Safety has long been a hot topic in debates over increasing fuel efficiency, but this is less so today. In 2002, Senator Trent Lott warned of ‘purple people-eaters’ (read: silly-looking golf carts) taking over the market if CAFE standards were raised; Mr. Lott now drives a Mini Cooper. Effective occupant protections are proliferating, and U.S. vehicle fatalities continue to decline.
Manufacturers are improving fuel efficiency through a host of strategies that include reducing vehicle weight by removing unnecessary material and substituting lighter materials, which in turn permits downsizing of the engine and other components. Ford, for example, has indicated its intention to reduce the weight of its vehicles by 12 percent on average by 2020. As a rule of thumb, each 10 percent reduction in body weight can lower fuel consumption by 6 percent when component downsizing is taken into account. None of this means changing vehicle dimensions – there’s no need to sacrifice protective crush space to get a more fuel-efficient ride, especially when today’s CAFE standards require smaller vehicles to meet tighter fuel efficiency targets.
At this point, weight reduction is one of the least expensive approaches to saving fuel. Composites such as carbon fiber-reinforced polymers remain expensive for the time being, but lightweight steel, aluminum and other plastics are pressed into service in vehicle configurations that frequently yield net cost reductions. The need to retool and to master challenges such as joining dissimilar materials mean the transition to lighter vehicles is gradual. But there appear to be few obstacles to a long-term trend toward substantially lighter vehicles. The trend will be especially helpful to the adoption of electric vehicles, for which downweighting is critical due to its implications for sizing costly batteries.
There may be a limit to prudent downweighting, but as the fleet turns over and collisions between vehicles of widely disparate weights occur less frequently, any such limit would shift as well. Moreover, as drivers accept increasing automation of vehicle controls, in particular collision prevention, driving around surrounded by a couple tons of metal will begin to feel very 20th century.
It is an exciting time to be involved with the auto industry, or to be in the market for a new car. The auto industry has responded splendidly to the challenge of new emission, fuel economy, and safety standards. The public is offered a greater than ever selection of vehicles with different powertrains, lightweight materials, hybrids, and electric drive vehicles across many platforms. We see increasing numbers of clean diesel vehicles and natural gas is making a resurgence, especially in the heavy-duty sector.
The positive response by the auto industry to the ever-tightening pollutant emission and fuel economy standards includes tactics such as the use of aluminum in the Ford F-150 and the increased use of carbon fiber by BMW, among many innovations introduced across many models and drivetrains. These evolutionary changes are a major tribute to the automobile engineers who are wringing out the most they can in efficiency and reduced emissions from gasoline and diesel engines. I view this evolutionary change as necessary, but not sufficient to meet our greenhouse gas goals by 2050.
New car ownership is currently down in Europe and is leveling off in the U.S. For global automotive manufacturers, however, this trend is offset by the dramatic growth in places like China and India. The potential for dramatic growth in the developing world is clearly evident: In the U.S., there are about 500 cars per thousand people, compared to about 60 and 20 in China and India, respectively.
How can these trends be reconciled with the environmental and health concerns due to climate change and adverse air quality in the developing world? The evidence for climate change accumulates by the day. Hazardous air quality in many major cities in China has drawn global attention, providing a visual reminder of how far the developed world has come and how much environmental protection needs to be accelerated in the developing world. Damaging air pollution is increasingly seen as a regional and even worldwide challenge. Dramatic economic growth in many developing countries is generating pollution that knows no boundaries. Air pollution from China, for example, fumigates Korea and Japan and is even transported across the Pacific to impact air quality in California and other Western states.
It will take a revolutionary change to provide personal mobility without unacceptable energy and environmental consequences. As a recent National Academy of Sciences (NAS) document states, it is likely that a major shift to electric drive vehicles would be required in the next 20 to 30 years. Electric drive vehicles, coupled with renewable energy, can achieve essentially zero carbon and conventional pollutant emissions. The NAS report also predicted that the costs of both battery and fuel-cell electric vehicles would be less than advanced conventional vehicles in the 2035-2040 timeframe.
This transition will not occur overnight and we will be driving advanced conventional vehicles for many years to come. In a study for the International Council on Clean Transportation, Dr. David Greene calculated that the transition could take 10 to 15 years, requiring sustained investment in infrastructure and incentives in order to achieve sustained penetration. While this investment is not inexpensive, it is projected that the benefits of this investment will be 10 times greater than the costs.
So where do we stand today on electric vehicles? We are seeing an unprecedented number of hybrid, plug-in hybrid, and battery electric vehicles across many drivetrains and models. There were about 96,000 plug-in electric vehicles sold or leased in the U.S. last year and more than 10 new PEV models are expected this year. While the sales fall short of some optimistic projections, it is an encouraging start after many years of more hope than delivery. The FC EV is expected to see significant growth after the initial limited introduction of fuel cells in the 2015-2017 timeframe by five major automobile companies.
It will take many years of sustained increasing penetration into new car sales to make this revolution a success. It is indeed a marathon and not a sprint. The challenge is how to ensure sustained sales of electric drive vehicles in the face of the many attributes of advanced technology conventional vehicles. Electric drive vehicle drivetrains have an affinity with the increasing amount of electronics on board the vehicle, which might ultimately yield very interesting, capable, and competitive vehicles.
I have little doubt that if we are serious about our energy, environmental, and greenhouse gas goals the revolution in technology will occur. All the major automobile companies seem to recognize this in their technology roadmap, which includes advanced conventional vehicles, plug-in hybrid vehicles, battery and fuel cell electric vehicles.
