How Mercedes’ BlueTec works, and the 2009 clean-diesel SUVs to come

For automakers to bring the innate fuel efficiency of a diesel engine with peppy performance and low emissions to the U.S. market, it required a national change-over to ultra-low-sulfur diesel fuel, the development of precisely controlled engines, and extensive treatment of exhaust gases. With these goals accomplished, there is a wave of diesel-powered vehicles coming to America despite the price premium on diesel fuel.

Mercedes-Benz has been leading the movement with its 50-state-legal "clean diesels" featuring "BlueTec" technology that mark the culmination of years of scientific research, powertrain engineering, and market preparation. The resulting BlueTec diesels burn cleaner than most gasoline engines and exhibit superior fuel economy at the same time.

This month, Mercedes announced that it would offer a clean-diesel option for three of its 2009-model SUVs: the midsized ML- and R-Class, and the big GL-Class. All will use the same 210-hp, 3.2-liter diesel V6. These should be some of the most fuel-efficient SUVs on the road. Mercedes has estimated that the GL320 BlueTec will record an average of 24 mpg, some 20 to 40 percent better than a comparable gasoline engine. It should also be able to travel 600 miles on a single tank of fuel.

There may have been nothing inevitable about Mercedes’ particular choices for creating a clean diesel. Conceivably a roster of alternative technologies could have accomplished the same thing. Honda, Nissan, and Toyota are all developing clean-diesel technology and they’re apt to use their own strategies to bring them to fruition. But the Mercedes BlueTec system just happens to be the first practical mass-market application available in the United States.

What is BlueTec?
It’s the proprietary name for a series of engine technologies, filters, and catalysts that result in low emissions and high fuel economy. It starts with a high-pressure common-rail turbo direct injection diesel engine. "Common rail" refers to the method for injecting precisely the right amount of fuel directly into each cylinder at exactly the right moment. The turbocharger boosts horsepower, and the system recirculates the exhaust gas that powers it in order to consume any unburned fuel.

When exhaust gas leaves the engine, a multi-phase treatment process begins. By their nature, diesels tend to produce high levels of carbon monoxide, oxides of nitrogen known collectively as NOx, and particulate matter, also known as soot. Oxidation catalysts minimize the carbon monoxide and further reduce unburned hydrocarbons. A maintenance-free particulate filter, or soot trap, then reduces soot to nearly undetectable levels.

NOx emissions are the trickiest to deal with. NOx forms in the first place as a result of burning atmospheric air, and every lean-burning engine generates NOx as the ratio of fuel to air in the combustion cycle decreases. Current approaches to trapping or destroying NOx emissions all use catalysts that are vulnerable to degradation in the presence of sulfur. That’s why it was necessary to put the whole country on a diet of ultra-low-sulfur fuel.

Mercedes uses two strategies to deal with NOx, one for cars and one for SUVs. The E320 BlueTec sedan, which we tested last year, attacks NOx with a storage catalyst and a second catalyst called SRC (Selective Catalytic Reduction). Periodically the engine runs rich for a little while, which cleanly purges the NOx storage catalyst.

For heavier vehicles, such as SUVs, Mercedes has adopted a urea-injection system called AdBlue. That’s because the NOx trap technology used in cars would require too-frequent purging and thus reduce fuel economy.

The AdBlue system uses the SRC catalyst and a tank of liquid urea, which is misted into the exhaust stream. When the urea comes in contact with the hot exhaust gas, it releases ammonia, which in turn reacts with NOx and emerges as harmless nitrogen and water. The urea supply is said to be good for 10,000 miles, so it only needs to be refilled at the vehicle’s normal service intervals. Mercedes says that the AdBlue system reduces NOx emissions by 80 percent.

The Mercedes-Benz BlueTec SUVs are slated to go on sale this fall as 2009 models.

— Gordon Hard

Also read "A clean diesel' sedan tops a performance-tuned hybrid" (available to online subscribers).

Electric cars take charge in Israel, Denmark

When I attended the Electrical Vehicle Symposium 23rd (EVS23) last year, I wondered: After 23 symposiums, why are there still no electric vehicles to speak of? Does that mean a collection of scientists, academics, and government officials have just been talking about the subject since 1969, when the first EVS conference was held? It may seem that way on the surface. However, we've recently driven electric vehicles, some of which seemed almost ready for prime time. (Read our EVS23 report "Who revived the electric car?") Beyond those commendable vehicles, a few other developments are lurking behind the scenes.

For Earth Day, we thought it would be appropriate to highlight some of the ongoing projects that may advance the international electric car cause.

At the 2008 New York auto show, Mitsubishi showed the iMiEV an electric car based on the "i"—a rear-wheel-drive micro car that's sold in Japan. Subaru has a fleet of electric micro cars, called the R1e, that are used by the Tokyo Electric Power Company. Nissan is also testing an electric-powered version of its Cube - its home-market competitor to the original Scion xB. All three use lithium-ion batteries.

If any automaker is poised for real-world mass-market electric vehicle, it might be Nissan. Here's why: The alliance between Nissan and French automaker Renault will soon be selling electric cars in Israel. Renault has recently partnered with a Silicon Valley based Israeli start-up Project Better Place (PBP) to supply electric-powered Renault Megane sedans to be sold in Israel starting in 2011. PBP, in turn, will create a network of 500,000 battery charging and replacement stations throughout Israel, as well as charging points in public parking garages and along streets.

Israel seems an unlikely candidate to be the first county to adapt an electric car, where environmental causes are not generally considered a top priority. However, it is a country where driving distances are relatively short, which alleviates the main concern associated with electric vehicles' inherently limited range. In fact, 90 percent of car owners drive less than 44 miles a day and the country's three largest cities are within 100 miles of each other.

