Hypermiling - The new menace on the road?

The other day I’m following a Honda Insight hybrid driving rather quickly down a hill. But as the hill flattens and we start climbing another hill, the little Insight slows down. As we approach an intersection, I see the light has just turned green and I’m sure we’ll make it. But we’re still climbing and the Insight is continues to shed speed. Finally, the light turns yellow and then red. But instead of stopping, the Insight drives right through the red light and continues puttering down the road.

Was this driver driving slowly to be safety conscious? No. I was following one of the new breed of fuel-sipping fanatics that are menacing our roads. (And you know who you are!) The driver of the Insight was doing everything to maximize fuel mileage. Speeding down hills to maintain momentum, slowing up the hills to prevent pressing too hard on the gas pedal, coasting through red lights, and even tailgating semi-trucks to save fuel are all symptoms of this new threat to drivers everywhere.

The phenomenon is encouraged by the colorful fuel economy displays in some hybrids that have turned driving into a video game. The point of this game is to get the highest score... er… mpg figure. Why? Some probably believe they’re minimizing their strain on the earth, but more likely they’re looking for bragging rights. Maybe you’re trying to keep your Prius-o-meter above 50 mpg so you can post your results on Priuschat.com. Maybe people keep asking you what kind of mileage you get on your hybrid, and you want more impressive figures to report. Or perhaps you just want prove to your spouse that you know the right way to drive your new green machine.

Don’t get me wrong—there’s nothing wrong with driving to maximize fuel economy. I try to do the same and have to admit that I have a hard time not staring at the pretty fuel consumption screen on my wife’s Prius. But there are many ways to modify your driving to maximize fuel economy and not become a rolling road hazard. In fact, sites like Hypermiling.com and cleanmpg.com promote many safe and effective ways to maximize fuel economy. But you should always be courteous to others around you. And, yes, a Prius can make it up the hills without losing speed if you push your right foot down a bit. Most importantly, watch the road not the fuel economy gauge. You’ll make the roadways safer for all, and may even help non-hybrids save fuel with an even, predictable driving manner.

—Jake Fisher

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

Pressing matters - Toyota wasn’t alone in receiving government assistance

The automotive press was abuzz earlier this month as corporations flung around statements related to the development of hybrid vehicles, suggesting Toyota may have received an unfair advantage by receiving government funding for research and development. However, Toyota isn’t the only automaker to receive government assistance. More than a decade ago, American tax dollars supported an auto industry initiative to develop a marked advance focused on developing a marketable, 80-mpg family car.

This conflict flared up recently after Business Week magazine published a quote from Jim Press, former president of Toyota’s U.S. division: “The Japanese government paid for 100 percent of the development of the battery and hybrid system that went into the Toyota Prius.” In September 2007, Press left Toyota to become Chrysler’s vice chairman and president.

While Press’s statement may not sound earth shaking, the news rocked Detroit. The impression left is that Toyota received an unfair advantage (i.e., government support), when some captains of the American car industry have long justified their delay, both on and off the record, in developing hybrids by claiming that such complex vehicles can’t make money due to huge development costs. They may be right. Even if the Japanese government did help pay for the development of the Prius, that doesn’t necessarily make it profitable. (Jim Press is shown here at  the 2001 New York International Auto Show with first-generation Prius prepped for the transit authority.)

There is some dispute about the veracity or the details of Press’s claim. Toyota has refuted it. Chrysler has clarified the statements in a media-focused blog with “He said the Japanese government strongly supported R & D (research and development) investment in battery development, and the Prius and other Japanese models benefited from that investment in industry.” Yet, in testimony in 2007, Press told Congress that the Japanese government did not pay for any Prius research and development.

Whatever the truth may be, all the attention this story has generated may have left a false impression in readers’ minds. It implies that if only the U.S. government supported Detroit the way the Japanese government does Toyota, Detroit might not have lost the race to develop efficient, advanced hybrid cars.

A quick history lesson debunks this myth:

From 1993 to 2000, the United States did spend about $1.2 billion helping the American auto industry develop hybrids just like the Prius. The program was called the Partnership for a New Generation of Vehicles (PNGV). It was a joint effort between the Department of Energy, national laboratories, universities, and the Big 3 U.S. automakers (through a research consortium called USCAR). The goal was for each of the automakers to build a prototype family sedan that could achieve 80 mpg and cost no more than a similar conventional car.

