You coulda had a V8... but who needs it?

A recent article on the cover of the industry trade journal Automotive News reported that GM has canceled plans to develop a replacement to Cadillac's Northstar V8. Instead, GM's direct-injection 3.6-liter V6 (with maybe even a turbodiesel six available) would become the Big Kahuna in the sedan line-up. This is partly blamed on the new CAFE fuel economy regulations. But there is a bit more to the story than that.

Sure, there is a certain prestige in having a DOHC V8 in a luxury sedan. It earns bragging rights in enthusiast magazines and Internet forums, where everybody envisions themselves as a "high roller." Given that Cadillac used to bill itself as "The Standard of the World," could a V8-less (save for V-series models that use a version of the Corvette's pushrod V8) Cadillac regain that status?

Thing is, that argument seems to have been answered already in the marketplace. Buyers in this vehicle class—Acura RL, BMW 5 Series, Cadillac STS, Lexus GS, Infiniti M, and Mercedes-Benz E-Class—overwhelmingly choose six-cylinder engine versions. (Of course, they have no choice for the RL.)

This decision is strongly helped by fantastic six-cylinder engine options, which combine big power and decent fuel economy. We bought a 2008 Cadillac STS, with its new standard 302-hp direct-injection V6 engine, to put through our track tests. It sounds great and gets to 60 mph in 6.4 seconds. It even returns 18 mpg overall on regular fuel. We never tested a STS with the Northstar V8, but it's really hard to want more than that this V6—or to justify the V8's extra 18 hp, 43 lb-ft of torque, heavier weight (GM says 150-200 pounds) and close to $6,000 price premium.

It's not just Cadillac. The BMW 535i we tested uses a 300-hp, twin-turbocharged, inline-six that gives effortless acceleration (0-60 mph in 5.8 seconds) and an impressive 22 mpg on premium. The six-cylinder Lexus GS350 actually has more horsepower (303 vs. 290 hp) than last year's 4.3-liter V8 GS430. (That changed for 2008 with the top-level GS getting the Lexus LS460's 4.6-liter, 342-hp V8.) But these six-cylinders are all refined and responsive, so you're not exactly suffering.

With this level of performance and refinement, more companies are following suit in moving away from V8 power; Ford announced several months ago that the top engine in the Lincoln MKS luxury sedan would be a turbocharged, direct-injection six-cylinder.

Arguing issues of need vs. want are tricky in the automotive world, especially when it comes to luxury sedans. After all, you can argue that no one needs one of these cars, anyway. But it strikes me that the aforementioned V8 models don't make much sense anymore, except for bragging rights at the country club. And if that's what important to you, use the money you saved on the six-cylinder's lower purchase price and cheaper running costs and go buy the V8's model badge to glue on the car's deck lid.

—Tom Mutchler

From the logbook: Chevrolet Malibu

There's no question that General Motors' goal was to make the redesigned Chevrolet Malibu's styling more modern and appealing. Chevrolet has gone as far as poking fun of past Malibu styling in its commercials. One even has police officers failing to see a bank robber's getaway car that they've surrounded. (The ad shows an Oldsmobile Cutlass, which was a twin to the concurrent Malibu.)

But focusing on the Malibu's styling, or its past popularity in rental car fleets, is missing the point. The last two generations of the Malibu (introduced in 1997 and 2004, respectively) were decent, practical cars even though they lacked the refinement and performance of class-leaders like the Honda Accord or Toyota Camry. This time around, the Malibu aims higher to better compete with those family sedan juggernauts. The '08 Malibu has already won a stack of awards, being named to several Top-10 or "Best" lists by enthusiast magazines.

What do we think? We're finishing up our test of the two Malibus we bought: a LT four-cylinder and a loaded LTZ V6. Let's flip through the logbooks for an early look:

"Wow. Impressive to drive, even in the four-cylinder version."

"Best normally-aspirated Ecotec (four-cylinder engine) application out there - reasonably quiet most of the time."

"Decent enough seats, but hard to reach seat levers and manual recline sucks [on our LT]."

"Low levels of interior noise for class."

"I would be completely happy with this four-cylinder; plenty of power even for merging and passing."

"My greatest complaint is that I really liked the visibility of the squarer previous version."

"Chrome accents shine distractingly on the windshield."

"Finally a domestic four-cylinder that doesn't sound bad."

"[The LT's] handling seems a step better than the [V6] LTZ, with a lighter, more agile feel."

"Great [V6] powertrain."

"I'm disappointed with the low shoulder belt anchor, poorly placed seat heater switch, and lack of a shifter indicator in the dash. The good news: taut handling; excellent controls; nicely styled exterior and interior (rare in any car); great driving position and seat comfort; roomy rear seat; and loaded with features."

"Distinctive dashboard - definitely not a 'me-too' design."

"I like the terracotta-colored interior [in our LTZ]."

"I do not like the interior trim. The dash has a pink tone to it, whereas the other browns are more orange."   

"This is a heavy hitter that competes head-on with Camry, Accord, and Altima."

"Really no reason for GM to build the G6, Aura, Impala, or LaCrosse anymore - just sell these instead."

So, while our engineers and wanna-be interior designers debate over our Malibu LTZ's "brick"-colored interior, consensus seems to be that the car is shaping up to be very competitive where it really counts. Although the Malibu came out too late for a head-to-head comparison with the redesigned 2008 Honda Accord, we'll have a full test of it in the March issue, as well as posted online soon.

—Tom Mutchler

Detroit - Mitsubishi exhibit gives dose of history

It happened again. A long-time automaker that needs an image boost put classic models on a show floor, alongside gleaming new hardware. Mitsubishi pulled this trick in Detroit, and for me they stole the show.

In recent memory, Mitsubishi has lost the (little known) reputation it had for building cars with cutting-edge technology or performance. Even its fire-breathing Lancer Evolution sells in tiny numbers in the United States, though it is known around the world for its performance winning rallies during the 1990s. And when was the last time you saw a turbo Eclipse or 3000GT, let alone a Starion?