The electric Renault Megane, a sedan the size of a Volkswagen Jetta, is said to be able to accelerate from 0-60 mph in eight seconds and have a range of 125 miles. Purchase price is expected to be similar to that of an equivalent-sized car with a 1.6-liter engine, according to Carlos Ghosn, President and CEO of Nissan Motor Co. and Renault S.A., and Shai Agassi, CEO of Project Better Place. A generous tax subsidy by the Israeli government will help make the price of the car competitive.

Megane EV owners will subscribe to a battery replacement or recharging plan that's based on their mileage. An onboard computer will indicate mileage left and the location of the nearest battery replacement or recharging spot. Removing and replacing the battery is planned to be performed by a robot. Operating costs are expected to be significantly cheaper than filling up with gasoline. This is no surprise, as a gallon of regular unleaded costs about $6.90 in Israel.

A similar experiment is planned for Denmark, another country known for relatively short driving distances. In the Danish scenario, cars would be plugged in for recharging and that energy will be generated from renewable wind power. In Israel, most electric power comes from coal power stations; coal is neither a renewable source nor clean. Consequently, a mile covered by the electric Megane emits no CO2 compared to the 293 gram per mile for the conventional model, there would be added CO2 emissions at the power plant.   

The battery for the Renault is an advanced lithium-ion type, developed by Nissan and NEC of Japan. This type of battery is commonly considered the next step from nickel-metal hydride batteries used in today's production hybrids. Li-ion batteries are still considered by many experts to be in their developmental infancy for automotive use and concerns about its longevity, charging time, and potential to overheat are still being addressed.

When it comes to electric vehicles, it's hard to determine if the number of enthusiasts outnumber the skeptics. Nevertheless, such mass-market experience gathered in terms infrastructure, and especially in battery charging/replacement, may give Nissan a competitive edge. More importantly, it may significantly push the EV cause forward. If the Israeli and Danish tests prove successful, it would be only a matter of time until other markets take a serious look at the potential.

Hopefully, by the time EVS24 convenes in 2009, 40 years after the first EV symposium, even more promising electric vehicles will emerge.

—Gabe Shenhar

For suggestions on how to live more green, visit Consumer Union's Web site Greenerchoices.org and our Earth Day special section. For more tips on saving fuel and alternative fuels, see our fuel economy guide.

Discuss alternative-fuel vehicles in the forums.   

Play time at the NY auto show

I spent the press days at the New York auto show writing, editing, and posting our coverage of the show.  So, I thought I should take a (short) break to have a little fun. All work and no play would be a shame, since there are a lot of things to see and do at the Javits Center.

The show opened to the public on Friday March 21st and runs until Sunday March 30th. Besides checking out the latest vehicles coming soon to a dealer near you, here are highlights of some other activities you can enjoy at the show.

Tucked in the corner on the first floor, Toyota trucks and race cars are displayed.  If you've ever seen the Toyota Pit Pass commercial, you can take a photo in a similar chair and simulate the ride above the zooming cars on a race track.

On the third level, Toyota has a live talk show where there is trivia, games, and prizes as well as an old-style curtain photo booth where you can make more goofy faces and print pictures with various backgrounds.

At the VW, Subaru and Volvo booths there are driving simulators. The Volvo simulator shows how the safety features in the new XC60 work.  You can feel the seat shake and seat belt tighten as you try out the City Safety feature.  You can also test other safety features such as the lane departure warning and driver alert control.

Subaru offers two simulators, one of the STi rally car and the other of the Legacy for those looking for a more relaxed ride. Both simulators vibrate and shake like you're actually taking a turn on the road.

For those visitors who didn't get the hottest video games for the holidays, here is your chance to try them out (beware, they are addicting). Visit the Chrysler booth to play Wii on two large screens and test your musical skills with Guitar Hero.

There were plenty of other things to see and do, but my tired feet told me to call it a day. Every major new-car show provides much more than just vehicles in a non-sales environment, making window shopping for your next ride—or merely indulging your enthusiast interests—fun for the whole family.

If you have a chance to attend the New York or similar auto show, be sure to plan enough time to have some fun.

—Liza Barth

See the 2008 New York auto show coverage.

2008 New York Auto Show video

Consumer Reports covered the annual New York auto show, with articles, photographs, blogs, and videos posted direct from the Jacob Javits Convention Center. Being a local event for us, we had an strong contingent attend the Big Apple show. Most coverage was posted prior to the doors opening to the public on Friday, including the videos below.

Filmed by CRTV, these videos help bring some of the most significant new models to life as the auto editors and engineers give bumper-to-bumper tours from the show floor.

Be sure to see our complete coverage of the 2008 New York auto show.

Automotive X Prize finds sponsor - get your applications ready

The Automotive X Prize is off to the races. This high-minded contest is designed to spur teams to develop a 100-mpg car by offering a $10 million prize.

Starting in the next 60 days, X Prize organizers will begin accepting final applications. Entries will be vetted by a prize committee to ensure the teams have a viable business plan to build and sell 10,000 copies of their designs and that the designs will appeal to a mass-market consumer.

Teams who clear that hurdle will compete in a series of races in various cities around the country starting late in 2009. In the first round of competition, contestants will be required to get at least 80 mpg, and the fastest car will win. In 2010, finalists from those races will compete for the grand prize in another series of races in which they must get 100 mpg. Again, the fastest car (the fastest to finish while achieving 100 mpg) will win.

So far, 64 teams from 22 states and several foreign countries have signed up to compete. Four teams had cars on display at the New York auto show announcement: Fuel Vapor Technologies (shown left), Venture Vehicles, Zero Pollution Motors' Air Car (which runs on a compressed air charge), and the West Philadelphia Hybrid X team.

In addition, the X Prize foundation announced a sponsor of the $10 million prize money. Progressive Casualty Insurance Company is putting up the prize purse, while the U.S. Department of Energy is sponsoring up to $3.5 million in money for outreach and education on the fuel saving technologies.

—Eric Evarts

Check out our previous coverage of the Automotive X Prize:
Automotive X Prize entries still up for grabs
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.

