Videos: Sporty cars

For our October-issue road tests, we rounded up a group of nine small, sporty cars that are big on fun. In these videos, Consumer Reports auto experts walk (and drive!) you through the highs and lows of their tests of these sporty cars.

Here’s a brief snapshot of each:

BMW 135i: It is small inside and not cheap, but Consumer Reports found the 135i simply a joy to drive.

Chevrolet Cobalt SS: Chevy transformed its mediocre Cobalt into a sporty coupe, with a powerful turbocharged engine and very capable handling and braking.

Dodge Caliber SRT4: The SRT version adds lots of power and sporty cues to the unrefined Caliber, but that doesn’t make it much fun to drive.

Mitsubishi Lancer Evolution: The Evolution is brilliant on our test track and a blast to drive on the street, but it’s not comfortable for a daily commute.

Nissan Sentra SE-R: The SE-R is an economy car with great fuel economy and sporty personality, but it falls short of being a true fun-to-drive sports sedan.

Subaru Impreza WRX: Redesigned for 2008, the WRX is still quick and now is roomier and more refined—but sadly some of the fun is gone.

Subaru Impreza WRX STi: The STi is very fast, has lots of grip, and the hatchback adds utility. Unfortunately the handling doesn’t live up to the car’s potential.

Volkswagen R32: The highest performance version of VW’s GTI, the all-wheel-drive R32 is luxurious and fast.

Volvo C30: The C30 is pleasant to drive with distinctive styling, but it is expensive compared to some other more entertaining hatchbacks.

A wide range of prices and driving characteristics are represented here. Between the videos and road tests, you may find a sporty car that matches your personality and budget. Read the full story on sporty cars. And for more insights, see the staff’s Personal Picks from this group in parts 1 and 2.

Ford plugs in the Escape

The plug-in version of the Ford Escape looks and feels a lot like a regular Escape hybrid: the main difference being, you can’t buy one yet.

Using a 10 kilowatt-hour lithium-ion battery, Ford claims the cars can go up to 30 miles on an electric charge and up to 40 mph on battery power only. We didn’t have a chance to drive 30 miles, but were easily able to hit 40 mph on our test-track ride evaluation loop.

As with any plug-in hybrid vehicle, fuel economy depends mostly on how you drive it. The more time you spend at lower speeds on electric power, the better mileage you’ll get. However, Ford says the batteries are so expensive that it is looking at alternative business models to sell the cars. One possibility is consumers may buy the car but lease the batteries, guaranteeing ready replacements, ensuring the batteries are reused (likely by a power company) and reducing the cost. The company claims it takes six to eight hours to fully charge the plug-in Escape from a 110-volt outlet.

In partnership with Quantum Technologies, Ford is building up to 100 plug-in hybrids for testing at Southern California Edison and the South Coast Air Quality Management District.

—Eric Evarts

Average gas prices—September 29, 2008

Coast to coast, gas prices dropped from last week, though diesel prices remained unchanged. The national gasoline average is 84.4 cents above the price this time last year.

National retail fuel price averages

Price

Change from last week

Regular gasoline/gallon	$3.63	↓ .09
Diesel fuel/gallon	$3.96	.00

Regional regular gasoline prices

Price

Change from last week

East Coast	$3.66	↓ .06
-New England	$3.53	↓ .07
-Central Atlantic	$3.56	↓ .07
-Lower Atlantic	$3.78	↓ .04
Midwest	$3.61	↓ .15
Gulf Coast	$3.60	↓ .08
Rocky Mountain	$3.60	↓ .05
West Coast	$3.64	↓ .05
-California	$3.67	↓ .06

Source: Energy Information Administration, 9/29/08. Figures rounded to the nearest cent.

For more information on saving fuel see our reports on how to get the best gas mileage and where to find the cheapest gas.

Coast to coast, gas prices dropped from last week, though diesel prices remained unchanged. The national gasoline average is 84.4 cents above the price this time last year.

National retail fuel price averages

Price

Change from last week

Regular gasoline/gallon	$3.63	↓ .09
Diesel fuel/gallon	$3.96	.00

Regional regular gasoline prices

Price

Change from last week

East Coast	$3.66	↓ .06
-New England	$3.53	↓ .07
-Central Atlantic	$3.56	↓ .07
-Lower Atlantic	$3.78	↓ .04
Midwest	$3.61	↓ .15
Gulf Coast	$3.60	↓ .08
Rocky Mountain	$3.60	↓ .05
West Coast	$3.64	↓ .05
-California	$3.67	↓ .06

Source: Energy Information Administration, 9/29/08. Figures rounded to the nearest cent.