On Mitsubishi’s stand at the NAIAS, was the Evo’s progenitor, the 1981 Lancer EX 2000 turbo rally car. This right-hand drive car sported banged-up wings and huge driving lights on the front bumper for blasting down dirt roads through the forests at night. Mostly anonymous in the States, rallying combines extreme feats of car control and navigation with actual production cars modified for racing, making it the purest, and most thrilling form of motor sports in my book. Many of the world’s most iconic performance cars made a name in rallying, including the Audi Quattro, Mini Cooper, Porsche 911, and Subaru WRX. It was good to see this original rally sedan drawing interest on the floor.

The 1984 Mitsubishi Starion turbo inspired import enthusiasm in its day, and it was raced extensively. The one on Mitsubishi’s display was spec’d for Group A road racing, and it brought back memories of my college days.

Despite the RA concept car stuffed off in a corner, the most unusual and eye-catching car on the stand was the 1972 Galant GTO-R73X originally shown at the Tokyo auto show in 1972. Its edgy styling must have been as distinctive as the 1964 1/2 Ford Mustang was in the United States. It looked like a cross between a 1976 Toyota Celica and an Alfa Romeo GTV coupe. And its well-finished black vinyl interior brought back even more memories.

Who knew Mitsubishi had such seminal moments? Perhaps we all did, but it is nice to be reminded.

—Eric Evarts

See our complete coverage of the 2008 Detroit auto show. And discuss the event in our auto show forum.

U.S. gas prices—January 28, 2008

Gas prices continue to decline.

National retail fuel price averages

Price

Change from last week

Regular gasoline/gallon	$2.98	↓  .04
Diesel fuel/gallon	$3.26	↓ .01

Regional regular gasoline prices

Price

Change from last week

East Coast	$3.03	↓ .04
-New England	$3.06	↓  .03
-Central Atlantic	$3.07	↓  .04
-Lower Atlantic	$2.98	↓  .04
Midwest	$2.92	↓  .04
Gulf Coast	$2.88	↓  .03
Rocky Mountain	$2.91	↓  .01
West Coast	$3.09	↓  .07
-California	$3.15	↓  .08

Source: Energy Information Administration, 1/28/08

Behind the wheel: fuel-cell vehicles

We recently had the chance to drive some fuel-cell vehicles that aren’t for sale to the general public, giving us a behind-the-wheel view of the possible future. Many of these research vehicles  impressed us and show the promise, and appeal, of electrically powered cars, in this case through fuel-cell technology.

A potential alternative to gasoline-engine-powered cars, these electric vehicles produce their energy on board via a chemical reaction in a fuel-cell stack. Hydrogen is consumed in the process, with water as the only tailpipe emission.

In spring 2007, we drove the impressive Honda FCX sedan. It has since been renamed the FCX Clarity, and was shown at the Detroit auto show. Since then, we drove a hydrogen-powered BMW 7 Series, which is propelled by an internal combustion engine rather than an electric motor.

This past fall, we hosted an unusual guest here at our track in Connecticut. For a few hours, we got to experience the Chevrolet Equinox FC fuel-cell vehicle. It looked like a regular Equinox, except for the slightly raised floor that was concealing three hydrogen tanks and a symbol of a blue water drop on the shifter. The tanks hold 4.2 kilograms of compressed hydrogen at 10,000 psi. The claimed range is 200 miles. That translates to about 48 mpg in terms of gallon-of-gas-equivalent (gge) consumption. (One kg of compressed hydrogen is about equal to one gallon of gasoline in terms of energy density.) With the electric propulsion, the Equinox FC was much quieter than a regular Equinox V6. There was a noticeable, but unobjectionable, whine when accelerating on a highway ramp and the vehicle felt responsive. The car kept making all sort of whirrs and fan noises after we parked it and left a small puddle of water under its tailpipe.

Late last year, at the EVS23 (Electric Vehicle Symposium) in Anaheim, CA, I drove several electric vehicles. Also on hand, were several other fuel-cell vehicles.  I sampled them on a short driving loop and some of them were quite impressive:

Nissan X-Trail: The X-Trail is a small SUV that was never offered for sale in the United States. This fuel-cell version had a tank of compressed hydrogen at 10,000 psi and a relatively long claimed range of 300 miles. The tank holds about four kilograms of compressed hydrogen, which translates to 75 miles-per-gallon-of-gas-equivalent (mpgge). The X-Trail was quiet and refined. From a standstill, it launched decisively and kept accelerating smoothly. It handled and rode soundly. All that was happening underneath was rather transparent without intruding into the cabin. The car was free of strange and unpleasant noises.

Toyota Highlander FCHV: Based on the previous-generation Highlander, this fuel-cell vehicle is able to propel itself only on battery power, without drawing directly on energy from the fuel-cell stack and depleting the hydrogen. That’s the reason for the H (for hybrid) in the FCHV name. It has a claimed range of 350 miles, and Toyota says it can sprint from 0-60 mph in 10.5 seconds. The compressed hydrogen is stored in two tanks under the floor at 10,000 psi. With a little more than four kilograms of compressed hydrogen, it would consume 88 mpgge. It drove like a Highlander hybrid, which is quite slick with a comfortable, quiet ride and smooth acceleration; The hum of the traditional V6 engine was conspicuously absent.

Mercedes-Benz A-Class: The A-Class is the smallest Mercedes (not counting the Smart-branded products) and was never offered in the United States. The company boasts that through its fleet of 60 A-Class fuel-cell vehicles, it covered over four million test miles in four years. The A-Class stores 1.8 kilograms of compressed hydrogen in two tanks at 5,000 psi. It has a claimed 100-mile range, which translates to about 55 mpgge. The design of the A-Class fuel-cell research vehicle dates back to 2002. From behind the wheel, it  felt rather slow and noisy. The stiff ride was probably inherent to the A-Class. The slow acceleration and noisy whirs and swooshes, however, were attributable to the fuel-cell conversion. Mercedes is now in the midst of phasing its fuel-cell efforts into the larger B-Class. (Read the B-Class first look. Our B-Class road test is available to online subscribers.) The B200 we tested is sold in Canada but not in the United States.