Your opinion wanted - GM takes questions to the public

Like any large corporation, General Motors spends a lot of time and money conducting focus groups—talking to its customers and potential customers in focus groups to find out what they want.
This year at the New York auto show, it seemed the company was doing more than usual.

First, at Wednesday morning, GM held a press conference to introduce the Pontiac Solstice Coupe and two new versions of the Australian-built Pontiac G8. As soon as you name any car G8, you signal the world that you're running out of ideas for car names. If that weren't bad enough, the company admitted as much when it announced an Internet contest to name the latest version of the G8, a two-door, car-like pickup truck, very similar in concept to the Chevrolet El Caminos from the 1970s and '80s. Personally, I'm not sure what's wrong with the storied name El Camino, beyond the potential for brand confusion. Or if that has too much (ahem) baggage, why not Caballero, the name of the GMC version of that trucklet, which no one will remember. (GM is working to merge GMC and Pontiac dealers anyway.) Rapper Fifty Cent, who introduced the car, suggested his given first name, Curtis. If you'd like to make a different suggestion, visit GM's "Tame the Name" contest Web site at: www.pontiac.com/namethiscar.

If that weren't enough feel-good feedback, the company invited a group of perhaps 60 enthusiasts of the Chevrolet Volt to a "town hall" meeting in the afternoon and a group of company executives fielded detailed questions about the car. (Read: "Plugged in: Chevrolet Volt.")

The visitors came from those who left comments at an independently operated Web site: gm-volt.com Many were tinkerers who own electric cars—sometimes several, and some that they have built themselves. Many are members of regional electric-vehicle clubs and are well versed in the challenges of building, owning, and driving electric vehicles (if not necessarily in mass production.)

These efforts follow on last years' GM press conference, in which the company asked showgoers to vote with colored balls for which of three microcar concepts they liked best.

All this is to say that GM is either trying very hard to do a better job of listening to its customers, or it has simply completely run out of original ideas of its own. We're not sure which.

To be fair, GM's vice president of global product development, Bob Lutz, has admitted the company underestimated the demand for hybrids. Put another way, before the Toyota Prius came out, GM was completely blind to the market among young, hip urban intellectuals for a car that got good gas mileage and made a social statement that its owner cared about the planet. Now it looks as though the company is aggressively trying to make up for lost time, marked by a slew of hybrid models coming to market and intriguing concept vehicles offering a glimpse at the potential road ahead.

Tell us what you think. Is GM asking the right customers now?

—Eric Evarts

See the 2008 New York auto show coverage.

Ford breaks out the stylus

Frequently, we have complained about radio and climate controls in recent vehicles we have tested being so small they need a stylus to operate. (Actually, we don't think it's a good idea to try to pick out buttons with a skinny stylus on the road, either.) Such controls are often mounted low on the dashboard, a long reach away, and so it is hard to see and pick out which button you want to hit. Clearly, we aren't fans of these tiny buttons.

Now it seems Ford has taken our snarky complaints literally. Looking at the radio, navigation, and inventory-tracking system in its Transit work van, what we found is a standard stylus slot in the upper right side of the unit. Just slide your fingernail down the side of the radio and pull it out.

The funny thing is, the Transit's simple, round climate-control knobs, as well as the "buttons" on its touch-screen system are all plenty large to hit with your finger. You still don't need a stylus. Go figure.

—Eric Evarts

See the 2008 New York auto show coverage.

Learning from the K-cars

This year, as gas prices head for $4 a gallon in New York, it seems like every Japanese carmaker is showing a tiny micro-car at the Javits center. Most look kind of like an egg sitting on a roller skate. They have room for two, or a very cozy four passengers. They are powered by gas engines of up to a motorcycle-sized 660 cc. Or, in many cases they dispense with a gas engine altogether and run on electric power.

More than a mere novelty, these tiny cars can be instructive. These automakers are building them to meet a market demand in Japan, where they are subject to only one-fifth the tax burden of other cars. Still, in Japan's compact cities, car buyers are demanding electric cars. The government doesn't mandate them, and the electric versions are subject to the same tax burden as the gas-powered models, but the drive is there.

In Japan, these tiny models are referred to as Kei-cars, or keijidosha, which literally means "light automobile."

Americans will remember a different type of K-car. As I was walking across town Tuesday night, I passed an immaculately kept Dodge Aries wagon from the 1980s—a rare site anywhere today, much less in Manhattan. It was surprising how small the Aries looked compared with the modern Toyota Camrys and Volkswagen Jettas surrounding it. Not nearly as small as the Japanese Kei-cars, however.

On the surface, the Kei cars look much more interesting and promising than the K-car. Now, more than ever, size matters. And these models show that people can get by with less vehicle.

—Eric Evarts

See the 2008 New York auto show coverage.

Ford Transit - Taxi of tomorrow?

The Ford Transit is a neat idea. At the NY Auto Show, Ford has it decked out in taxicab yellow; I think it looks like a cross between a Ford Fusion, Taurus X, and previous Land Rover Discovery. Senior Director of Consumer Reports Auto Test Division David Champion likens it to a big Honda Element. Also, says Champion, it seemingly "could take the place of an SUV or pickup truck for companies that do deliveries and other light-duty trade work." Plus, he adds, it's very likely that this new Dodge Sprinter-like model could make a tradesperson rethink whether or not they really need the weight (and poor fuel economy) of a full-sized van.

And if Ford uses the diesel engine offered in Europe, it could further boost fuel economy gains, not to mention the urban potential for a hybrid system.

—Mike Quincy

See the 2008 New York auto show coverage.

Plugged in: Chevrolet Volt

General Motors' development of the Chevrolet Volt has been conducted with unprecedented publicity for the company. In fact, it has had so much publicity that it has led some skeptics to believe the program is a mere publicity stunt. Given that the American industry needs more good news for multiple reasons, this theory is alluring. Either way, we keep learning more about the GM program at almost every auto show and on many occasions in between.