For more information on saving fuel see our reports on how to get the best gas mileage and where to find the cheapest gas.

Nissan X-Trail demonstrates promise of fuel cells

Nissan’s X-Trail SUV was one of the few fuel-cell vehicles we hadn’t driven until the company brought one to the Future of the Car day at our test track last week. The X-Trail is a midsized, car-based SUV sold in Japan and other countries. The fuel-cell version we drove houses the polymer electrolyte fuel cell under the driver’s seat, and the very tall rear seat accommodates a 5,000 psi hydrogen storage tank. Sitting in back, this 6-foot writer had to tilt his head to keep from hitting the roof.

Nissan claims the fuel-cell X-Trail can go 230 miles on a tank of hydrogen. Later versions of the car use a 10,000 psi hydrogen storage tank and have a range of more than 310 miles. Cold starting has been an Achilles heel of early fuel cells, and Nissan claims theirs can start in temperatures as low as -4 degrees Fahrenheit. Cost and durability are the other two fuel-cell bugaboos: the lower the cost, the shorter the lifespan, says Brian Johnston, senior project engineer for fuel-cell and electric vehicles at Nissan. He says the company is still working on that challenge. Modern fuel-cell cars have been estimated to cost between $500,000 and $1.5 million to build. The good news is that hydrogen fuel cells are clean and efficient. The bad news is that no infrastructure exists to distribute hydrogen for cars, and some chemical companies are skeptical that such an infrastructure can ever be cost effective.

While the packaging in this converted production car seemed compromised compared with some other fuel-cell vehicles, the experience behind the wheel was seamless. It was quiet and had good acceleration. The brakes, which generate energy for the on-board lithium-ion battery, didn’t feel grabby as some regenerative brakes do.

In the end, all of the fuel-cell cars we have driven recently have been paragons of smoothness and refinement and offer decent performance. But it will still take a decade or longer to begin bringing the cost down to a reasonable level and to provide an infrastructure to refuel the cars.

—Eric Evarts

Clean diesel engines coming to a road, and track, near you

lean diesel technology is beginning to take root. Friday at our "Future of the Car" event I drove a couple of clean diesel SUVs, an Audi Q7 and a Mercedes-Benz ML320D. In both, the powertrains were very impressive: quiet, smooth, powerful, and quick. The Q7 is a stretched cousin of the Volkswagen Touareg while the ML320D is a diesel version of the familiar ML.

Since these were just trial laps around our swoopy mile-long ride evaluation course, and not instrumented runs, I can’t tell you what the timed acceleration numbers would be. By the seat-of-the-pants feel, these SUVs felt good, and if you weren’t told, you wouldn’t guess these were diesel engines. They felt punchy and responsive and there was no clatter, no smell, and no slow-motion takeoff. They will soon be joined on American roads by diesel versions of the Mercedes R320, GL320 (with the new Bluetec technology) SUVs, and the BMW 335 and X5. The Volkswagen Jetta diesel is already available.

It’s hard to overstate the potential significance of clean-diesel technology. The superior thermal efficiency of a diesel engine promises about 30 percent more miles per gallon than an equivalent gasoline engine, right from the get-go. If a big chunk of the current American fleet switched over to diesel, the cumulative fuel-savings would be gigantic. Essentially, it would cut fuel demand by one third without sacrificing space, power, or utility. The Audi and Mercedes-Benz reps who brought these vehicles to our test track told us that the cruising range of each was about 600 miles on a  tank.

The arrival of these first few clean diesels coincides with a milestone in air-quality standards, as well. Next year marks the completion of a phase-in period when all passenger vehicles -- both cars and light trucks, gasoline or diesel powered -- must meet the same stringent emissions standards, technically known as Tier 2 regulations. The rules put strict limits on smog-forming or otherwise toxic emissions, including carbon monoxide, non-methane organic gases, hydrocarbons, and particulate matter.

Particulate matter, or soot, has been a special concern with diesels, since fine particulates have been linked to lung disease. The Tier 2 standards reduce allowable particulate matter emissions to zero.