Chrysler, Ford, and GM each produced prototypes that got at least 70 mpg: the Chrysler ESX3, Ford Prodigy, and General Motors Precept. All three were diesel-electric hybrids. But none of the companies have built such cars, as the original program mandate had envisioned, after PNGV was replaced by the fuel-cell focused FreedomCAR initiative in 2003.

According to a 2002 article in Issues magazine by Daniel Sperling, founding director of the Institute of Transportation Studies at the University of California at Davis and a member of the California’s Air Resources Board (commonly known as CARB), the PNGV had one other lasting effect: The prospect of the world’s richest country teaming with some of the world’s (then) largest automakers spurred Japan and Europe to develop similar task forces: the European Car of Tomorrow Task Force and the Japan Clean Air Program.

And unlike the U.S. companies, the fruits of Toyota’s participation in those efforts are visible on our roads every day.

—Eric Evarts

Discuss Hybrids and alternative fuel vehicles in the CR forums.

From the logbook: Toyota Prius Touring

History shows that Toyota made the right decision when their designers made sure that the second-generation Prius looked like nothing else on the road. Most buyers wanted the world to know that they were proudly piloting a hybrid. Unlike the Honda Civic and Accord Hybrids—which looked nearly identical to the non-hybrid models and sell in much lower numbers, so much so that the Accord version was dropped—the latest Prius silently screams, "Here I am! And I'm burning less gasoline than you."

Actually, because the car is so quiet when moving on battery power alone (except when you put it in reverse and an annoying beep reminds you to be careful backing up), it makes its biggest statement at the gas pump.

This time around we're testing a Touring model with stability control ($23,220) to see if it improves the Prius' handling. What have we learned over the past few months driving it? Is the Prius just a rolling science project or is it a real car? Read on for our test teams' initial feedback:

"First impression isn't too hot, but this car grows on you."

"Switching from electric power to gas makes the engine shudder to life; I don't remember our last Prius doing that."

"Not impressive to drive (stiff ride, poor steering feel)."

"This car was more amazing when we tested it in '04."

"Transmission selector makes you push forward for reverse and pull back to go forward? (I remember complaining about that arrangement in another vehicle with the initials 'B.M.W.')"

"One display screen for all secondary functions is ridiculous."

"I spent too much time switching from screen to screen when I should be looking at the road."

"All this software to calculate 'instant' and 'overall' fuel economy but no 'distance to empty?'"

"Sub-par driving position - plenty of room, but the [steering] wheel is too far away and the dead pedal is badly angled and too close."

"Visibility is OK, but there are lots of pillars and that odd back window."

"Great packaging for four people and lots of luggage space for what is a small car."

"Good rear-seat room for kids."

"40+ mpg is still amazing."

As you can see, while the Prius doesn't deliver an engaging driving experience, it delivers fuel economy in spades. ("A genius of a car, but too bad it's not fun to drive" said one engineer.) There's enough substance here to help you understand why this car continues to be all the rage for environmentally-focused people. And I think this line really sums up what we feel about the Prius thus far: "An impressive, ground-breaking product, but far from perfect."

—Mike Quincy

Workplace incentives for fuel-efficient cars

Reading The Wall Street Journal over breakfast a while back, I noticed an interesting article titled "Workers Get Incentives to Live Greener" that mentioned employers who give workers financial reasons to buy fuel-efficient cars. Clif Bar, makers of energy bars, give forgivable loans if you buy a car that gets at least 40 mpg. NRG Systems, who makes wind-measurement equipment, gives a $1,000 bonus to employees who buy a Toyota Prius. And, although it wasn’t mentioned in this article, Google gives $5,000 to workers who buy a car that achieves 45 mpg. (Hybridcars.com has a list of employers who offer such fuel economy and hybrid incentives.)

Another company that offers incentives is Topics Entertainment, a Washington software publisher. Their incentive program is considerably wider-ranging. To get those above incentives, based on what’s on the market today, you’re essentially limited to buying a new Toyota Prius. Not bad, but not for everyone.

Topics’ program covers other ways to improve fuel economy. Employees get $1,000 to trade in their current car for a new one with a smaller engine and additional money for going from a V8 to a four cylinder or buying a hybrid. That gives employees a wider range of vehicles from which to choose.

For the most part, this is a great idea. You don’t need to go all the way from a Suburban, Expedition, or Land Cruiser to a Prius to get considerable fuel economy improvements. For example, trading in a Jeep Commander for a Saturn Outlook would save 3 mpg (13 vs. 16 mpg, overall, in our tests).