At a "town hall" meeting with Volt enthusiasts in New York, the company spelled out many more details about its targets for the production car. Here's what we learned:

• It will definitely be a small, four-door hatchback based on GM's global small-car architecture, as the concept car is, and it will be built on an existing assembly line.
• The car will likely be low-slung and narrow, because aerodynamics will be important to achieving the targeted fuel economy. Seats will "fit like a tailored suit, not a bulky winter coat," says the Volt's Chief Engineer Andrew Farah.
• The car's lithium-ion battery pack will have 16 kilowatt/hours of capacity - the amount necessary to travel 40 miles on an electric charge.
• The car will have an "intelligent" on-board battery charger that can automatically charge from any type of typical household electric current - either 110-volt or 220-volt AC.
• The battery pack will consist of 250 individual cells, wired in series. If any one of them fails, the whole pack will be dead. The pack will be liquid-cooled.
• Those batteries will use one of two technologies: lithium-ion nano-phosphate batteries from A123 systems in Massachusetts, or lithium-ion magnesium batteries from LG Chem. Neither technology was used in the lithium batteries that exploded spontaneously in laptop computers. Although lithium battery technology is advancing, GM has frozen this technology for the first-generation Volt to meet its November 2010 production target.
• GM is targeting an acceleration time from 0 to 60 mph of between 7 and 9 seconds, similar to the range of most family sedans today.
• The Volt will initially be sold only in certain states or cities, but will roll out nationwide "within months" after that.

A few guests at the meeting last night asked what will take the company so long to develop batteries for the Volt.

In addition to developing software to tell the engine when to start in any of thousands of different situations and how fast to run it, figuring out how to deal with stale gas and oil if users don't drive far enough to start the engine, and testing full-size battery packs, GM expects it will take time to develop public knowledge of how to operate the Volt.

For example, teaching consumers how often they should expect to recharge the car and to fill it with gas, and working with power companies to ensure that Volt buyers get discounted off-peak electric rates for charging at night. Currently, there is no EPA protocol for measuring the fuel economy of a plug-in hybrid.

Bob Lutz, General Motors vice president of global product development, says he is 94 percent positive GM will meet its target deadline of November 2010 to introduce the Volt. Then again, Bob is known for bluster. One thing is more and more certain: If the Volt turns into a mere publicity stunt, it will likely be the most elaborate and expensive one in history.

—Eric Evarts

See the 2008 New York auto show coverage.

Freaks and geeks - Speed Racer and flying cars

If you attend the New York International Auto Show be sure to check out the displays on the lower level. It is here where the true mechanical freaks and geeks of the auto world are on display. (Cars, that is.)

For example, to promote the upcoming "Speed Racer" movie the producers rolled out a mock-up of the famous Mach 5. Sure brings back memories of my childhood, although I'm still not sure if Racer X was a good guy or a bad guy, and I think Trixie and Spritle (the oddest name for a younger brother ever) probably wound up in psychotherapy. (Speaking of, I have to wonder if the stowaway tendencies of Spritle and Chim Chim lead to the need for emergency trunk releases?)

Learn about Speed Racer here.

Also on the lower level of the Jacob Javits Convention Center is a flying car, several electric car prototypes, and cut-aways of the Toyota Tundra and new Dodge Ram pickup trucks. VW also shows some of its very funny TV ads ("Vee-dub in da house") and a couple German-language ones that defy explanation.

—Mike Quincy

See the 2008 New York auto show coverage.

NYC muscle car madness

New York has a bevy of Detroit Three iron on display. Growing up in the 1970s, I never thought that we'd see the day when you could get a 430-hp Corvette that got 21 mpg overall. Now it seems that you can have your cake and bring it home driving a V8-rumbling muscle car.

Ford has two Mustangs of note here at the NY show. There's a beautiful Bullitt version—decked out in the classic Dark Highland Green—complete with a 315-hp V8, big pipes coming out of the back, and no excess spoilers taking away from the shape (which still looks good three years after the redesign). Ford is also displaying a fire-breathing Shelby GT500KR. As if the 500 hp of the "standard" GT500 wasn't enough, Ford decided to bring back the spirit of the top-level Shelby of the 1960s with this new, 540-hp version. The KR resurfaces a number of the design details from the original, including vents in the hood, bold body stripes, and a chunky cue-ball shifter. What the new model has all over the old one, however, is safety equipment: three-point safety belts for all seating positions (plus pretensioners for the fronts), ABS, traction control, and front and side air bags were barely a pipe dream in 1968. All are standard on the GT500KR.

While the big-engined Shelby is dubbed the "King of the Road," Chevrolet brought out its "King of the Hill" Corvette ZR1. The supercharged V8 supposedly makes "620 hp+"—more than enough to run with the best sports cars in the world. It also comes with great-looking 19- and 20-inch wheels, enormous brakes, as well as a unique "window" on the hood that lets you peer into the engine compartment. It's stunning.

Interestingly, while GM chose not to showcase its new Camaro in New York, at least Chrysler unveiled three versions of its hot Challenger: a base V6 SE, a 5.7-liter V8 R/T, and a top-of-the-line SRT8 (in all of its 425-hp, 6.1-liter glory). All wowed the crowds with their faithful reproduction of the original's styling and hunkered-down stance. But even the V6 model makes 250 hp (not bad - even by muscle car standards. Well, perhaps more "pony car" standards; the highest hp V8 in the Mustang GT was just 271 in 1965. (Don't bet me on this; I have one in my garage.)

By looking at the high-horsepower hand-ringing here in the Big Apple, you'd never guess that gasoline prices are averaging $3.28 a gallon, with a high of $3.60 in California. Will these fast and furious machines go begging if gas tops $4.00 - and stays there? What do you think? If you had the money to buy one, would you take the plunge? Use the comments feature and let us know.

—Mike Quincy

See the 2008 New York auto show coverage.

Help us Honda - Having a fit over the lack of TSX appeal

It was tough to sit through the two Honda press conferences today. Both the redesigned Acura TSX and the Honda Fit have been stars on the Internet for seemingly months now. The Fit was introduced in Japan last fall where it is Honda's top-selling model. And various TSX pictures and the press release have been rattling around online for a while now.

