torque. This engine is augmented by a 51 horsepower electric motor in the hybrid and a more powerful 67 horsepower motor in the plug-in, with torque output the same at 151 lb-ft.

The primary difference between the two hybrid variants is the size of their lithium-polymer battery. The hybrid we’ve driven before used a 1.6 kilowatt-hour battery, while the plug-in we drove this time uses a much larger 9.8 kilowatt-hour battery pack to provide extended electric driving range of up to 27 miles in electric-only mode. Once battery power is depleted the plug-in variant operates just like the Sonata Hybrid.

An ability to travel those electric miles does come with a bit of trade-off since the plug-in’s larger battery takes up additional space beneath the trunk floor. For comparison, the standard Sonata has 16.3 cubic feet of trunk space versus 13.3 in the hybrid and 9.9 in the plug-in. Still, there’s plenty of trunk space available in our judgment. Charging the plug-in takes about three hours with an available 220 volt Level 2 charger or nine hours with a 120-volt recharging unit that plugs into a standard household outlet.

The plug-in hybrid is distinguished from the standard Sonata with styling ques that include an aero kit, unique front fascia and rear diffuser, and model-specific aluminum wheels. Part of this sedan’s welcome fuel economy comes from enhanced aerodynamics that result in a very impressive 0.24 drag coefficient.

Inside, the five-passenger plug-in hybrid is essentially the same as the conventional Sonata except for a modified gauge cluster with a new color LCD multi-purpose display showing operating data on the hybrid system.

Fuel efficiency is impressive, with the Sonata Plug-In Hybrid rated at an EPA estimated 40 mpg combined fuel efficiency and 99 MPGe while driving on battery power. It features a total driving range of some 600 miles, a welcome feature during our daily drives and our road trip from California’s Central Coast to Los Angeles.

The Sonata Plug-In uses MacPherson strut suspension with a 24.2 mm stabilizer bar up front and an independent multi-link design with coil springs and a 17 mm stabilizer bar at the rear. High performance shocks are used at all four corners. During our drives on highways and twisty canyon roads we came to appreciate the Sonata Plug-In’s comfortable ride and handling dynamics that found us firmly planted through sweeping turns and switchbacks alike. The Sonata’s engine rpm-sensing power rack-and-pinion steering is pleasing and responsive.

While you can get a standard Sonata or Sonata Hybrid at Hyundai dealers nationwide starting at $21,750 and $26,000, respectively, the $34,600 Sonata Plug-In Hybrid is a bit more exclusive and available in just 10 California emissions states.

Diesel haters seem to be overly anxious to pile-on and shout ‘death to diesels’ these days. It’s human nature to take offense at being fooled and the diesel market certainly is paying the price of the recent emissions scandal. Serious deception took place and it’s far from forgotten, even as corrections are underway or being explored. The green car market is very competitive so it’s not surprising that some supporting alternative transportation technologies are quick to point the finger.

Allen Schaeffer, Executive Director of the Diesel Technology Forum, responded to a story entitled “The Dirty Truth About Clean Diesel” in The New York Times with the following statement, which the Times ran in its Opinion pages. “Here are the facts about diesel straight from the Environmental Protection Agency and California Air Resources Board: Clean diesel technology and fuels have reduced particulate matter and nitrogen oxide emissions by more than 98 percent, and sulfur content by 97 percent. The American Lung Association cites clean diesel fleets as one of the two primary reasons for improved air quality in the United States.”

Personally, I’ve owned a diesel powered Ford pickup for many years and its overall capability and economy are simply hard to replace. Consider that nearly every product we touch on a daily basis – from the food on our table to the consumer products we all rely on – are harvested and/or transported by diesel powered trucks, trains, and ships. Diesel is an important part of our infrastructure and without it the cost of all goods and services would certainly increase.

I don’t mind admitting I’m still a fan of advanced diesel. I find it discouraging that just as smaller next-generation diesel passenger vehicles were gaining momentum in the North American market, this distrust has many questioning diesel’s place in the automotive landscape. As far as the driving experience goes, it is tough to beat the satisfying torque that a modern diesel delivers. When combined with advanced transmissions they are quite fun to drive.

With EPA federal rules requiring significantly better fuel economy and lower CO2 emissions by 2025, next-generation diesel should be a key player in achieving these goals. A primary advantage of diesel has always been superior fuel economy. A diesel will generally deliver 30 percent higher fuel economy than a comparable gasoline model. That huge bump in mileage also brings a significant decrease in CO2 emissions.

Plus, it’s important to note that the more advanced diesels on the road, the greater the potential use of even cleaner-burning biodiesel, a renewable diesel fuel replacement that has experienced significant growth over the past decade.

The road back to diesel acceptance will likely come first in the light truck and sport utility vehicle market with more light-duty diesel pickups and luxury SUVs moving forward. Good examples are the recent introduction of the 5.0-liter V-8 Cummins turbo diesel in the new Nissan Titan and 2.8-liter Duramax four-cylinder turbo diesel in the mid-size Chevy Colorado and GMC Canyon. Want something a little more exotic? Land Rover and Range Rover are now offering models with their Td6 next-generation diesel, with other automakers also introducing newer, more efficient, and cleaner diesel models as well.

We hope to see lower-priced, high mileage next-generation diesel models in the near future to fill the void in the small car market.