Hyundai Tucson: The Tuscon fuel-cell vehicle has three tanks of compressed hydrogen at 5,000 psi and it holds 3.5 kilograms of the gas. This small SUV has a claimed range of 190 miles, which translates to 54 mpgge. Kia also featured the same technology in the essentially identical Sportage. The Tucson didn’t feel as slick as the Nissan or Toyota but better than the Mercedes-Benz A-Class. It drove pretty much like a regular Tucson, which is pleasant enough. Acceleration wasn’t quite robust and the vehicle was considerably noisier that a regular Tucson.   

Bottom line
In the effort to wean us off petroleum and slow global warming, at this point, it is safe to say that in the long-term future we will see vehicles powered by either hydrogen or electricity (or some combination of both). Automakers are reluctant to put all their technology eggs in one basket and are developing more hybrids and plug-in hybrids, which are likely to proliferate in the short-term. For now, electric vehicle development is mostly relegated to the aftermarket or specialized manufacturers.

Before these cars of tomorrow reach consumers, there are several obstacles to each technology as they race to go mainstream. For example, hydrogen lacks storage and delivery infrastructures; the fuel stacks (which use expensive platinum) are costly and may not last as long as gasoline engines; and the public remains skeptical. Further, batteries for plug-in hybrids or electric cars are still too expensive, and effective thermal control strategies have not been verified.

At this year’s Detroit Auto Show, GM Chairman and CEO Rick Wagoner said he expects fuel cells to be the long-term solution, while plug-in hybrids will fill the gap in the medium term. Some electric-car advocates and environmentalists, however, have suggested that fuel cells are just a distraction from development of battery electric vehicles.

It’s too early to tell who is right. But we’d like to hear your opinion on fuel-cell and electric cars. Let us know what you think by posting your thoughts in the Comments section below.

—Gabe Shenhar

Learn more about fuel cells and alternative fuels in our fuel economy special section.

Update: Toyota Sienna AWD run-flat tires

The extended tread-life test on CR's Sienna AWD continues.

For those who have been following our saga of run-flat tires on our 2007 Toyota Sienna XLE AWD, we've been raking up the miles faster than you can say "minivans are the best family vehicle EVER!" After hearing many tales of premature wear of the original-equipment Dunlop SP Sport 4000 Self-Supporting Technology tires (DSST)—run-flat tires, in layman terms—we decided to do a long-term test to see for ourselves. After the traditional road test of our Sienna was completed, we purchased a new set of Dunlop SP Sport 4000 DSST tires for a tread-life evaluation. The evaluation started at the end of March, 2007, and is ongoing.

We've been checking inflation pressures religiously; aligning the wheels, rotating the tires, and measuring the average tread depth in no less than 16 test points around each tire at nearly every 2,000 miles. Admittedly, most consumers are not likely to follow our frequent alignment and rotation schedule, but we're giving the tires the best opportunity to wear optimally. So far, the results suggest that there are benefits in taking good care of your tires.

After some long vacations stints around Northeast parts of the United States and Canada, we've accumulated just over 22,000 miles. Our comprehensive tread-wear measurements tell us the tires still have plenty of life left. The tires are at least 32 percent worn out and some are closing in on the 40-percent mark based on the fastest wearing groove. Keep in mind that a tire is legally worn out when any one groove depth is flush to the tread wear indicator of 2/32 inch. Our Sienna's tires are showing more rapid tread loss at the shoulders, which is not uncommon for a radial tire, but we also observed a stepped wear condition to the inboard shoulder rib that started to appear around 19,000 miles. In addition, a cyclical tire whine is becoming very noticeable as the miles have accumulated.

We'll continue our put on the miles to see how the wear proceeds, including the step-wear condition.

—Gene Petersen

Related blog posts:
Toyota Sienna AWD run-flat tires wear well for us
Toyota Sienna AWD tires - patience wearing thin
Toyota extends run-flat tire warranty
Toyota Sienna run-flat tires? Spare us.
Run-flat tires go flat with our readers       

Discuss in the Cars forums, especially in Tire Talk, the online-subscriber-only tire forum.                                                                                                   

Automotive X Prize entries still up for grabs

Despite all of the environmentally friendly cars shown at the Detroit auto show this year, no imminent production model could be expected to sustain an average of 100 mpg—just one requirement in the Auto X Prize competition. Even the display plug-in hybrids would fall short in the real-world once their gasoline or diesel engine starts up to supplement the drained battery pack. However, Automotive X Prize aims to spur development of that mythical 100 mpg car with a unique race backed by a $10 million purse.

So far, 51 teams from seven countries have signed up to enter this competition. Many have brand-new technologies and have never built cars before. Some are technology companies in other industries (such as electric machinery components), but they haven't made vehicles, either. Some entrants are backyard inventors with patents on interesting technologies that have not been used in cars, and some are just creative tinkerers who think they have a better idea. Other entrants are established niche vehicle companies that have built a wide variety of "alternative" cars—most of them electric, tiny, slow, three-wheelers, or not highway legal. At least one university team is competing, as well.

Below is a list of teams that, based on their technology, name recognition (and thus access to funds), and the details of their plans, sound the most promising to me:

• Tesla Motors is entering one of their all-electric Roadsters, with a range expected to be over 200 miles, 0-60 mph acceleration under 4 seconds, and a price over $100,000. It is expected to be on sale later this year.
• Loremo AG, a company based in Munich, Germany, was also working on their car before the competition was announced. It is a rear-wheel drive, four-wheeled 2+2 coupe (two front seats, and two jump seats in the rear for children) powered by a 20-hp, two-cylinder diesel engine, that the company says will get 150 mpg.
• Cornell University plans a simpler approach: taking an old Geo Metro and converting it to plug-in hybrid power. I include them because this team has been in the top tier of most competitions it has entered, including being only one of five finishers in this year's DARPA Urban Challenge for self-driving vehicles.