So the introductions here have been awkward. With very little adieu, out rolled each car. Loud music was playing...and kept playing...and just when you thought it was done, played some more. It was as if Honda was trying to build excitement in the press corps that never quite happened.

Further, the Honda executive doing the presentation jumped directly from reinforcing that Honda is an engineering driven company to announcing that Acura was the preferred vehicle of the W hotel chain. Even engineering-driven companies wind up with marketing relationships with boutique hotel chains, I guess.

It's a bit of a shame that the TSX and Fit were received with a collective yawn here. The Fit has some solid improvements—available ESC, driving position improvements, easier folding back seats. And the very, very reliable TSX outsold Acura's initial forecasts, providing nimble handling if not a ton of power. (The new car is slightly bigger but doesn't appear to deviate far from that recipe.)

Maybe the general ennui was caused by the TSX and Fit looking an awful lot like the cars they replaced. That makes sense for the distinctive Fit, but the TSX looks like a lot of other cars melted together, namely the Euro-Accord with the latest Acura grille.

As I wrote about Hyundai, I'm all for Honda's making solid practical improvements in redesigned cars. What else would you expect from a manufacturer that bills itself as an engineering-based company? And with a Honda Odyssey in my driveway, I'm pretty far from advocating making buying decisions based on styling alone. But in a world of sleek-looking Hyundai coupes, and a redesigned Nissan Maxima and Infiniti FX that have distinctive (if controversial) front ends, I wonder what Honda loses in sales by playing it safe.

—Tom Mutchler

See the 2008 New York auto show coverage.

Hyundai's Genesis candor

During the Detroit auto show in January, I wrote that it was unusual for Hyundai to note in their press conference that their Genesis luxury sedan used a timing chain instead of a belt. Mentioning maintenance issues during the introduction of a up-to-$40,000 luxury  sedan seemed like a disconnect - never mind that car companies just don't mention mundane things like that during the flash and glitz of a car show press conference.

Following form, Hyundai did it again during the introduction of the Genesis coupe. It wasn't all practical drudgery; Hyundai put on quite a show for journalists, doing handbrake turns and sliding the coupes around inside the exhibit hall. (It took a long, long, time for all of the smoke from the pyrotechnics to dissipate, clouding the presenters as they introduced the car.)

But while most car companies barely mention anything about the car during the press conference, Hyundai made sure to mention practicalities while introducing their coupe. The reasons for the unusual-looking "dropped" rear window: better view out for rear seat passengers and a smaller blind spot for the driver.

Hyundai also mentioned horsepower figures using both regular and premium fuel during the press conference, which makes sense since many owners (especially value-oriented buyers) want to avoid paying the premium for premium. This is a lot of detail for a car that won't be on sale before the first quarter of 2009, and certainly more info than Honda gave us on the Fit that will be on sale months earlier.

Funny thing is, coupes are far from practical cars. Hyundai is touting the Genesis coupe as the least expensive rear-wheel-drive coupe with independent suspension with over 300 horsepower on the market. It's obvious that the main selling points of this car will be sleek styling (with some Jaguar XK influence in the rear quarters), plenty of power, and an aggressive price.

Still, amid all of the flash, loud music, and hype, it's good to hear that a company remembers that real people with real budgets and real needs (like visibility) will be buying their cars.

—Tom Mutchler

See the 2008 New York auto show coverage.

New York auto show - Random thoughts

The keynote speaker for this morning's breakfast was Bob Nardelli, President and CEO of Chrysler. In his introduction, it was said that he knew the company's products well, since he used to own a PT Cruiser, Prowler, and a Jeep. No word as to whether or not he used Stanley hammers or DeWalt drills when he headed Home Depot.

Everything seems to be moving at the speed of sound these days. Decisions, according to Mr. Nardelli, are made at Chrysler with either a "quick yes or a quick no, but no more slow maybes." Acura, too, is coming up to speed as they touted the expression "say no to slow." Judging by the rather dull appearance of its redesigned TSX, I don't think the company will get a "say yes to best dressed" anytime soon.

With all the talk about going "green" I still find it curious that Mercedes calls its cleaner diesel engines "BlueTec." Why not go "GreenTec"?

It's amazing to me that "adults" have to be reminded to turn down the ringers on their cell phones before the start of a press conference.

The rear styling of the Saturn Flextreme concept is revising the look of the 1963 Chevrolet Corvette split-window. Nope, can't see out of the back of this one, either.

Toyota is really taking the "green" theme seriously. It has signs posted all over its display saying, "The fabric panels and overhead canopies in the Toyota display are made from post-industrial and post-consumer content using non-toxic inks." Hmmm. The company must be trying to ease its guilt or counter-balance the Land Cruisers, Sequoias, and Tundras it has on display.

My colleague Jake Fisher made this pronouncement: the new Acura TSX is said to be wider and longer but sporty and agile, and the new Nissan Maxima is claimed to be smaller but sporty and agile. That, naturally, reminded me of a commercial for the AMC Pacer which claimed that its wide stance helped give it a stable ride. It also could also be counted on to help you make a mean sandwich.   

—Mike Quincy

See the 2008 New York auto show coverage.

Green in a NY minute

The opening hour of the press preview days for the New York Auto Show started off with a virtual love-in between the manufacturers, their advertising agencies, and a mysterious panel of judges. Awards were distributed for what was considered the best in TV advertising. I really could have used the extra sleep.

And while all the ads up for awards were clever, sentimental, or daresay funny—I mean, what's not funny about a Jeep-load of woodland creatures singing "Rock me gently"?—the most baffling was the "Green" award won by Subaru. The winning ad showed a man standing outside a Subaru factory proclaiming that it's the greenest one anywhere. In its press releases, the company says its Indiana facility "is recognized as the first U.S. auto plant to achieve zero-landfill status, with all its waste being reused, recycled or utilized in a waste-to-energy program to generate electricity for the city of Indianapolis."