In conclusion, the next 20 years promise to be equally as challenging and exciting as the last 20 years. I have little doubt that the automobile engineers are up to the task ahead, but whether we have the political fortitude to stay the course to achieve the necessary air pollution and GHG reductions is far less certain.
Dr. Alan Lloyd is President Emeritus of the nonprofit International Council on Clean Transportation (ICCT). He formerly served as Secretary of CalEPA and Chairman of the California Air Resources Board.
The Ram 1500 EcoDiesel, a powerhouse pickup that offers the only advanced, fuel-efficient diesel engine in the light-duty truck segment, has earned the distinction as Green Car Journal’s 2015 Green Truck of the Year™. The award was presented at the San Antonio Auto & Truck Show in San Antonio, Texas, in the state that justifiably lays claim to being ‘truck country.’
Green Truck of the Year™ honors a truck that best exemplifies what can be achieved when environmental performance is viewed as important as traditional core values like functionality, payload, towing capability, and versatility. Blending environmental achievement with these traditional characteristics is not easy, and in many cases it’s also not cheap. But it is needed. Auto manufacturers are now placing significant new emphasis on trucks that achieve improved fuel efficiency, feature better overall environmental performance, and in some cases run on alternative fuels.
In addition to the Ram 1500 EcoDiesel, this year’s award finalists included the all-new Ford F-150, Chevrolet Colorado, and GMC Canyon pickups, plus the efficient gasoline Ram 1500 HFE. Each of these pickups brings its own brand of efficiency and improved environmental performance to bear in the truck market.
The Ram 1500 EcoDiesel distinguishes itself with a powerful and highly efficient powerplant that breaks new ground in the light-truck segment, accomplishing its mission of improved environmental performance without sacrificing the core values important to truck buyers. The engine produces 240 horsepower and a substantial 420 pound-feet of torque while offering rather impressive fuel economy, at least by pickup truck standards, with official EPA estimates of 20 mpg in the city and 28 mpg on the highway. This exceptional fuel efficiency provides a driving range of over 700 miles between fill-ups. The pickup is available in Regular Cab, Quad Cab, and Crew Cab versions with either two- or four-wheel drive.
Some of the key features of the 60-degree V-6 EcoDiesel engine include a dual overhead camshaft with 24 valves, cast iron block with aluminum heads, and a 15.5:1 compression ratio. A 29,000 psi common rail fuel injection system with solenoid injectors is used. The engine is equipped with a diesel oxidation catalyst, diesel particulate filter, and selective catalyst reduction to make it emissions-compliant in all 50 states. It can also use B20 biodiesel fuel.
Along with its considerable towing, hauling, and people-handling capabilities, the Ram 1500 EcoDiesel intelligently focuses on efficiencies with active aerodynamics including grill shutters that close for less drag at highway speeds. Other efficiency measures like an eight-speed automatic transmission and an air suspension system that lowers the truck at higher speeds are used to optimize fuel economy and achieve lower greenhouse gas emissions.
When Chrysler introduced the first clean diesel engine in the light-duty pickup segment, there was no way to know just how many pickup buyers would be won over and drive one away from the showroom. Today, production of this truck model has doubled beyond expectations and continues to gain momentum. It was clearly a breakthrough move for the Ram brand and a deserving winner of the 2015 Green Truck of the Year™ award.
While the electric LEAF is clearly Nissan’s highest-profile environmental statement worldwide, mainstream cars like this automaker’s Altima – which sells in hundreds of thousands of units annually – are the ones that carry the day. That may change in time as advanced and alternative powertrains seek to displace more conventional motivation, but this is today’s reality.
Our recent time with Nissan’s mid-size Altima 2.5 SV sedan proved this mainstream model a solid performer that not only delivers a pleasing driving experience at affordable cost, but pretty admirable fuel economy as well. Emerging two model years ago as an all-new iteration, the Altima remains a stylish choice with loads of functionality and new levels of connectivity and integration of on-board electronics.
The Altima is pleasing to the eye with a dramatic front end and sculpted fenders, a long sloping roofline, curvaceous taillights that flow into the body, and a fluid silhouette that helps achieve an efficient 0.29 coefficient of drag. While featuring an eye-catching and distinctive chrome-rimmed grille and projector headlight design, it’s otherwise devoid of gimmicky angles and lines that would diminish its appeal to mainstream buyers. Our 2.5 SV rolled on 17-inch aluminum alloy wheels and Michelin 215/55R17 tires.
Inside is a comfortable and accommodating interior designed with pleasing materials, logical controls, and pushbutton start. Remote engine start is also possible with the vehicle’s Nissan Intelligent Key, plus the ability to precondition the interior to desired temps via the key’s Intelligent Climate Control function. Both driver and front passenger are treated to what Nissan describes as Zero Gravity front seats. These fatigue-reducing seats have been designed with long commutes and road trips in mind, providing support in as close as possible to the ‘neutral posture’ position that NASA research shows a human body takes in a weightless environment. Rear seat passengers are provided comfortable seating and adequate legroom for long trips. The Altima also carries more than its share of gear for those trips with a truly spacious trunk.
Standard on all Altima models is Nissan’s customizable Advanced Drive-Assist display, which features a 4-inch color screen with 3D graphics located in the center of the instrument panel, flanked by a speedometer and tach. Here, key information can be selectively displayed including instant mpg, tire pressure readouts, audio system information, and turn-by-turn navigation instructions (in nav-equipped models).