Toyota has added ‘Prime’ to the branding of its second generation plug-in hybrid electric vehicle (PHEV) to emphasize it’s the most technologically advanced, best-equipped Prius ever. Prime is the first Toyota hybrid to feature a dual-mode generator drive system that enables the Hybrid Synergy Drive’s electric motor and generator to both provide power for maximum acceleration. A new 8.8 kWh lithium-ion battery pack delivers up to 22 miles of all-electric driving, double that of the first-generation plug-in Prius. Toyota estimates 120 MPGe or greater or the model, which is expected to be the highest MPGe rating of any PHEV.

Prime features an array of connected and advanced electronics systems including an available 11.6-inch HD multimedia screen. Prius Prime will start appearing in U.S. showrooms in late fall and will be available in all 50 states.

Positioned below the Honda CR-V in size and price, Honda’s new HR-V compact crossover aims to attract buyers with its coupe-like styling, SUV functionality,  and of course the quality and dependability of a Honda. The HR-V is based on the Honda Fit platform although it’s substantially larger than the Fit, measuring in 9.1 inches longer, 2.8 inches wider, and 3.2 inches taller. It also features a front and rear track several inches wider for a more stable ride.

These added dimensions mean the HR-V can carry people more comfortably and, of course, accommodate more gear and cargo. Since Honda located the fuel tank beneath the front seats like the Fit, the same second row Magic Seat configuration is built in, enabling the seat to fold completely flat into the floor to provide a more spacious cargo area. In fact, the HR-V’s 100 cubic feet of passenger space and 58.8 cubic feet of cargo volume with the second row seats folded down rivals the interior volume of some midsize SUVs.

The HR-V is powered by the same 1.8-liter engine as the Honda Civic, delivering 141 horsepower and 127 lb-ft torque. It comes in front-wheel-drive and all-wheel-drive versions and in LX, EX and EX-L Navi trim levels. A continuously variable transmission is available with all-wheel drive, equipped with steering wheel paddles that provide seven preset ratios. A six-speed manual transmission is available on front-wheel-drive LX and EX models.

The HR-V turns in impressive fuel economy numbers. Depending on transmission and whether equipped with FWD or AWD, highway fuel economy reaches up to 35 mpg, as good as it gets in this segment. Driving range is about 400 miles.

Like most Hondas, the HR-V comes with Eco Assist. This includes a sophisticated coaching system that helps improve driving habits for better fuel efficiency. It uses color-changing displays within the HR-V’s instrument cluster, with speedometer illumination changing from white to green depending on real-time fuel efficiency. Engaging the car’s ECON button optimizes operation of the transmission, engine, and other powertrain components to also help conserve fuel.

The HR-V hits a home run with its many desired features combined with an approachable entry point of just $19,215. Depending on trim, standard or available electronics include Brake Assist and Hill Start Assist; electronic stability control; Multi-Angle Rearview Camera; Bluetooth, Tire Pressure Monitoring, and Honda LaneWatch. Either a 5 inch color LCD screen or 7-inch touchscreen display are offered. EX-L Navi trim adds satellite-linked navigation and SiriusXM radio, HD Radio, and Honda Digital Traffic that provides real-time traffic information.

The Toyota RAV4 that emerged an all-new generation SUV in 2013 features a stylish refresh this year with a bolder front fascia, restyled bumpers, and sharper rocker panels. That’s not the big news for 2016, though, because the RAV4 now features an important new addition – the first-ever hybrid powertrain in the RAV4.

While an all-electric RAV4 variant developed with Tesla had previously been offered in limited numbers and markets beginning in 2012 and an earlier generation RAV4 EV was offered in small numbers in the late 1990s, this is a very different scenario. Toyota has priced the RAV4 Hybrid base price aggressively at $28,370 and expects it to represent about 10 to 15 percent of all 2016 RAV4 models sold.

Toyota's two-motor Hybrid Synergy Drive system is used in the 2016 RAV4 Hybrid, the same as in the Lexus NX 300h hybrid crossover. In this application the RAV4 Hybrid comes with Electronic On-Demand AWD-I, making all-wheel-drive standard in the model. Fuel efficiency is rated at 34 mpg in the city and 31 mpg on the highway. Driving range is just over 480 miles.

The RAV4 Hybrid integrates a 2.5-liter Atkinson-cycle 4-cylinder gasoline engine and 141 horsepower electric motor to drive the front wheels. A 67 horsepower electric motor provides torque to the rear wheels when the vehicle’s control system senses power is needed. Electrical energy is provided by a nickel-metal-hydride battery pack. An electronically controlled continuously variable transmission is used. Several operating modes are provided. ECO mode favors fuel economy by optimizing throttle response and air conditioning output. EV mode allows the RAV4 Hybrid to run solely on battery power for about a half-mile while traveling below 25 mph.

Inside, more premium features are used this year including soft-touch materials on the dash and door panels and a leather steering wheel. A 4.2-inch TFT multi-information display is included in a revised gauge cluster. The five passenger crossover offers ample room for five adults plus 38.4 cubic feet of cargo capacity behind the rear seats, expanding to 73.4 cubic feet with the 60/40 split rear seats folded. Rear-passenger knee room is enhanced with front seats that feature a slim seat back. The rear seatbacks also recline several degrees for added passenger comfort.

The RAV4 Hybrid is one of the first U.S. models to offer Toyota Safety Sense (TSS), a new multi-feature safety system that includes forward collision warning and automatic pre-collision braking. There is also lane-departure alert, radar-based adaptive cruise control, pedestrian pre-collision warning, and automatic high beams. A new Bird's Eye View Monitor with Perimeter Scan provides a live rotating 360-degree view of the surroundings on a 7-inch touchscreen using four cameras mounted on the front, side mirrors, and rear of the car. Limited models include blind-spot monitors with cross-traffic alerts as well.

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

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

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

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

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

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