However, the term "green" and Subaru usually don't get very cozy, at least not in Consumer Reports testing. In an article in our April issue, titled "Who makes the best cars?" Subaru ranked third, behind only Toyota and Honda, respectively. In the article, we said that "Only two automakers, Honda and Subaru, earned the distinction of having all of the models we tested make our Recommended list." Clearly, we think the company makes good products. But as its "report card" shows, we listed "fuel economy" as a "low."

As a whole, Subaru products are not the most fuel efficient in their class; neither a hybrid nor diesel is offered in its North American lineup. In fact, just about the greenest you can get with a Subaru is by choosing its "Evergreen Metallic" paint for a Forester 2.5 X L.L. Bean Edition. That said, a green factory is a good start.

—Mike Quincy

See the 2008 New York auto show coverage.

Live from New York - the NY auto show

We are counting down the hours until the Jacob Javits Convention Center opens its doors to the media on Wednesday morning for the 2008 New York International Auto Show. Consumer Reports auto editors and engineers will attend this final major event of the American show season, reporting on the latest production models and concept cars. We already have a show preview online, and starting Wednesday morning, we'll post continuous coverage live from downtown New York.

Our target list of expected models now numbers about 30 cars, ranging from practical to indulgent. The show coverage story will feature updates to text and photography throughout the day and evening, reflecting our latest findings and insights. Plus, our blog will feature posts during the day with news and commentary. Starting late Wednesday, we will begin posting videos from the event, giving walk-around tours of significant unveilings.

Join us this week for a look at upcoming models, and enjoy the last show of the season.

—Jeff Bartlett

See the 2008 New York auto show coverage.

Wired is as wired does

It should come as no surprise that people attending a conference called GPS Wireless 2008 are a pretty connected bunch. After all, they make their living at this stuff.

Attendees spent an inordinate amount of time messing around with their BlackBerries and laptops during presentations, and one piece of the canned welcoming speech from our host seemed hopelessly out of date – especially with this crowd.

"Please turn off your cell phones and pagers" can probably be struck from the script, now that it’s been 12 years since the first of these conferences was held. Even the event organizer had to pause for a moment after uttering that line.

"Does anybody even have a pager anymore?" he asked.

Nobody answered. They were all hunkered over, tapping away at their smart phones.

The point was driven home by the moderator of the opening panel discussion, who began by inviting attendees to text message him with questions for the panel. His number was prominently displayed on two giant screens for everyone’s convenience.

OK, kids, fire those phones back up. At least he didn’t ask anybody to page him.

For me, it is now time to unplug, at least until I head off with the CR Cars team this Wednesday to provide continuous coverage of the New York auto show. (Not to worry, we do have more GPS news coming to the blog soon.)
 

How did we get by in an analog world?

—Jim Travers

For more information on portable GPS navigation systems, see our Ratings and buying advice and watch our video guide. Discuss GPS devices in the forums. 

These directions brought to you by our sponsor

Attendees and panelists here at the lively GPS Wireless 2008 convention in San Francisco have different forecasts about what's coming next to the navigation world. That's no surprise. Put a representative from a cellphone company and a portable navigation device (PND) manufacturer in the same discussion, and you'd better expect different forecasts. These people have to eat, plus they have hungry shareholders to feed.

But one thing most seem to agree on is that PNDs will become more connected in the near future. People, they say, will demand real-time traffic and weather, Internet access, and other gotta-have services. Some also say the industry needs to move in that direction because it can't survive by cranking out $150 barebones devices.

One question expert panelists are wrestling with is how to pay for these added services and who is going to create them. Another is specifically what the most important services will be. More than one panelist dodged that question. Once again, they have to eat. Can't be giving away the store and all.

In terms of paying for it, there are a couple of ways to go. Subscription fees could do it, but it hasn't been proven that everyone will fork over 10 or 12 bucks a month for traffic, weather, and whatever. "Bundling" products together, much like cellphone plans do with voice mail, text messaging, etc. is another possibility, and one that can be an easier sell than a la carte services, especially to a wired public whose cart is overflowing with connectivity fees already.

And then there's another, and possibly even less appealing alternative: Advertising. But that alternative is so unappealing that panelists don't even like to use the "a" word. They prefer "sponsorship." As in, "I see you asked for directions to the nearest coffee. Howzabout a coupon or discount code for Starbucks?"

By doing this, some say the subscription cost to the user could be cut by half, or eliminated altogether.

Note to self: Stop blogging. Go buy a barebones unit right now.

—Jim Travers

For more information on portable GPS navigation systems, see our Ratings and buying advice and watch our video guide. Discuss GPS devices in the forums. 

Navigating the future

A popular discussion in the world of personal navigation devices (PNDs) these days is whether dedicated portables as we know them will continue with their explosive sales growth of late, or if cell phone-based navigation will come to dominate.

Here at the GPS Wireless Conference 2008, 200 or so industry experts and professionals are wondering aloud about that, too. The experts don't know the answer, either. Or if some do, they're not talking. Some say the marketplace has room for both, comparing the scenario to that of camera-equipped celphones and conventional cameras. Phones haven't put the camera industry out of business, they point out, and draw the same analogy between smart phones and personal computers. They contend people will want one of each.

Still, one has to wonder what's coming, especially with phone giant Nokia's bid to takeover mapping data provider Navteq, and their increasing emphasis on navigation. A Nokia representative speaking at GPS Wireless today said his company alone will ship more navigation-enabled cellphones, an estimated 35 million units, in 2008 than the entire industry did last year. Also interesting is portable GPS market leader Garmin's planned entry into the cellphone business.

Speakers here joke about how every year for the twelve years of this conference, people have been walking around saying, "This is the year" for their industry. They're saying it again this year. It's just that nobody really knows what that means, and whose year it will be.

—Jim Travers

For more information on portable GPS navigation systems, see our Ratings and buying advice and watch our video guide. Discuss GPS devices in the forums. 