Our Altima 2.5 SV included a Convenience Package as standard fare, adding in such niceties as a power sliding/tilt moonroof, SiriusXM Traffic and Travel Link, and folding mirrors with integrated turn signals. The SV model’s Technology Package brings an additional array of desired features including a 7-inch color touch-screen display and NissanConnect with navigation, mobile apps, and available hands-free text messaging.
Aimed at keeping driver and passengers connected while on the road, NissanConnect apps include Facebook, iHeart Radio, Google online search, and Pandora. The system is designed to allow introducing additional travel, social networking, and entertainment apps. In addition to connectivity, the Technology Package provides important safety technology including Blind Sport Warning, Lane Departure Warning, and Moving Object Detection systems.
During our 700-plus mile drive through California's gold country, we found the Altima 2.5 SV to be sure-footed, responsive, and comfortable to drive. Its 182 horsepower, 2.5-liter four-cylinder provides all the power needed on the road while delivering an impressive EPA-estimated 27 city and 38 highway mpg. An optionally available 3.5-liter V-6 provides 270 horsepower while achieving EPA-estimated 22 city and 32 highway fuel economy, a 1 mpg improvement over last year. Both versions move power to the road through an efficient Xtronic continuously variable transmission (CVT).
Higher fuel efficiency is an imperative these days and Nissan clearly gets it, especially with its 2.5-liter engine. The Altima achieves its efficiencies in myriad ways including the integration of lightweighting techniques like a thermoplastic resin intake manifold, lower rolling resistance tires, 40 percent friction reduction in the transmission, and a regenerative alternator that operates only while coasting to reduce parasitic load on the engine.
Nissan’s Altima is one of the best selling cars in the country and this automaker’s top selling model, period. Staying ahead of the curve in the crowded mid-size market is no easy thing, with the competition continually raising the bar in efficiency, safety, value, and performance. The 2015 Nissan Altima keeps its winning personality and adds in the right mix of new features and advanced electronics to keep its stride in this hot market segment.
Hyundai Sonata fans have expanded choices this year with the addition of a more efficient eco model. The 2015 Hyundai Sonata offers three four-cylinder powerplants including a standard 185 horsepower, 2.4-liter GDI (gasoline direct injection) engine in the Sonata SE and an optional 245 horsepower, 2.0-liter GDI engine in the Sonata 2.0T. The new Sonata Eco brings a 177 horsepower, 1-6 liter turbocharged Gamma engine to the party, a powerplant already available in the Hyundai Veloster. A hybrid version of the Sonata will come later.
Like Ford’s EcoBoost technology, the 1.6 T GDI Gamma engine uses a turbocharger, direct fuel injection, and CVVT (continuous variable valve timing) to achieve its high mpg goals. In the Sonata Eco, the exhaust manifold-integrated, twin scroll turbocharger features an air guided intercooler. The Sonata Eco is the first Hyundai to use a new seven-speed dual-clutch transmission.
All this adds up to an estimated 28 mpg city/38 mpg highway fuel efficiency rating, a 10 percent improvement over a 2.4 liter powered Sonata SE. Correspondingly, the Eco model costs about 10 percent more than the base Sonata 2.4-liter version as well. The Eco engine meets California’s ULEV-2 (Ultra-Low Emission Vehicle) and Euro 5 emissions standards.
The Sonata Eco comes standard with all the features of a Sonata SE plus a chrome grille, side mirror-mounted turn signal indicators, and automatic headlights. Inside, Eco drivers also get stitching on the instrument cluster hood, chrome interior door handles, 5-inch color touchscreen audio, rearview backup camera, 10-way power driver seat with lumbar support, and a Blue Link telematics system. The only option is the Technology package that includes a Blind Spot Detection System with Rear-Cross Traffic Alert and Lane Change Assist, leather upholstery, heated front seats, voice-controlled navigation system with an eight-inch screen, and more.
The 2015 Sonata Eco will go into production at the Hyundai Motor Manufacturing Alabama plant later this summer.
The San Antonio Auto & Truck Show has a big interest in trucks. After all, we’re talking Texas. Now ‘green’ is gaining even more emphasis at the show with Green Car Journal’s inaugural Green Truck of the Year™ award.
Green Car Journal has presented its coveted Green Car of the Year® award in Los Angeles for the past decade, recognizing the best and the brightest vehicles with improved environmental performance. The Green Truck of the Year™ award program in San Antonio is a natural complement. Trucks are a high-profile part of the San Antonio Auto & Truck Show and Texas is the largest truck market in the nation, making this an ideal venue for this new high-profile award.
In selecting the program’s five finalists, Green Car Journal editors consider all potential truck models in the U.S. market, weighing environmental attributes alongside traditional touchstones that define what makes a great pickup, such as functionality, versatility, safety, value, and style. The 2015 Green Truck of the Year™ winner is selected from these five finalists by a Green Truck of the Year™ jury comprised of automotive experts and Green Car Journal staff.
Trucks are no strangers to Green Car Journal. The magazine’s editors and writers have deep backgrounds with trucks, having served on staff at enthusiast truck publications during their careers. They have owned sport trucks, work trucks, custom trucks, and off-road trucks so they know what's important to truck buyers, just as they know the importance of 'green' features in the trucks of our future.
The 46th annual San Antonio Auto & Truck Show will take place on November 6-9, 2014 at the Henry B. Gonzalez Convention Center in San Antonio, Texas, with the 2015 Green Truck of the Year™ announced during the show's media day on November 6. Presented by the San Antonio Automobile Dealers Association, the show highlights the auto industry’s newest innovations and provides a ‘one-stop shop’ for evaluating the latest cars, trucks, and technologies. It is recognized as South Texas’ premier automotive event.