The other emissions hurdle that diesels have had to overcome to make the grade here is on oxides of nitrogen, or NOx emissions. NOx is one of the smog-forming pollutants. Engines that run lean, meaning they run using lots of air and relatively little fuel, tend to create lots of NOx just as a result of combusting the oxygen portion of atmospheric air and the chemical reaction that creates. Part of the Bluetec system jointly developed and used by Mercedes-Benz, BMW, Chrysler, and Volkswagen/Audi have a special method for dealing with NOx emissions.

Some vehicles will use a urea-injection system that combines with catalytic action to filter out NOx, while others, such as the Jetta, use a soot and NOx trap that is periodically flushed by running the engine a little rich and catalytically burning the accumulated soot.

This technology enables the smooth, powerful diesel powertrains like those sampled at the test track. But could diesels go even further to improve vehicle fuel economy? I’ll explore that in my next blog.

—Gordon Hard

Back to the Future: Electric DeLorean

Enterprising individuals have been converting all kinds of conventional cars to electric power since long before battery-powered models like the GM EV1, Tesla roadster, or even plug-in hybrid conversions like our Toyota Prius started becoming fashionable.

There’s something strangely appropriate about converting a DeLorean to electric power. Made famous by a starring role in the Back to the Future film series, the distinctively styled, stainless-steel bodied coupe from the 1980s is probably remembered more for its on-screen adventures than it’s off-screen performance. Which, by the way, wasn’t so good.

Medical doctor, engineer, and inventor David Delman owns another DeLorean, and knowing about the car’s performance thought a conversion might not be a bad idea. He says, in fact, it was the movie that inspired him to pop open the engine compartment of his project car, whip out the original V6, and fill the space with eight conventional lead-acid batteries. Five more went under the hood, former home of the fuel tank, and a NetGain WaRP 9 electric motor completed the package. Total cost for batteries was $2000, and the conversion took about six months.

At the Consumer Reports Future of the Car day, Dr. Delman told us the range of his DeLorean is between 30 and 40 miles. He claims the converted car accelerates faster than his conventional model despite the added weight. And, it’ll head back to the future at speeds of over 85 mph, as long as he doesn’t want to go too far away from an electrical source. The neatly executed car even has a Flux Capacitor to add the essential Back to the Future flair. Our favorite touch is the smile-making George Jetson spaceship sound it can make as it otherwise silently motors by.

As major automakers, such as GM and Chrysler are making high-profile announcements about future electric powertrains, it is fun to see what home-grown ingenuity can accomplish.

—Jim Travers

High-performance green machine: Corvette C6.R

Among the green machines at the Consumer Reports Auto Test Center today, the Chevrolet Corvette C6.R looks like it crashed the party. Lurking under cover of the big-top tent, surrounded by fuel-sipping hybrids, quieter-than-you’d-think diesels, ultra-expensive fuel-cell vehicles and other alternative takes on mainstream transportation, this ultimate Corvette provides a stark contrast to the electrified cars of tomorrow in attendance.

Part of a green initiative, Corvette Racing is using renewable E85 ethanol in the 2008 American Le Mans Series. Last year, the teams used E10. Through the 12-race series, Chevrolet wants to prove the viability of the fuel, and certainly high-stakes motor sports will raise ethanol awareness.

Among other things, the 590-horsepower C6.R proves that being green doesn’t mean boring. And sadly, there were no hot laps in the C6.R today in the rain.

—Jeff Bartlett

Join our forum discussion on hybrids and alternative fuel vehicles.

Chrysler EVs electrify future product plans

General Motors captured the media spotlight recently with the highly anticipated unveiling of the Chevrolet Volt in production trim. Then, in swooped Chrysler with a “me too” announcement, well-timed to coincide with discussions in Washington, D.C. regarding financial support for the auto industry. Chrysler’s shocker was that they have committed to produce an electric-drive vehicle for North America in 2010, with expansion to European markets to follow.

The company has unveiled prototypes of extended-range and pure-electric vehicles to demonstrate the technology applications developed by the in-house ENVI group (short for “environmental”). Simply put, the powertrains consist of an electric motor, lithium-ion battery, and a controller that manages energy flow. As demonstrated by the prototypes, the electric-drive system is being developed for front-, rear-, and four-wheel-drive applications.