What's next in GPS?

That's what we're going to San Francisco to find out, at the GPS Wireless 2008 conference.

The portable navigation market continues to evolve at a mind-boggling pace, with prices continuing to drop, more features being added all the time, and new manufacturers entering the market seemingly every day.

If you've been on the fence about whether to buy now or wait to see what's around the corner, stay tuned. GPS Wireless promises to show us what's on the horizon, with industry experts from companies that make the devices, mapping providers, auto companies, and analysts bringing us the latest news. We'll share it all with you right here in the CR Cars blog.

—Jim Travers

For more information on portable GPS navigation systems, see our Ratings and buying advice and watch our video guide. Discuss GPS devices in the forums.

 

The growing - and surprisingly large - ethanol movement

The search for alternative fuels is moving fast and furiously this week at the National Ethanol Conference in Orlando. Or, in the words of Energy Department Undersecretary for Energy Efficiency and Renewable Energy Alexander Karsner: "Acting with a sense of urgency to develop alternatives to traditional energy supplies is no longer optional." Risks to traditional petroleum supplies have never been higher and are still growing, he says.

That seems to be the conclusion of a surprisingly large contingent of ethanol investors, producers, corn farmers, and advocates gathered here at the conference. Estimates range from 2,000 to 2,700 of them are in attendance.

No surprise, much of the reason for all the interest is financial: Last year's Energy Act included a provision requiring the production of 30 billion gallons of ethanol to be blended with gasoline by 2020.

The ethanol industry is putting its collective efforts into marketing a blend of ethanol called E85, so-named because it is 85 percent ethanol and 15 percent gasoline. A promising supplement to gasoline, there are many sides to E85. For instance, when we tested a flex-fuel Chevrolet Tahoe running on E85 in 2006, we found its fuel economy dropped 27 percent overall, compared with running on gasoline. Likewise, there is debate over the net energy benefits of creating fuel from food crops, with some analysts questioning the energy return when factoring the petroleum used in farm machines and for transporting.

Some stations sell E85 for less than gasoline, while others charge more, hitting consumers with a double-whammy: more fuel cost per gallon and less efficiency. Availability and pricing may change as competition heats up in the ethanol market. Today, only a small fraction of gas stations carry E85, but the number has been growing.

Two recent announcements may push that trend along. The first came last October, when Underwriters Laboratories adopted a safety standard for E85 fuel pumps. Since ethanol is more corrosive than gasoline, some station owners were concerned that ordinary gas pumps could fail when pumping gasoline. The organization says it is now testing the first commercial E85 fuel pumps and expects them to be available later this year.

Then in December, Congress passed amendments to a law called the Petroleum Marketing Practices Act, forbidding oil companies from restricting the sale of E85 at their franchised gas stations. Some franchise contracts had effectively forbidden the sale, or forced E85 pumps to be located away from other pumps. With those two obstacles eliminated, more gas station owners may consider E85. However, building infrastructure to transport enough ethanol to fuel cars nationwide remains a challenge.

In addition to E85, ethanol is sold in a 10-percent blend with gasoline known as E10 at most gas pumps around the country. Karsner also revealed that the Energy Department is studying setting additional standards for intermediate blends of E15 and E20 to absorb increasing ethanol supplies and decrease gasoline demand.

The jury is out on whether ethanol saves money or not. Undersecretary Karsner says without mixtures of ethanol in gasoline today, gas prices might be even higher. But like any emerging environmental technology, the costs are likely to come down as supplies grow.

So far, according to Dow Jones and USA Today pollster Bruce Scherr, the problem most Americans have with ethanol is they don't know about it. But they support the idea of a domestically produced fuel that can substitute for oil. Today, the United States produces more ethanol than it imports oil from Iraq. (To see where we import oil from, read "The drive for energy independence.")

To learn more about ethanol and alternative fuels, visit our green cars and fuel economy hub. In the meantime, tell us how you feel about ethanol and what would make you switch to using it instead of gasoline in the comments below.

Watch for a future installment on ethanol production and its connection to rising food prices.

—Eric Evarts

Chicago - Show me the green

The Chicago Auto Show seems to fall in a tough place on the calendar, that is, after the Los Angeles and Detroit shows where combined 60-80 vehicles may have been unveiled. Each event has a typical theme: LA is usually on the leading-edge of the Green movement and high fashion; Detroit tends to combine American muscle, technology innovation, and memorable design; Chicago is often a blend of truck news and also-rans (minor updates and decidedly unsexy models).

Disappointingly, the pattern holds true this year. The show itself isn't to blame, being a hapless victim of timing and circumstance. I place the blame on the manufacturers. Hear me out...

Reflecting back on the announcements after one last tour of the show floor, there were more than a fair share of mild updates and rebadged models. These may be all important to their respective companies, but not fodder for fueling consumer (or diehard automotive) passions.

Trucks did rule here in Chicago, with several interesting announcements although little that rocked my automotive world. The Chevrolet Traverse looks great. The Ford Works computer system is quite impressive. The GMC Sierra is welcomed to the hybrid revolution. The GMC Denali XT concept is, well, different.

What I wanted to see was inventive, thrifty trucks and SUVs. Rather than just targeting full-throttle, off-road assault monsters, I was looking forward to more vehicles that could commune in nature in a reasonably environmentally responsible way.

Turns out Detroit was the show for that, with the Ford Escape Plug-in, Hummer HX, Jeep Renegade (shown above), Land Rover LRX, Saturn Vue Plug-in, and Toyota A-BAT concepts. No question the Hummer H3T rocks in its own conquer-the-Earth way, but the HX concept from Detroit alongside it rocks harder. Fit it with a clean diesel engine and consider it the brand's savior.

The show season isn't over until New York next month. Just hope we don't have to wait until the next Detroit show to be tantalized with vehicles that combine fun and "green" in the same exciting package.

Meanwhile, I need to reread the Suzuki Equator materials to learn more about how it has an "exclusive" grille.