So far, however, no major automakers have entered. And most of the advanced university teams and automotive think-tanks have not entered.

X Prize officials noted that the deadline for entries will be set soon; the first round of competition is scheduled for next spring. The officials said they still expected to hear from a number of last-minute entrants. In the meantime, given the cost to develop a competitive entry and meet the competition's consumer acceptability requirements, complete with a business plan for producing and selling 10,000 cars, there may not be a competitor who walks away with the prize in 2010.

But previous X Prize competitions have worked like the DARPA Grand Challenge: If no one claims the prize the first year, it gets offered again until someone does.

So take heart, tinkerers, there may be a next time.

—Eric Evarts

Check out our previous coverage of the Automotive X Prize:
Auto X Prize announces the teams competing to build 100-mpg car
Auto X Prize to reward 100-mpg car

Discuss the Auto X Prize in the Consumer Reports forum.

A green tour of the Detroit auto show

Surprisingly, Detroit this January is greener than it has been in decades. Almost every new vehicle introduction at the North American International Auto Show (NAIAS) featured a high-mileage, hybrid, or clean-diesel car. Those vehicles that weren't introduced with a greener-than-thou proclamation included gasoline-saving technologies, such as the Ford "EcoBoost" powertrain that combines direct-injection and turbocharging.

All this comes less than a month after Congress required automakers to increase fuel economy by 40 percent by 2020, amid industry protests that such gains weren't feasible.

At the show, automakers embraced diesel engines because they can save as much as 30 percent in fuel economy and greenhouse gas emissions compared with gasoline engines. And the latest diesels are powerful, quiet, and nearly as clean as gas engines. Pollution control technologies have flourished since cleaner, low-sulfur diesel fuel was mandated in the end of 2006. This year most German manufacturers were touting new urea injection systems that will further reduce pollution.
For example:

• Audi rolled out a V12-diesel-powered version of its exotic R8 supercar with 500 horsepower that the company says gets 28 mpg.
• BMW had two diesels, a 3 Series sedan and an X5 SUV. Both have twin-turbocharged engines that make 265 horsepower and use urea injection.
• A small Mercedes-Benz SUV concept, called the Vision GLK Freeside, uses a 170-hp four-cylinder diesel.
• Cadillac showed a coupe version of its CTS sports sedan that design director Ed Welburn said "could" have diesel power.
• Like Cadillac, the Land Rover LRX concept was conceived as having a diesel engine should it move to production, with officials stating that a diesel was being developed for other models.
• Dodge, Ford, and Toyota each announced that they would put new diesel engines into their light-duty pickup trucks, though not until 2010.

In addition to diesels, the auto show was full of futuristic plug-in hybrid-electric vehicles. Plug-in cars get their main power from a regular electrical outlet, but they also have an auxiliary gas or diesel engine to charge the battery for longer trips. The biggest benefit is that if the batteries can provide 40 miles of driving, 78 percent of Americans could handle their normal everyday drives on just electricity. While conversion companies have been modifying the current Prius to plug in for some time, it will be at least until 2010 before factory plug-in hybrids advance from just demonstration vehicles to mainstream production.

Among those models at the show that we're told are headed for production are:

• The Fisker Karma—an exotic luxury sports sedan designed by Henrik Fisker, who previously penned Aston Martins and the BMW Z8. It will use the largest hybrid battery pack in any current car, giving it a range of 50 miles on just electricity, according to Fisker. For longer trips, the car will have a 2.0-liter gasoline engine driving an on-board generator to charge the batteries. Fisker claims the $80,000 car will go on sale at the end of 2009, which would likely make it both the world's first production plug-in, and the world's first production series hybrid (one with no mechanical connection between the gas engine and the wheels).
• The Saturn Vue plug-in hybrid, which GM says will have a 10-mile electric-only range, will go on sale in 2010.
• The Toyota Prius plug-in, which is just a current Prius converted by Toyota. It has a second nickel-metal-hydride battery pack that is reported to give it an electric range of about six miles. Toyota calls it a "blended hybrid," meaning the gas engine starts whenever it is beneficial. (It always runs above 35 mph.) The car is meant just to draw attention to the fact that Toyota says the next-generation Prius will be a plug-in.

Other plug-in hybrids in Detroit this year included:

• A Ford Escape demonstration vehicle with a 30-mile electric range that is being used by an electric utility company in Southern California.
• The Volvo ReCharge concept, a plug-in version of a Volvo C30 coupe with electric motors in the wheels previously shown in Los Angeles. The ReCharge is an all-wheel-drive series hybrid that is powered by four electric motors, one in each wheel. A 1.6-liter gasoline engine powers a generator to charge the batteries for extra range. Volvo claims a battery-only range of 62 miles.
• The Saturn Flextreme, a midsized car-based SUV concept that uses GM's E-Flex hybrid architecture. General Motors says the diesel-electric-powered Flextreme could go 34 miles on an electric charge.

Getting affordable batteries strong enough for plug-ins depends on developing lithium-ion technology, which saves weight and packs more power into a smaller package. So far, no lithium-ion batteries suitable for cars are commercially available, according to automakers. But Toyota jumped ahead in the race to develop plug-in hybrids by announcing that it would begin building its own batteries (with partner Panasonic) by 2010.

James Holland, Ford's chief engineer for the plug-in Escape, says the company is looking for a new business model to support plug-in hybrids. Possible scenarios could include leasing batteries to consumers, or selling the batteries separately from cars, and reselling them to electric utilities when it's time to trade the car in.

Diesels and plug-in hybrids weren't the only fuel savers at the show. General Motors and Chrysler each showed new fuel-cell concept vehicles, and Dodge rolled out the all-electric Zeo sports car concept.

Mazda showed the hydrogen-rotary-powered Mazda5 Hydrogen RE Hybrid. Its rotary engine can run on either hydrogen or gasoline, and a hybrid system boosts fuel economy on either fuel. The third-row seat is removed to make room for the large hydrogen tank.