Chrysler claims this EV technology could provide 40 miles of pure-electric range in the Town & Country minivan and Jeep Wrangler, with a small gasoline-fueled engine able to extend the range to 400 miles using just eight gallons of gas. The Town & Country has a 255-horsepower-equivalent motor, and a reported 0-60 mph time of nine seconds. The Wrangler has 268 horsepower. Engineers are exploring the use of electric motors for off-roading.

Engineered as a pure electric vehicle, the Dodge EV is a sleek, rear-drive sports car, reminiscent of the Tesla Roadster. The continuous driving range is 150-200 miles, and like the other prototypes, it can be recharged from a 110- or 220-volt outlet. The Dodge has a claimed 0-60 mph in less than five seconds, with a top speed in excess of 120 mph.

Chrysler has not announced which vehicle it will produce for 2010. As we drive a wide range of green machines during our Future of the Car day, it is clear that a plurality of solutions is on the near horizon, and electricity will play a key role. Keep an eye here on our Cars blog and follow us on Twitter for more news. And join our forum discussion on hybrids and alternative fuel vehicles.

—Jeff Bartlett

The Future is here

Future of the Car day is about to begin at our 327-acre Auto Test Center in Connecticut. Unfortunately, the future, and present, includes rain and lots of it. (Presumably, future cars will continue to have windshield wipers.)

We have made a few adjustments in our plans for the day, cutting back on testing demonstrations for obvious reasons. There will still be ride-and-drive opportunities for our guests, as well as panel discussions on future automotive technology and the cars themselves.

Cars continue to arrive this morning, including an electric DeLorean that is a must see.

We will report through the day on the blog, and on our new Twitter feed. (Be sure to sign up to "follow.") Once we dry off, coverage will continue until next week.

—Jeff Bartlett

Wired: We plug in our Toyota Prius hybrid

After a five-month wait, we finally got our Toyota Prius converted into a Plug-in Hybrid Electric Vehicle. PHEVs are considered to be the next step beyond standard hybrids and perhaps an interim step on the way to pure electric vehicles. Our Prius plug-in will be among the many green machines at Friday’s invitation-only Future of the Car event at our Auto Test Center in Connecticut. (Follow the event on Twitter and here on the Cars blog, with coverage continuing next week.)

Getting plugged in
Several conversion kits are available for the Prius. We chose the HiMotion/A123 module. Having impressed us at an industry conference, this seemed like the most mature technology available. The module is installed at seven locations nationwide. It was pricey, though, and cost us $10,875 (on top of the price of the 2008 Prius Touring — $24,803).

This conversion entails installing a lithium-ion battery pack to augment the Prius’s existing nickel-metal hydride (NiMH) battery. That adds 187 pounds to the rear cargo area. An outlet for charging was cut into the rear bumper. The new battery sits in the spare tire well, which now moves the spare onto a secured tray on top of it. All in all, this reduces luggage space.

We’re told that the Li-Ion battery can supply enough juice to propel the Prius on electric power longer distances and up to higher speeds. Battery supplier A123 claims a 35-40 mile electric-only range from full charge to depletion. Recharging is done by plugging the car into a regular 110-volt household outlet and takes about 5.5 hours to fully charge. A spokesperson from A123, as well as other PHEV advocates, claims that the converted Prius can yield more than 100 mpg. However, drawing such conclusion is neither simple nor straightforward. These claims stem from testing on a dynamometer. Plus, this figure doesn’t take into account the amount of electrical energy that goes in to moving the vehicle. We intend to run it through our regimented on-road fuel economy tests and report the findings online and in Consumer Reports magazine.   

For the purpose of testing this kit, we’ve installed a dedicated outlet with an energy monitor. This way we can see the amount of electricity in kilowatt hours (kWh) that’s going into propelling the car on electricity only. We haven’t yet hooked the car up to our fuel-measuring devices.

In a pure urban setting, our Prius runs on electric power more of the time and reaches higher speeds. We’ve teased the car up to 43 mph on electric drive on a level road. Even with the conversion, the engine kicks in every time the car climbs even a slight grade or when the driver tips into the throttle beyond a gentle prod. The energy monitor in the dash shows the state of charge (SOC) of the Li-Ion in blue. It changes to purple as the battery is close to depletion. The Li-Ion doesn’t get any regeneration from coasting or braking as does the stock NiMH battery.

At this point, our plug-in conversion is meant to give a glimpse of an emerging technology, rather than present a viable alternative to a current car. Stay tuned for in-depth testing.

—Gabe Shenhar 

Discuss hybrids in the forums.