As a general rule of thumb, an engine with a lower displacement or fewer cylinders typically consumes less fuel, thus creating less carbon dioxide emissions than a bigger engine with more cylinders. (This is discussed in my earlier blog "You coulda had a V8... but who needs it?' Indeed, some European nations have taxes based on vehicle engine displacement.

But there are some exceptions to the rule:

If you trade this...

For this...

…you can save this many mpg (based on CR's overall fuel economy)

2000 Subaru Outback (2.5-liter, four-cylinder)	2008 Toyota RAV4 V6 (3.5-liter, six-cylinder)	2 mpg (20 vs. 22)
2004 Volvo S60 2.5T (2.5-liter turbo, five-cylinder)	2006 BMW 328i (3.0-liter, six-cylinder)	2 mpg (22 vs. 24)
2005 Chevrolet Cobalt LS (2.2-liter, four-cylinder)	2008 Volkswagen Jetta (2.5-liter, five-cylinder)	1 mpg (23 vs. 24)
2007 Mazda CX-7 (2.3-liter turbo, four-cylinder)	2008 BMW X3 3.0i (3.0-liter, six-cylinder)	1 mpg (18 vs. 19)
2006 Hummer H3 (3.5-liter, five-cylinder)	2008 Volvo XC90 V8 (4.6-liter, eight-cylinder)	2 mpg (14 vs. 16)
2004 Mazda RX-8 (1.3-liter rotary, zero cylinders)	2008 Ford Mustang GT V8 (4.6-liter, eight-cylinder)	2 mpg (18 vs. 20)

Why do some of these disparities exist?

A manufacturer can improve fuel economy in the same engine with continued development. A new Subaru Outback 2.5i, for example, gets 1 mpg better than the 2000 Outback did on our tests.

Typically, the more gears in the automatic transmission, the better the mileage. Cars like the Outback, Cobalt, and H3 only have four-speed automatics.

Small engines pulling heavy vehicles (H3 and CX-7) can struggle, reducing fuel economy.

Rotary engines (RX-8) are very compact, building impressive horsepower per liter, but they aren’t particularly fuel efficient or low in emissions.

To sum up, if you want to improve fuel economy, you usually can’t go wrong by buying a car with a smaller engine. But take a quick look at the fuel economy numbers to make sure.

—Tom Mutchler

Visit our fuel economy hub, and see our list of best cars for fuel economy.

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.

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.

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.

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.

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.

Charge! Fuel economy law promotes plug-in hybrids

One interesting and little noticed provision of the Energy Independence and Security Act of 2007 is a section promoting the development of plug-in hybrid electric vehicles. This legislation nugget has not have caught wide media attention. But to me, seeing Congress actively embrace technology that once seemed like science fiction shows how far we have come in the past decade. Let me explain:

Plug-in hybrids, like the Chevrolet Volt concept and some Toyota Prius aftermarket conversions, work just like regular full hybrids—operating on gas, electric power, or both. But plug-ins have much larger batteries, and instead of recharging them only with the gas engine in the vehicle, they may also be charged from a home or office electrical outlet.

The idea is that if the cars had enough battery power to go 40 miles on a charge, without starting the engine, 78 percent of Americans could drive all week without using any gasoline at all. Most Americans drive less than 27 miles a day, and the cars could go that far on electricity alone by charging up every night.

True, the electrical power would have to come from some place, and its production—would result in some pollution on a national basis. But electric power is much cheaper than gasoline for the equivalent energy, and it can be generated through myriad means within the United States, reducing dependence on international energy sources. Plus, the drivetrains in electric cars are up to 90-percent efficient--more than three times as much as gasoline cars—so overall energy demand would be greatly reduced.

With the nation's electrical grid already strained to capacity on many hot summer days, however, it is important that electric cars and plug-in hybrids be charged mainly at night when there is plenty of excess capacity. In the long run, that would require that the electrical grid be computerized to "read" how much electricity is stored in each car's batteries, the time of day, and the overall load on the electrical grid. At night, if a car's batteries were low, the system would charge them as soon as the car is plugged in. If the car were plugged in the day time when there is no excess electrical capacity to charge the car (for example, at work), a plug-in hybrid would just have to drive home on gas power. If the car was plugged in the daytime and still had some charge in the batteries, the batteries might be drained to transfer needed power to the grid, and the owner would be reimbursed at higher peak rates for the electricity.