Ford announced a new line of smaller, more powerful gasoline engines called EcoBoost that will replace larger, thirstier ones in some popular vehicles. EcoBoost engines will use turbocharging and direct fuel-injection technology to deliver increased power from smaller, more efficient engines.

General Motors rolled out two ethanol-powered concepts, the Hummer HX and Saab 9-4X. GM President Richard Wagoner says biofuels such as ethanol are needed in the short term to bridge the gap until technologies such as plug-in electric cars and fuel cells are ready for production.

While Toyota is investing in batteries for plug-in hybrids, GM announced it is joining a co-operative venture to develop ethanol made from non-corn feed stocks. GM and partner Coskata say their new process can make ethanol from everything from wood chips to used tires, and do so relatively inexpensively.

The sheer number of these gas-saving cars in Detroit dwarfed the rollout of two redesigned full-sized pickups and one ground-pounding 620-horsepower Chevrolet Corvette ZR1. Even many of "regular" cars at this show represent reasonable-sized and more efficient alternatives to large SUVs.

General Motors Vice President of North American Operations Troy Clark summed up the show well when he said: "We've always said new fuel economy regulations would have to be met with technology, not with smaller vehicles. That's what we're seeing here."

—Eric Evarts

See our complete coverage of the 2008 Detroit auto show. And discuss the event in our auto show forum.

U.S. gas prices—January 21, 2008

Gas prices decline this week.

National retail fuel price averages

Price

Change from last week

Regular gasoline/gallon	$3.02	↓  .05
Diesel fuel/gallon	$3.27	↓ .06

Regional regular gasoline prices

Price

Change from last week

East Coast	$3.06	↓ .05
-New England	$3.09	↓  .03
-Central Atlantic	$3.11	↓  .04
-Lower Atlantic	$3.02	↓  .06
Midwest	$2.96	↓  .05
Gulf Coast	$2.90	↓  .05
Rocky Mountain	$2.93	↓  .02
West Coast	$3.16	↓  .06
-California	$3.23	↓  .06

Source: Energy Information Administration, 1/21/08

Detroit auto show - Personal picks

The Cars team reflects on the 2008 Detroit auto show, selecting their personal picks for the most memorable, significant, or simply favorite cars at the event.

Audi R8 V12 TDI:
Last week, I gushed over the brilliant Audi R8 V12 TDI concept (see blog). The intoxication of it has stuck with me like a bad cold...I can't seem to shake it. The look is mean. The headlights squint at you like Clint Eastwood. The engine looks like it should be in a museum of modern art. And while Audi also had a "standard" R8 on display, it was one of only a few cars people were waiting in line to sit in. This car could reside in my garage forever.—Mike Quincy

Chevrolet Corvette ZR1/Hummer HX:
These pure vehicles push American icons to new reaches. The ZR1 is history in the making. It is an amazing performance machine that will fuel my automotive fantasies for quite some time, and is certain to be chronicled for generations to come. The Hummer HX represents the long-rumored H4, a Jeep Wrangler alternative intended to provide an attainable entry to the off-roading brand, and, now it may also represent a potential production savior for a brand that has become the pariah of the Green movement. Make it affordable, with a traditional square back and a thrifty diesel, and watch the Hummer "jamborees" flourish. Granted, the Corvette and Hummer are quite  different vehicles, but each represents extreme fun, and who doesn't want more of that?—Jeff Bartlett

Fisker Karma:
Designed by custom car designer Henrik Fisker (who also penned the BMW Z8, one of my favorite cars ever), the Fisker shows that hybrids -- even futuristic advanced plug-in hybrids that will run all day on electricity -- aren't just for environmentalist ninnies. It looks great and reportedly goes fast. (A top speed of 125 mph and 0-60 mph in less than 6 seconds are as fast as any mere mortal should need to go on land.) In short, it should give even the most jaded car enthusiasts an environmentally friendly hybrid they can lust after.

In terms of affordability, however, I've got to name the Honda CR-Z as my runner up. It marries hybrid efficiency to sports-car fun just like the Fisker. It isn't as advanced, and it is limited by being a two-seater. But it has the fun-to-drive element sorely lacking in Honda's last mileage champ, the Insight. And best of all, most car shoppers should be able to afford it.—Eric Evarts

Jeep Renegade/Cadillac CTS coupe:
This was my 15th time attending the Detroit auto show and, overall, it was a relatively boring event. There were no outrageous introductions such as a Chrysler minivan landing on stage, no retro chic surprises like the Volkswagen New Beetle, or first-time viewings of highly anticipated significant vehicles.

That said, I'd have to go with styling features that caught my eye. The Jeep Renegade concept, for example, was eye candy that I hope someday becomes a modern beach buggy. Forget the electric drive. Cash-strapped Chrysler is busy enough trying to survive. Not to mention the paradox of"go anywhere" marketing and getting stuck with an empty battery. A much more realistic and closer to production styling statement was the Cadillac CTS coupe. Even though I'm not much of a coupe fan, it looked spectacular.—Gabe Shenhar

Honda CR-Z:
I really liked the Honda CR-Z. With styling that is a dead-ringer for the old (and beloved CRX), the CR-Z's possible hybrid powertrain looks to vault this little runabout to the top of the fuel economy mountain... just like the original CRX. Honda is also disciplined at keeping weight low and suspension tuning interesting, so I imagine driving one will be a ball. Let's hope it's affordable.—David Champion

Toyota Venza:
Over the course of the show I was consistently drawn back to one car: the Toyota Venza. But not because I'm wowed by its styling, price, powerplant, or features. It's because I have no idea where it will fit in the Toyota lineup. Between the RAV4, Highlander, Avalon, and even the base Sienna, how many 5-passenger people movers are needed from one manufacturer? This odd vehicle certainly drew my attention each day... and the resulting quizzical stares as I tried to determine its niche.—Jon Linkov

Also read Cliff Weathers' pick for best in show.