Illuminating the road ahead is a crucial element in driving. It’s also one that has long benefitted from technological innovation. To this end, Audi celebrates the evolution of automotive lighting with its Sport quattro laserlight concept car. The high performance, two-door, Plasma Red coupe harkens back to the iconic 1983 Sport quattro even as it’s abundant advanced technology and design cues point to the future.
The laserlight concept is named for its future lighting technologies. Two low-profile trapezoidal elements are visible within the headlights. An outer one generates low beam light using matrix LEDs and an aperture mask, while an inner element produces laser light for the high-beam.
Laser diodes are significantly smaller than LED diodes, only a few microns in diameter. They can illuminate the road for a distance of nearly 1,640 feet, approximately twice the lighting range with three times the luminosity of LED high beam lights. This technology is finding use in the 2014 R18 e-tron quattro for track duty.
Motivating the laserlight concept is a 4.0-liter, bi-turbo V-8 TSFI (turbo stratified fuel injection) engine and a disc-shaped electric motor located between the engine and transmission. The V-8 produces 560 horsepower and 516 pound-feet torque, with the electric motor contributing an additional 148 horsepower and 295 pound-feet torque. A modified eight-speed Tiptronic transmission is mated to the quattro drivetrain with a sport differential at the rear axle.
Electrical energy is stored in a 14.1 kilowatt-hour lithium-ion battery, sufficient for 31 miles of all-electric driving. When the V-8 and electric motor are working together, the Audi Sport quattro laserlight concept can accelerates from 0 to 62 mph in 3.7 seconds. Top speed is 189 mph. This impressive performance comes with an equally impressive 94 US mpg fuel economy. This is achieved in part through its electric plug-in operation in addition to a cylinder on demand system that deactivates four cylinders of the V-8 under partial load. Also helping is a start-stop system and several levels of regen braking to enhance driving dynamics.
Drivers can switch between three different modes. In EV mode, just the electric motor operates with sufficient high torque power, even outside the city. The active accelerator pedal indicates the transition by a change in pedal resistance so a driver can intentionally influence the mode selection. The Hybrid mode provides optimal interplay between the V-8 and the electric motor for best fuel-savings, and additionally incorporates environmental and route data. A driver can choose the Hold and Charge modes to ensure sufficient electrical energy is available for electric-only driving at their destination. There are different levels of regenerative braking to enhance the driving experience.
The laserlight’s multifunction sport steering wheel has buttons to control the hybrid drive, start-stop function, vehicle handling system, and the car’s virtual cockpit. Key information is shown on the large Audi TFT display in high-resolution 3D graphics. A cutting-edge Nvidia Tegra 30 processor handles the graphics.
Nearly all functions can be controlled from the further-developed MMI mounted on the center console. Its large rotary pushbutton, which also serves as a touchpad, can be pushed in four directions. It’s surrounded on three sides by four buttons that control the main menu, submenus, options, and a back function. The intuitive layout is similar to a smart phone with all frequently used functions accessed lightning fast.
Lightweight design plays a major role in the Audi laserlight concept’s dynamic performance. A combination of ultra high-strength steel sheet and structural elements of cast aluminum is used in the occupant cell. The doors and fenders are made of aluminum, with the roof, engine hood, and rear hatch and other components made of carbon fiber reinforced plastic (CFRP). Thus, the concept weighs 4,079 pounds including the weight of the large battery pack.
Race car designers go to extreme measures to make competition vehicles as light as possible. Lighter is faster. It’s simple physics; less horsepower is required to accelerate a light vehicle compared to a heavy one. So on a given amount of horsepower, a lighter race car with advanced materials will be faster than one that weighs even a few pounds more. It also takes less energy to slow the car, providing better braking performance. The use of lighter and more advanced materials generally contributes to better handling, too, since there is less mass working on the chassis through the corners.
Lighter vehicles are also more environmentally friendly since they require less energy to move from point A to point B. Shaving a few hundred pounds off a car design can yield major improvements in fuel economy. In addition to improved mileage, electric vehicles will see longer range between charges if they can be made lighter.
Trimming pounds off a production car is not as easy as it seems, however. Today’s road worthy vehicles must feature hundreds of pounds of federally mandated safety equipment that wasn’t required or available a few decades ago. Equipment like antilock brake systems, multiple airbags, advanced computer controls, and crash mitigating high-strength body structures all add weight to a vehicle design. Pile on the comfort and convenience equipment that most new car buyers expect in a modern car or light truck and the extra bulk adds up fast.
That’s why vehicle designs like the new BMW i3 and i8 are so intriguing. These models are revolutionary for mass production vehicles, featuring clean sheet designs that found BMW designers throwing traditional materials and production methods out the window, resulting in lightweight electric-drive cars with maximum strength for safety.
For example, the i3’s primary body and chassis structure are composed of two separate units that form what BMW calls the LifeDrive architecture. The primary body structure is the Life module and the Drive module incorporates the powertrain components. The passenger cell module is made from Carbon Fiber Reinforced Plastic, or CFRP. This is the first ever use of CFRP in a mass production vehicle. Carbon Fiber Reinforced Plastic is every bit as strong as steel yet is 50 percent lighter. When you can trim half the weight off something as large as a body structure, you are talking major weight savings.
Aluminum has been used as a lightweight material in the transportation industry for many years. The i3’s rear Drive module that houses the electric drive motor, rear suspension, and optional range extending gasoline engine is made of aluminum. While both are light and strong, Carbon Fiber Reinforced Plastic is even 30 percent lighter than aluminum. Materials throughout the i3 were selected for their weight saving properties and for their sustainability characteristics.