—Jeff Bartlett

Read our complete coverage of the 2008 Chicago Auto Show.

Car safety goes to the dogs

The automaker press conferences at the Chicago Auto Show today ended not with a whimper, but a bark, as Volvo brought canine safety center stage. The Volvo-dog connection is natural. Our recent Brand Perceptions Survey found that among new-car shoppers, safety (63 percent) is the most important consideration. And the Swedish brand owns the safety category, according to this nationwide survey.

Pet safety group BarkBuckleUp had pooches on hand as they addressed the avoidable dangers of traveling with dogs. Some are obvious, others less so. Given that more than 67 percent of U.S. households own a pet, with 44.8 million having a dog, chances are you have or will at some time travel with a dog.

Dogs present a variety of risks, beyond drooling, shedding, and scratching the interior. Dogs can also distract a driver with their behavior or insufferable cuteness.

Among the most threatening risks is simply being unrestrained in an accident. In a BarkBuckleUp example, a 60-pound dog in a 30-mph collision can impact a car seat, windshield, or a passenger with 1,200-pounds of force.

Less obvious are some of the other risks. In a prior interview, BarkBuckleUp co-founder Christina Selter told of how emergency workers face dangers from a wounded or overly protective animal preventing, or at least challenging, their access to a crashed automobile to help its occupants. Think German Shepherd scared witless, staring down mortal threats, with sirens, flashing lights, and strangely dressed people approaching its family…not a welcoming scenario.

Tragically, Selter says she hears reports of when emergency team members open a vehicle door, only to have a frightened animal run into traffic, causing another accident.

Dogs are beloved family members in many households and can bring lots of joy. It’s hard to envision Fido at such risk, but clearly the threat is there. Pet harness restraints and cargo-section barriers are available that can help keep the whole family safe. If safety really is a top concern, investing in a harness or barrier seems like a small price to pay to make the whole family safer.

—Jeff Bartlett

Read our complete coverage of the 2008 Chicago Auto Show.

Ford trucks redefine mobile office

A new competitor to the rugged Panasonic Toughbook laptop was introduced in Chicago—the Ford F-150. Ford unveiled an integrated, computerized office for commercial users, with more technical partners to thank than a NASCAR team. Together, Ford and this high-tech cabal have assembled a powerful suite of tools that can help manage businesses on the road.

Here’s a quick look:

Computer: An in-dash computer with high-speed Internet access via the Sprint mobile broadband network is integrated in the center console space used by typical double-DIN stereos. It uses a 6.5-inch, touch screen, and it includes a wireless keyboard and mouse. The computer has two gigabytes of memory, plus a slot to add a memory card and a USB port.

The computer works with Bluetooth-enabled mobile phones, offering hands-free calling with push-to-talk voice recognition, access to user phonebooks, and the ability to receive text messages. More significantly, it allows access to a home or office computer from anywhere. Files can be transferred and even printed in the truck via Bluetooth.

Tool Link: Yes, even power tools are becoming computerized. By placing a Radio-Frequency Identification (RFID) tag on tools, or other equipment, the truck can inventory the equipment loaded in the bed. Conversely, the user can program lists of equipment needed for specific jobs, and the Works system can verify that everything needed is on board.

Crew Chief: Fleet owners and managers can use this telematics and diagnostic tool to monitor vehicle locations and condition. Using the integrated Garmin navigation system, drivers can see their fleet in real-time on the dash display. And they can confirm the tool inventory, to make sure they have the right equipment onboard. Because the computer is integrated into the vehicle electrical architecture, it can tap a wealth of information. It would know if a tire is low, or an oil change is due. Further, it can be programmed to alert if a vehicle is idling excessively. To aid the back office, it can deliver detailed fuel reporting to calculate consumption and taxes. All this information can also be accessed from a desktop computer.

Cable lock: Developed with Master Lock, the non-electronic Cable Lock system is essentially a recoiling cable in the bed that can be looped through tools to protect them from theft. Not high tech, but handy.

All four Ford Work “Solutions” will be available this fall on the new 2009 Ford F-150, F-Series Super Duty trucks, and 2009 E-Series vans. Several of the features will be available for dealer installation to upgrade Ford trucks model years 1997 to present, including the core computer system.

No pricing has been released, but a Ford representative said the aim is to keep the basic package within the pricing range of their current factory navigation systems. Translation: $1,500-$2,200. Of course, the customer will be responsible for monthly Sprint mobile fees. Each feature, like Tool Link or Crew Chief, will cost extra. In some cases, additional equipment will be needed, from RFID readers to transponders for other vehicles. The full Works computer is not necessary for the entire fleet to be linked.

To me, Ford Works is to Sync what the iPhone is to the iPod Shuffle. Cool stuff, indeed.

—Jeff Bartlett

Read our complete coverage of the 2008 Chicago Auto Show.

The challenges of a modern muscle car era

One thing I learned from the Twilight Zone television show is that dreams can come true, but there’s always a catch. As a life-long muscle car enthusiast, I’ve often dreamed of the classic 1960s cars being reborn with modern amenities and performance.

My youthful desires were further kindled by my second car, a Pontiac Firebird. Since then, I’ve driven numerous, memorable muscle machines, each thrilling and disappointing in their own ways. A few years ago, I bought an older Chevrolet Corvette treated to a ground-up restoration and modernization, with a late-model powertrain. Stock appearance with somewhat modern dynamics. Very cool indeed, but not the true fantasy realized.

The current Ford Mustang GT and Shelby GT500 hit my hot button. And the new Chevrolet Camaro has my enthusiasm firing on all cylinders, recalling great memories of flogging a big-block Yenko Camaro. And now, along comes the 2009 Dodge Challenger SRT8 here in Chicago. Wow.

Aside from gaining a little girth with age, as many of us tend to do, it too has that perfect recipe of being the car we all wish the originals were. (Ever go back and drive a ‘60s muscle car? Not quite what you may remember…)