See our complete coverage of the 2008 Detroit auto show. And discuss the event in our auto show forum. 

                                                                                                           

                   

Detroit - My "Best of Show" pick

When the judges select the "Best of Show" at the Westminster Kennel Club, they don't choose the dog that has the best disposition, the nicest looks, or the one that's most exotic. The judges thoroughly inspect these dogs and select the one that best represents its pedigree. I'm taking a similar approach for my reflections on the Detroit auto show.

I'm immediately disqualifying any far-out concept vehicle, as they're mostly cartoonish takes on where automotive breeding may (or may not) be going.

I'm also disqualifying the entire crossover category, as I believe that the class is still made up of mutts. It's not that they're bad vehicles as a group, it's that their mission is still very ill defined; one man's crossover is another man's SUV and/or another man's wagon. Moreover, what defines a crossover today is very different from what one was five years ago; I have a hard time focusing on a moving target.

And as a rule, I'm disqualifying any so-called family vehicles with outrageously high belt lines, tiny greenhouses, and swoopy designs that compromise access, and impair the driver's visibility. I think it is a shame when automakers think it's just fine to compromise a family's vehicle access and safety for the sake of fashion; they're making vehicles for trips to lacrosse matches, big-box stores, and theme parks.

My choice is be a vehicle that has stuck close to its original mission: a vehicle faithful to its lineage, but absolutely created for today. Moreover, it's a vehicle that the privileged among us may one day appreciate driving. That car is...the 2009 Chevrolet Corvette ZR1. It's a take-no-prisoners sports car that has all the outrageousness and excitement of its 1990s ancestor, and then some. (True, the last Corvette we tested, a 2006 Z06, wasn't exactly easy to get in and out of, nor did it score points for excellent visibility, but I'm more forgiving of these downfalls in a pure-bred sports car than I am a family-oriented crossover.)

The original ZR-1 (note there is no dash with the new moniker) featured the innovative LT5 V8 engine that provided 375 (and later 405) hp. Its convex hindquarters, wide tires, and square-ish taillights set it apart from other Corvettes, although the distinction faded as the LT1 Corvette was updated over time. .

The 2009 ZR1 makes a similar performance advance, though wrapped in more dramatic bodywork. It features a supercharged 6.2-liter V8 engine that GM says is capable of producing at least 620 hp and nearly 600 pounds-feet of torque. (Yes, you read the last sentence correctly). And in keeping with the tradition of outlandish design treatments: Carbon-fiber body parts include wider fenders, the hood, roof, parts of the front fascia, and rocker panels. And as a crowning touch, the hood window strikingly showcases the omnipotent LS9 engine.

So what if this monster is genetically enhanced? I think the ZR1 would make Zora Arkus-Duntov, the late "Father of the Corvette" who changed the car from a docile roadster to the legendary sports car it is, very proud. 

Look for more staff selections on their personal picks from the Detroit auto show in the blog soon.

—Cliff Weathers

See our complete coverage of the 2008 Detroit auto show. And discuss the event in our auto show forum. 

Toyota jumps ahead in battery development

No sooner did Congress mandate dramatically higher fuel economy standards by 2020, than Toyota quickly threw down a second challenge to Detroit. Toyota President Katsuaki Watanabe announced that Toyota will raise its fleet average fuel economy to 35 mpg before the 2020 deadline. The company is attempting to keep the lead in the public perception of fuel efficiency. (Read the results of Consumer Reports' Brand Perceptions Survey.)

In addition, the company announced that it will begin producing its own lithium-ion batteries for plug-in hybrid vehicles through its joint venture with Panasonic. This is a key breakthrough, and it may put Toyota ahead in the race to produce plug-in hybrid vehicles. Plug-in hybrids can drive for short distances on electricity only, without starting their gasoline or diesel engines. If the batteries are large enough, they could allow people to drive all week without using gasoline, since 78 percent of Americans drive less than 27 miles a day. Conversion companies and universities have been modifying the current Prius to a plug-in for some time.

Today, automakers say there are no commercially available batteries with enough capacity to power plug-in hybrids. Most automakers agree that getting enough battery capacity on-board a car, without making the car too heavy or taking up too much space, will require lithium-ion batteries, rather than the nickel-metal-hydride batteries currently used in hybrids. Other automakers are working with suppliers to develop them and buying custom-made individual batteries for their demonstration vehicles.

While U.S. automakers and technology companies are still looking for breakthroughs in lithium-ion batteries, Toyota looks set to have batteries available for plug-in hybrids commercially available by 2010. Like General Motors (see "GM invests in cellulosic ethanol"), Toyota may position itself to be both an automaker client and a supplier for the next-generation energy technology, expanding its profit potential and competitive advantage.

Every major manufacturer is working on advanced automotive technologies, and it appears that for the foreseeable future, a reduction in gasoline consumption on the national level will come from a variety of energy and powertrain strategies.

—Eric Evarts

See our complete coverage of the 2008 Detroit auto show. And discuss the event in our auto show forum.

Detroit sushi - Chinese Fish come to Motor City

Few media attendees seemed to venture downstairs at the Detroit auto show. No surprise, as all the major automakers' press conferences were on the second floor and the escalator down is rather hidden. Those that didn't follow Alice down the rabbit hole, however, may have missed all the fun.

Smack in the middle of the basement floor were three tiny Chinese electric cars that looked like they walked right off the screen of a Pixar animated film, or were maybe inspired by a classic Flintstones cartoon. The three little yellow bubbles, each perched on four miniature-looking aluminum wheels were made by the Beijing Li Shi Guang Ming Automobile Design Company, Ltd., a firm whose name would make a for a rather long trunk badge. (BLSGMADC Ltd.  seeks business partners, rather than immediate consumer sales.)