Beneath the flat floor (there is no transmission tunnel) of the i3 is a space-saving 22-kWh lithium-ion battery pack that tips the scales at 450 pounds. Power is delivered by a hybrid synchronous electric motor. The motor produces 170 horsepower with 184 lb-ft torque and can spin up to 11,400 rpm. The compact electric motor offers immediate torque and weighs just 110 pounds. With a curb weight of just 2,700 pounds, the i3 is nimble and great fun to drive. As in racing, automakers strive to save weight because it gives them a competitive edge. Sometimes, less is more.
Subaru is somewhat late to the game when it comes to hybrids, with its first entry – the XV Crosstrek Hybrid – making its appearance in dealer showrooms in recent months. It is based on the automaker’s conventional XV Crosstrek crossover model that debuted late last year.
Like all Subaru models except for the rear-drive BRZ sports car, the XV Crosstrek Hybrid features all-wheel drive, in this case the Active Torque Split version of Symmetrical All-Wheel Drive like that used in the non-hybrid XV Crosstrek. The system sends torque to the four wheels all the time and adjusts torque distribution in response to acceleration, cornering, and road conditions.
Likewise, the same 2.0-liter, four-cylinder BOXER engine is installed. The engine is rated at 148 horsepower and 145 lb-ft torque. For its in-house-developed parallel hybrid, Subaru adds an electric motor that’s integrated with the automaker’s Lineartronic continuously variable transmission. The motor supplies an additional 13.4 horsepower and 48 lb-ft torque, mainly to augment power for acceleration and hill climbing. It can also provide a brief period of all-electric driving.
Surprisingly, the Subaru hybrid uses a nickel-metal hydride battery pack rather than the more advanced (and costlier) lithium-ion batteries favored by many of the latest competitive hybrid models. The battery is kept charged via regenerative braking and fuel economy is helped by a stop-start system. This adds up to an estimated 28 mpg in the city and 34 mpg on the highway. This is an improvement of 5 mpg city and 4 mpg highway fuel economy compared to the standard XV Crosstrek.
The XV Crosstrek Hybrid retains the all-terrain capability expected in a Subaru. This includes 8.7-inches of ground clearance, four-wheel independent suspension, and special chassis tuning for more agile handling. The NiMH battery is located beneath the rear seats where it only slightly reduces passenger and cargo capacity.
Subaru’s standard XV Crosstrek Hybrid is available at an MSRP of $25,995. It features a 4.3-inch multi-function color display, exclusive to the XV Crosstrek Hybrid, that shows energy flow according to driving conditions. By switching screens, it displays driving information, entertainment content, and images from its standard rear vision camera. A Touring version is priced at $29,295 that comes with a touch-screen navigation system, leather-trimmed seating, power moon roof, and other upscale features.
The Toyota Corolla, the world’s best-selling nameplate worldwide with over 40 million sold since 1966, has long been a popular model due to its blend of efficiency and affordability. Toyota has upped its game with a completely-restyled 2014 Corolla that, for the first time, adds visual excitement with a more aggressive exterior design. The all-new compact sedan also brings improved driving dynamics and even greater efficiency, achieving up to 42 highway mpg delivered by the model's new Eco version.
This four-door compact sedan is offered in L, LE, S, and LE Eco versions. All are powered by a 1.8-liter DOHC four-cylinder engine. The L. LE, and S engines feature dual variable valve timing with intelligence (VVT-i), offering 132 horsepower and EPA estimated 36 to 38 highway mpg, depending on transmission choice. The fuel sipping LE Eco engine is equipped with the first use of Toyota's Valvematic technology in this country, with this new tech bringing 140 horsepower and a highway fuel economy rating of 42 mpg with a bit less torque. Valvematic, a tweak to the already-efficient variable valve system, works by minimizing intake-valve lift at small throttle openings to reduce parasitic pumping losses.
A driver selectable ECO function moderates acceleration and optimizes on-board systems to increase mpg by remapping the first half of the throttle travel for reduced response. The climate control system is also optimized to use less energy. The L variant uses a four-speed automatic transmission, while all others come with a continuously variable transmission with intelligence and shift mode (CVTi-S).
The 2014 Corolla offers impressive fuel efficiency, notably greater rear seat legroom than the previous generation, and high-value. Standard equipment includes LED headlamps, Bluetooth connectivity, air conditioning, power locks and windows, and eight airbags. All but the entry level L version have such desired features as a back-up camera, automatic climate control, cruise control, keyless entry, and Entune infotainment with a 6.1-inch touch screen as standard equipment.
Clearly, you get a lot for the money – one of the Corolla's endearing features. For 2014, buyers also get quite a satisfying driving experience for this class of vehicle and styling that requires a second look.
SPECIFICATIONS
Model: Toyota Corolla L, LE, S / Eco
Base-Level Drivetrain: Front-wheel drive
Type: Compact 4-door sedan
Base MSRP: $16,800-$21,300
Engine: 1.8 liter four-cylinder
Emissions, EPA/CARB: ULEV-II, LEV3
Valves, Configuration: 16-valves, VVT-i or Valvematic
Horsepower @ rpm: 132 @ 6000, 140 @ 6100
Torque @ rpm: 128 @4400, 126@ 4000
Transmission: Continuously variable transmission
Fuel Economy City, mpg: 27-30
Fuel Economy Highway, mpg: 36-42
Cruising Range, mi : 460
Passenger capacity: 5
Fuel Capacity, gal: 13.2
Curb Weight, lbs: 2855
Wheelbase, in: 106.3
Length, in: 182.6
Width, in: 69.6
Height, in: 57.3
The evolution of the auto industry has been no less than amazing. I have witnessed this first-hand while documenting the advent of ‘green’ cars over two decades at Green Car Journal and at Motor Trend before that. We had electric cars back in the 1990s as we do now, battling for acceptance, with other alternative fuels also jockeying for position amid an expansive field of conventional vehicles. Things change, things stay the same…although the numbers have improved for electrics.