My favorite was the Detroit Fish, an amphibious four-seater that looked like a cross between the Oscar Mayer Wienermobile and a Disney World parking lot tram. The electric-powered  Detroit Fish has a claimed top speed of 27 mph on land and "not so fast in the water," according to a spokeswoman on the stand. The company claims a range of 93 miles (on land) using the car's lead-acid batteries. In China it costs $5,800 U.S., or you can get lithium-ion batteries for an extra $3,400.

Despite their airy names, the other models are not amphibious. The "A Piece of Cloud," looks almost like a two-seat version of the Detroit Fish for $3,800.

The "Book of Songs" costs $5,200, and it includes side doors that almost close. Plus a hood. Despite the cartoony appearance, we're told the name "Book of Songs" is a revered designation in Chinese culture.

I looked for a hole in the floor of the car to put my feet through to run the car up to speed, Flintstones style. But all I found was a big lump in the rubber floor mat. What the cars lack in quality and performance, they'd make up for in creativity and attention getting pizzazz. If only they hadn't been hidden downstairs.

—Eric Evarts

See our complete coverage of the 2008 Detroit auto show. And discuss the event in our auto show forum.

GM invests in cellulosic ethanol

If ethanol is to be a viable fuel substitute for any significant gasoline demand, it needs to come from sources other than corn said General Motors at a Detroit auto show press conference.

"Grain-based ethanol has its critics, to be sure. Concerns have been raised ranging from water usage and food prices, to net energy balance... virtually everyone can agree that we must find a better way to make ethanol," said GM Chairman and Chief Executive Officer Rick Wagoner in Detroit.

In his 2006 State of the Union address, President Bush came to a similar conclusion when he announced an initiative to get ethanol from switchgrass, which is a tall grass that is indigenous to North America, can be harvested, and is self-seeding.

However, GM plans to leapfrog switchgrass and invest in making ethanol from waste materials such as pulp and even used tires.

The process, developed by startup company Coskata and backed by venture capital, uses a patented bacteria-based process to break down cellulose from a wide variety of sources. Coskata claims the process can produce ethanol for less than $1 a gallon and uses significantly less water than distilling ethanol from corn, an environmental concern. The company plans to have a demonstration plant working by the end of this year.

This can't happen soon enough. Corn ethanol could make up barely half of the latest federal mandate for ethanol production by 2030. And fuel economy incentives that encourage automakers to build more vehicles capable of running on 85 percent ethanol (E85) have just been extended through 2020. For those mandates to reduce U.S. oil dependence, clearly those vehicles need a supply of ethanol on which to run.

If we're going to break away from dependence on foreign oil, technologies such as fuel cells and batteries won't be here soon enough, Wagoner concluded. So we're going to need ethanol to bridge the gap. As GM strives to supply affordable ethanol for its growing E85-compatible fleet and beyond, it may also pump new-found profits into the corporate gas tanks.

—Eric Evarts

See our complete coverage of the 2008 Detroit auto show. And discuss the event in our auto show forum.

Video highlights of the Detroit Auto Show

The press days of the Detroit Auto Show may be over, but you can see video highlights of many vehicles featured at the show. Check out our videos of the Ford F-150, Honda Pilot, Subaru Forester, BMW X6 and many more on our video page, plus see our full coverage of all the models unveiled at the 2008 Detroit Auto Show.

Video: Diesels in Detroit

Diesels cars are the latest trend at this year’s Detroit Auto Show. Watch our video to see which manufacturers are adding diesel engines to their vehicle lineups.

Detroit - Small lux SUVs, the next big thing?

The question of "What's the next big thing?" often hovers at every auto show and is the topic of every chat during press days. After attending endless press conferences and walking the floor until my feet ached in Detroit, I came away with this: upscale SUVs are getting smaller. The new ones certainly gave me a "Honey, I shrunk the SUV" impression.

Small SUVs are not a new thing. In fact, it's a category that's now quite saturated in the $20,000 to $30,000 price bracket - playgrounds of the successful Toyota RAV4 and Honda CR-V. But not just "affordable models, but also compact, sporty, upscale versions, such as the BMW X3 and to some extent the Land Rover LR2. Now, an entire wave of these versatile lux-boxes is coming. The Acura RDX arrived in 2006 and the Infiniti EX35 is just hitting the streets. In Detroit, the Cadillac Provoq, Mercedes-Benz GLK, and Saab 9-4X were shown in concept form, and provided the decor for the obligatory token green power of hydrogen, diesel, or ethanol powertrain. Tucked in a corner, was a production version of the Volkswagen Tiguan. The list grows with the imminent Audi Q5 and the Volvo XC60. (The latter will be unveiled at the Geneva auto show in March.)

Some say that this is too small a niche, but with the current aura of guilt surrounding SUVs, this move makes a lot of sense. I don't know anyone who has owned an SUV in the last decade who wants to give up the versatility, raised stance, and AWD in their next vehicle. But virtually all of these owners are eager to get better fuel economy and a more manageable SUV that is easier to park and more maneuverable. I'm also hearing a lot of owners asking that their next vehicles have high levels of luxury amenities and sporty on-road dynamics. Models in this emerging sub-category might fulfill these demands.

This year's Detroit auto show theme was in stark contrast to years past, where bigger was most certainly better. But now, instead of high-horsepower V8s, big performance and size, there was more greenness and downsizing in the air. The "next big thing" seems to actually be downsizing, which might be the right thing for many consumers.

—Gabe Shenhar

See our complete coverage of the 2008 Detroit auto show. And discuss the event in our auto show forum.

                                                                                                           

                   

 

The Chinese are coming?

Last year, ChangFeng Motors packed a couple of hundred journalists into the bowels of the Cobo Center and announced their plans for building cars for the United States market. The speech by ChangFeng Chairman Li Jianxin was indecipherable, save one curious and embarrassingly mistranslated phrase.   

The buzz from ChangFeng and Geely lead journalists to declare "The Chinese are Coming!" Some of them took the Chinese presence in Detroit as a yet another threat to the American car industry, while others derided the announcement as yet another attempt by China to dump cheap, inferior goods. 

But that wasn't the message that I heard. For example, last year Wayne County Executive Robert A. Ficano welcomed ChangFeng with open arms, almost begging for them to ramp up and export their vehicles here. Keep in mind, Wayne County is the heart of the same automotive megalopolis that includes all three automotive capitals in Auburn Hills, Dearborn, Detroit. 

ChangFeng returned to Cobo Monday. Mr. Ficano came to the stage and bragged that he had gone on three trade missions to China and Chairman Li was again indecipherable, but he soldiered on through a difficult twenty-minute speech anyway.   

During Chairman Li's speech, he unwrapped two of its cars, the Liebao CS7 small SUV concept vehicle and the Kylin, a compact wagon already being sold in China. Pininfarina supposedly designed the CS7, however the exterior was a dead ringer for a Hyundai Santa Fe. Closer inspection of both vehicles showed that there was nothing special about either. They included some blatant copying of well-known styling cues once or currently used by Chrysler and Toyota. And both vehicles were rather crudely finished by automotive show standards. There were plenty of severely misaligned body panels, loose door stripping, and areas of the exterior where the paint goes from shiny to matte, as if they ran out of clear coat before they shipped these cars to the States.   

So, what can we make of this press conference? It's obvious that Wayne County's Ficano wants to find jobs for displaced automotive workers and white-collar professionals. ChangFeng definitely needs to polish their apple before they sell it in an already highly competitive market. And why wasn't an American CEO up there patting Mr. Ficano and Chairman Li on their backs, when such an automotive company stands to gain from a Chinese alliance?

What we're witnessing is a very public feeling out of possible trade and business partners. Detroit has the engineers and designers to make ChangFeng's automotive lineup shine, so the Chinese automaker can compete globally. ChangFeng has inexpensive labor and production costs and could very well sell an insanely inexpensive car and still make decent profit. The last group missing is an American automaker. Wayne County and ChangFeng cannot succeed with their goals unless one of the Detroit automakers becomes a corporate suitor and provides the marketing know-how, supply and distribution network, and dealership group to provide the backbone such a venture needs. 

When it is all said and done, you might not even know it when Chinese cars reach these shores. It may be a car designed in the United States by one group, manufactured in China by another, and sold under varying names in different parts of the world. Look at GM's confusing relationships and international sales efforts involving Daewoo and Suzuki, for example. Throw in General Motors European Opel division in the mix and even astute insiders get confused about who designed what, who makes what, and who markets what for whom. You'll probably see a similarly complicated set of business relationships emerge from this within the next year or two.

Chrysler is already working with Chery of China on the production of a subcompact called the Dodge Hornet, so the Chinese are practically here. So it's not a question of when the Chinese are coming, or a question about how they're coming, the real question is whether or not the consumer will even know it when it happens. 

—Cliff Weathers

See our complete coverage of the 2008 Detroit auto show. And discuss the event in our auto show forum.

Geely - Lost in translation

It seems that every year the Detroit auto show plays host to an indigenous Chinese automaker that isn't ready for prime time. Like last year, the Geely display was humiliatingly mounted in the hallway outside the main exhibit area, near a snack shop. It consisted of just two cars: a terrific knockoff of the classic tall-roofed London-style taxi and an unexceptional compact sedan, the FC, which reminds us of a Nissan Sentra from a couple generations back.

While Geely is the largest privately-owned carmaker in China, it only started making cars in 1999. Most of the press conference was devoted to a safety system designed to prevent loss of control in the event of a tire blowout. Apparently it's a rapid-reacting stability control system linked to a tire pressure monitor. Geely says it makes its own engines and transmissions, which seemed a substantial boast given the pride and enthusiasm with which this news was announced. A Geely officer mentioned that the company makes cars costing from $6,000 to $60,000, but didn't get too specific on what those cars were. The press conference ended about there. So, one reporter asked, "When are you planning to sell Geely cars here, and at what price?" After a good deal of translation, the answer came back that there are not yet any firm plans.

To figure out what was what, I turned to the Geely press materials, a 32-page glossy booklet printed on heavy stock. There, the sense of confusion descended into real bafflement. Describing the car labeled FC, the text seems to refer to it as the Vision. Here is a quote: "In motion, it flows as smoothly as unrestrained; when still, it looks grand and magnificent. The intelligent crystal head lamps look smart and resplendent, as if to display the maturity and glamour of an outstanding figure in the commercial circle, where it will certainly be welcomed as required by the fashion." Now, that's marketing talk at a whole new, paradigm-shaking level.

Of another compact, the CK, there is a section headed "Speeding up Freely." There under the subhead "Outstanding security assurance" is this statement: "Free Warship is of advanced structure... What is the most worth mentioning is the outstanding secure environment provided for the owner of the car by the 28 aspects of its three-dimensional security system!"

Owners of two-dimensional systems, cry your eyes out.

My personal favorite of the almost-comprehensible media information was the unfortunate admission that the Geely Coupe has "the new German Bosch M7.9.7 fuel ejection system."

We just can't wait to get our hands on one of those.

—Gordon Hard

See our complete coverage of the 2008 Detroit auto show. And discuss the event in our auto show forum.

Kia Borrego - Framing towing capacity

What makes Kia's introduction of the Borrego unique is that it's a truck-like body-on-frame (BOF) SUV in a world of "crossover" car-based SUVs. Kia poked a bit of fun at this trend, noting that on that very same day at the show, some manufacturers were transitioning from BOF to unibody construction—a move that would lower their towing capacity. This jab was probably aimed at Ford, who showed an Explorer America concept that moved the Explorer name from its traditional BOF construction to a 2.0-liter EcoBoost-ed unibody SUV. Ford mentioned that that would give the Explore America "moderate" towing capacity.

But Kia seems to be a bit hasty in condemning unibody construction as being wimpy. (Of course, most families don't tow that much anyway, if they tow at all.) Kia says that the V6 Borrego can tow 5,000 pounds and that the V8 model tows 7,500 pounds.

While those are decent numbers, unibody SUVs aren't that far off. The V6-powered GM Lam