While not particularly ‘green’ in earlier years, the automotive field did show early inclinations toward efficiency, particularly after the Arab oil embargo of the 1970s and oil disruptions of the 1980s. That was short lived as gasoline disruptions eased and gas was again plentiful and cheap. It was the 1990s, though, when industry and consumer interest in ‘green’ kicked into high gear.
The advancement of ‘green’ vehicles has largely been driven by the State of California, which has long required new vehicles to run cleaner than those meeting federal standards, a nod to the state’s epic half-century battle with urban smog. California has led the way in recent times with its milestone low emission vehicle program and its requirements for ever-cleaner running cars meeting seemingly impossible emissions goals. All this led to more stringent federal standards and, along the way, internal combustion vehicles with near-zero tailpipe emissions. It also hastened the introduction of hybrids and battery electric cars.
Early on, interest in greener cars was primarily driven by concerns such as tailpipe emissions, air quality, and petroleum dependence, the latter focused on resource depletion, the environmental cost of petroleum production, and significant dependence on imported oil. But that has evolved. The release of multiple studies singling out CO2 emissions as a major contributor to climate change added yet another reason to demand cleaner cars, with carbon emissions now a focal point. New regulations requiring much higher fuel economy in the years ahead – accomplishing the multiple goals of reducing petroleum use and lowering CO2 emissions through higher efficiency – have helped change the dynamic as well, as have the shockingly high gas prices seen late last decade. Together, they created the perfect storm for ‘green’ cars.
The cumulative result of regulations and incentives – plus an auto industry increasingly looking at ‘green’ not only as a requirement but as a market advantage – is a field of greener choices at new car showrooms. We now have internal combustion vehicles with near-zero emissions. A growing number of vehicle models are hybrids, plug-in hybrids, and battery electric cars with a few gaseous fuel models as well. The vast majority, however, are conventional vehicles that are worlds better than those of the past – gasoline and clean diesel models that achieve 35, 40, and 45 mpg or better with 50+ mpg clearly on the horizon.
While electric vehicles are often the topic du jour, it’s evident that new car buyers want the ability to pick their path to a greener driving future, choosing the vehicle, powertrain, and fuel that make them comfortable in their daily journeys. It has been satisfying to witness the auto industry’s decades-long evolution that’s now enabling consumers to do just that.
It’s hard not to wear a broad grin while driving Audi’s 2014 A6 TDI. One of a growing array of upscale TDI models in the Audi stable, the $57,500 A6 TDI presents a compelling case for premium mid-size sedan buyers to go clean diesel. Time behind the wheel illustrates the well-balanced nature of the A6 TDI, which artfully blends luxury, comfort, performance, and efficiency in a very desirable package. Plus, it’s just fun to drive.
The A6 TDI’s 3.0-liter turbocharged direct injection V-6 is surprisingly quiet and smooth, dispensing with the two inherent challenges that diesel as a whole has faced in attracting U.S. buyers in the past. Ride quality, handling, and overall driving characteristics are excellent. The A6 TDI is powerful, with strong low-end torque pressing you back in the seat with ease while delivering 240 hp and an impressive 428 lb-ft torque. All this power is channeled to the highway via an 8-speed tiptronic transmission and quattro all-wheel drive. Acceleration from 0-60 mph is achieved in a quick 5.5 seconds.
This level of power-at-the-ready does not sacrifice efficiency as one might expect, particularly in highway driving as the model achieves a rather impressive 38 mpg. Total driving range of over 700 miles is possible. The TDI clean diesel’s inherent efficiency is bolstered with other efficiency measures including a relatively lightweight chassis and aluminum body panels, plus a start-stop efficiency system that shuts the engine down under specific conditions such as extended idling or at stoplights. The engine restarts instantly when a driver releases the brake pedal.
Driving performance and efficiency are just part of the story with the Audi A6. This model makes a point of enveloping driver and passengers in a luxurious and accommodating interior, paying great attention to detail throughout the cabin with a curved wraparound dash, fine leather, and high-end materials. Instrumentation and controls are well placed and intuitive.
Infotainment and connectivity features are extensive with MMI Navigation plus and Audi connect, which offers Google Earth mapping and in-vehicle Wi-Fi connectivity for up to eight wireless devices. Available are an array of sophisticated features including night vision assistant, heads-up display, and Audi pre sense plus, the latter system helping to detect imminent collisions and initiate protective measures.
The A6 TDI presents a very upscale exterior with sharp lines and unmistakable Audi design cues, among these Audi’s signature LED lighting technology. Add in efficient and responsive TDI power and the package gets even more compelling.
Nissan’s one-of-a-kind Frontier Diesel Runner made its first appearance at the Chicago Auto show, illustrating this automaker’s interest in the increasingly important clean diesel pickup market. Powered by a 2.8-liter Cummins turbo diesel with nearly 200 horsepower and, more importantly, some 350 lb-ft torque, the pickup features the performance and functionality required of today’s pickup buyers who often combine work and personal applications.
The Diesel Runner is based on Nissan’s Frontier Desert Runner 4x2 model and was created to gauge consumer reaction to a diesel-powered midsize Nissan pickup. No doubt, things will go in that direction. Nissan already has a partnership with Cummins to provide 5.0-liter turbodiesel V-8s for its next-generation Titan full-size pickup that’s arriving in 2015.
The American Council for an Energy-Efficient Economy (ACEEE) considers the 2014 Smart ForTwo Electric the ‘greenest’ car in the U.S. market. The car topped the organization’s Greenercars.org 2014 Environmental Scores list with a 59 out of 100 score, the highest ever for the program. Also on the ‘greenest’ list, in descending order: the Toyota Prius C; Nissan LEAF; Toyota Prius; Honda Civic Hybrid; Lexus CT200h; Toyota Prius Plug-In Hybrid; Mitsubishi Mirage; Honda Civic Natural Ga;, Honda Insight; Smart ForTwo Convertible/Coupe; and the VW Jetta Hybrid.
How does this work? Greenercars.org assigns each vehicle a ‘Green Score’ that incorporates lifecycle greenhouse gas and criteria pollutant emissions. Changes were made to the methodology this year to more accurately quantify environmental impacts, including updates to evaporative emissions estimates; in-use emissions of methane and nitrous oxides; and gasoline, diesel, and natural gas ‘upstream’ emissions. Vehicles not intended to achieve significant sales volumes are not eligible for spots on the “Greenest” list.
Considering the sheer number of SUVs and crossover vehicles seen in any given parking lot these days, there’s no doubt this is a crowded field with many relevant players. The key is finding the one amid the crowd that best promises to meet your needs and speak to your sensibilities. If ‘green’ takes a top spot in your playbook along with sportiness, functionality, and value, then you’re a candidate for Mazda’s CX-5.
Our initial experience with the all-new 2013 Mazda CX-5 last year was enlightening, and really, eye-opening. We’ve driven crossover SUVs for many years and can attest that for the most part, high fuel efficiency is not their game. Rather, it’s all about style, functionality, safety, and comfort. The ability to haul people and gear is important. That usually comes at the cost of fuel economy because these vehicles are typically larger and heavier than passenger vehicles by nature, which means greater power is required to move them.
But that changes with crossovers like the Mazda CX-5 SKYACTIV. A bit more compact in stature, the CX-5 is right-sized for most buyers wishing all the attributes of a crossover SUV but don’t want to wince at the pump. This model’s eye-catching style is a good opener for drawing potential buyers, as is its surprisingly accommodating interior, comfortable five-place seating, and approachable price.
Cinching the deal is this vehicle’s fun-to-drive nature and admirable fuel efficiency. Two fuel-efficient engines are available. The base Sport model comes standard with Mazda’s 2.0-liter, 155 horsepower SKYACTIV-G four-cylinder powerplant. Uplevel Touring and Grand Touring models are motivated by a new-for-2014 2.5-liter, 184 horsepower SKYACTIV-G engine.
While perfectly fine with 2.0-liter CX-5 variants driven before, we do enjoy the extra 29 horsepower provided by this model’s 184 hp 2.5-liter SKYACTIV-G engine. Acceleration and gear transitions are crisp, as expected of the Mazda marque.
Cars of Change editors have been living with a 2014 Mazda CX-5 Grand Touring long-term test car for some months now to get an in-depth sense of the model. During our time with the car to date, editors have come to appreciate the CX-5’s stylish design and its notable functionality. Over the first 8,000 miles of our year-long test, we have experienced the CX-5 under conditions familiar to most of our readers – daily commuting, running errands around town, and road trips that allow long-distance evaluation – with the latter often finding us folding the rear seats down and stuffing the cargo area with an amazing array of gear for our travels.
We’ve found the CX-5 to be nimble and fun as a daily driver under all these conditions, blending efficient motoring with the sophistication we like in an SUV. The cabin is comfortable and the controls intuitive. We’re sold on the optional blind spot monitoring system and especially the rear-view camera, an indispensable feature in our parallel parking-focused town. While lightweight high-tensile steel is used prolifically to help lessen curb weight and contribute toward the CX-5 Grand Touring’s EPA estimated 32 highway mpg (35 mpg in the Sport variant with the smaller 2.0-liter engine), this model doesn’t feel like a lightweight with its satisfying and quiet ride.
Mazda’s CX-5 delivers big time for its very reasonable $21,195 to $28,870 price tag, offering an array of desirable features with the benefit of class-leading fuel economy. The real bottom line for most is how all this comes together in the daily driving experience, and in that regard we’ve found the CX-5 delivering as promised, consistently.
There are two basic ways to maximum mpg – have a fuel efficient vehicle and drive your vehicle efficiently. Honda’s Eco Assist does both. Eco Assist, short for ‘Ecological Drive Assist System,’ performs two basic functions. First, there is a sophisticated feedback system that coaches drivers to drive more efficiently. In addition there’s an ECON button that optimizes the vehicle’s operation to maximize fuel efficiency. The system debuted on the Honda Insight hybrid in 2009 and Honda has expanded availability to other Honda models including the Civic, CR-V, and Accord.
Eco Assist helps drivers develop driving habits that enhance fuel efficiency by providing feedback via color-changing displays, typically integrated in the speedometer, that indicate fuel efficiency in real time. Fuel-saving behaviors like smooth acceleration and braking cause the display to glow green. Somewhat less fuel-efficient driving habits glow blue-green. Aggressive starts and stops that consume extra fuel cause the display to glow blue. By striving to keep the display in the green, drivers receive help in developing driving habits that improve fuel economy.
Pressing the green dash-mounted ‘ECON’ button optimizes operation of the transmission, engine, and other powertrain components to help conserve additional fuel. For example, a gentler throttle pedal setting limits power and torque by a small amount. Also, air conditioning is set to consume less energy by operating more in the recirculation mode or reducing the speed of the automatic climate control blower. On hybrid vehicles, the Idle Stop feature might be engaged sooner, the CVT (continuously variable transmission) further optimized, and battery charging during regenerative braking increased.
Drivers of Honda hybrids are provided additional feedback about cumulative, long-term driving style via a Multi-Information Display (MID). This includes fuel economy figures for the past three trips, as well as instantaneous and average fuel economy statistics. The goal is to encourage drivers to take an interest in developing fuel efficient driving habits over the long term. Here, ‘green’ driving styles are rewarded by the number of leaves displayed in the instrument cluster, indicating the level of environmentally responsible driving performance. With the ignition switch on, the display scores driving practices in real time. When the ignition switch is turned off the leaves score driving in the just-completed cycle (startup to shutdown), while a horizontal bar in the lower part of the display scores cumulative lifetime driving performance.
Eco Assist combines multiple functions – the driver-activated ECON mode that optimizes control of the continuously variable transmission, engine, and related powertrain components to conserve fuel, plus the scoring function. The latter provides cumulative, long-term feedback through the graphic leaves that grow over time as drivers learn and implement driving practices that increase fuel economy.
Volkswagen's very impressive XL1 is the poster child for mpg to the max. We’ve been following this car’s development program for years now, hearing that it was a production-intent program but fairly skeptical that a vehicle with such a stratospheric fuel efficiency target could ever be built, at least beyond the prototype stage
Yet, here we are. VW is moving beyond development and will be producing the limited-production carbon fiber car at its Osnabrück plant in Germany.
The sleek and innovative XL1 boasts an array of features that tantalize the imagination, like that magic 261 mpg fuel economy rating. It weighs just 1753 pounds and has a 0.19 Cd, the lowest drag coefficient of any production car.
And performance? Acceleration from 0 to 60 mph is just over 12 seconds and top speed is 99 mph, enabled by a plug-in diesel-electric hybrid powertrain using a 47 hp two-cylinder TDI engine, a 27 hp electric motor powered by lithium-ion batteries, and a seven-speed DSG automatic transmission.
VW says it will build 250 of the super-efficient XL1, which of course is barely enough to whet the appetite of a mpg-hungry market, but is enough to prove the point that such a car is do-able. These are destined mostly for the automaker's home market. While a small number of these will be brought to the U.S. for testing, there is no intent to market the car on our shores.
Even as the XL1 plies highways at the hands of those privileged enough to claim one, this pretty incredible vehicle will be influencing vehicle development programs at VW in some pretty big ways for years to come.
Full size pickups are big and not necessarily considered ‘green,’ but there’s been movement in recent years to remedy that. One of the notable entries is the Ram 1500 now offered in HFE (High Fuel Economy) and clean diesel versions. The Ram pickup, a staple for the Dodge brand for more than three decades, morphed into a Ram Truck product several years ago.
We had the opportunity to put over 500 miles on the odometer during a recent road trip and found the Ram 1500 HFE an accommodating ride. Our Ram 1500 HFE Regular Cab was powered by a new 3.6-liter Pentastar V-6 rated at 305 horsepower with 269 lb-ft. torque, a combination that provided a confident driving experience during our travels. It’s EPA rated at 18 mpg in city driving and 25 mpg on the highway, which tracked well with our 23.2 mpg average achieved even while hauling furniture. While towing wasn’t part of our regimen, this two-wheel drive pickup is capable of towing up to 6,500 pounds.
Helping achieve significantly improved fuel economy is a new TorqueFlite 8 automatic transmission that doubles the number of gears compared to previous four-speed transmissions. Shifting is via a dash-mounted rotary e-shift replacing both column and floor shifters. An oddity at first, we really grew to like shifting with this easy-to-use rotary dial.
The Ram 1500’s fuel saving technologies include a stop-start system that improves fuel economy by up to 3.3 percent. Many innovations individually bring one or two percent improvements by reducing parasitic losses that zap engine power. For instance, electric power steering reduces the need for the engine to constantly power a hydraulic pump and contributes toward improving fuel efficiency up to 1.8 percent while adding five horsepower. A new thermal management system quickly raises engine and transmission fluid temperatures to reduce parasitic losses, while pulse-width modulation decreases the alternator’s parasitic electrical load.
A wind tunnel-optimized exterior and active aerodynamics like grille shutters and air suspension bring a 6 percent aerodynamic improvement and a drag coefficient of 0.36, outstanding for a pickup. The truck’s air suspension system has five height settings, with its aero mode lowering the truck and improving fuel efficiency by 1 percent. The truck also rides on low rolling resistance tires.
Reducing weight improves fuel economy. The Ram 1500 HFE has shaved about 67 pounds from overall weight with a redesigned frame, new box floor cross-members in the bed, new front bumper, and an aluminum hood. The Pentastar V-6 and TorqueFlite 8 reduce weight by about 76 pounds.
Clean diesel fans will appreciate the new 3.0-liter EcoDiesel variant of the Ram 1500, a model that uses many of the same fuel saving technologies as its gasoline sibling. The turbocharged V-6 produces 240 horsepower and 420 lb-ft. torque and offers a 7,450 pound towing ability. Developed and manufactured by VM Motori, the new EcoDiesel is approved for running on B20 biodiesel fuel.