Clearly a lot of details need to be worked out for this potential electrified future, but the new Energy Act takes a step in that direction by funding such studies and providing incentives for power companies to upgrade their networks to carry this computerized data.

Incidentally, as part of the effort to promote plug-in hybrids, the Act creates a university competition for plug-in hybrid cars, named after one of the idea's most vociferous advocates, Dr. Andrew Frank, of the University of California at Davis. Dr. Frank first built a plug-in hybrid car for a 1996 government competition, and he allowed this reporter to ride along as his students attempted to prove the concept on a drive from Detroit to Washington, D.C. I remained skeptical at the time that such an idea would ever make sense.

But years of additional research, a big rise in oil prices, and growing interest among mainstream automakers suggest that, in concept anyway, plug-in hybrids could make a real dent in the demand for gasoline. And with international tensions being what they are and gasoline costing me more than ever get to work, this low-key provision in the Energy Act couldn't come at a better time.

—Eric Evarts

Also read: "New fuel economy standards won't bring real 35 mpg cars."

Discuss Hybrids and alternative fuel vehicles in the CR forums.

New fuel economy standards won't bring real 35 mpg cars

At Consumer Reports, fuel efficiency has always been an important factor in our vehicle ratings. Helping consumers save money and reducing pollution are also  high priorities. So after years of stagnant and even falling fuel economy, we were encouraged when the federal government this month passed the first increase in fuel economy standards for cars since 1985. The initial Corporate Average Fuel Economy (CAFE) requirements first took effect in 1975.

The new standards require all new passenger vehicles sold in the United States by 2020 to average 35 mpg. That's reported to be about a 40 percent increase over the current standards of 27.5 mpg for cars and 22.2 mpg for pickups, minivans, and SUVs.

However, in our testing, reaching a real-world 35 mpg would require a bigger jump than that. The current new vehicles we have tested have averaged 20.4 mpg overall on our fuel economy test loop—22.8 mpg for cars and just 16.6 mpg for pickups, minivans, and SUVs.

To reach a true 35 mpg in the real world would require an increase of more than 70 percent in overall vehicle efficiency, broken down to more than 50 percent for cars and more than double the efficiency for pickups, minivans, and SUVs combined. That would be a tall order, for sure.

In reality, a 40-percent increase is a more realistic measurement of the new standards than the hyped "35 mpg." The main reason is that the tests automakers must pass to meet Corporate Average Fuel Economy requirements have not been updated since 1985. While fuel economy estimates on new-car window stickers have been updated twice (most recently for the 2008 model year) to bring them closer to reality, the numbers used to compute national averages for regulatory compliance have not. And the new law, set to start raising standards by 2011, doesn't change that. Averages will still be based on the assumption that drivers don't exceed 60 mph on the highway and don't use air conditioning.

A 40-percent improvement would amount to a real-world average of about 28.6 mpg in our testing. Today, a select few diesels, hybrids, and small cars can achieve such high fuel economy. Despite the media hype, by 2020, it still may be only the most fuel-efficient, and possibly revolutionary cars (think plug-in hybrids and fuel-cells) that can deliver more than 35 mpg in the real world—the same place that has the real gas pumps.

—Eric Evarts

Learn more about fuel efficiency and hybrid cars in our Fuel Economy special section.

Taking the full-sized SUV hybrids to the streets

Not all big SUVs have to get bad gas mileage, according to General Motors. I guess it depends on what you consider bad.

The General is rolling out its latest hybrid system--its first full hybrids--on full-sized three-ton SUVs this fall. The automaker estimates the new Chevrolet Tahoe and GMC Yukon "Two-Mode" hybrid SUVs will get about 20 mpg, city or highway. Indeed, driving around New York city last month, making no attempt at maximizing fuel economy, the trip computer showed 19 mpg. Feathering the gas to maximize driving on the batteries brought that up to an indicated 24 mpg. Our sophisticated fuel economy testing has shown differences between real-world MPG and what trip computers project. Basically, we'll believe it when we see it (or, in this case, test it).

That's not bad for a full-sized SUV, but it's worse than any hybrid we've tested before. When you consider the performance, 20 mpg starts sounding better, though. These are the first hybrids with full-sized towing ability (6,800 pounds--a little less than a typical Tahoe's 7,200-pounds). And GM says they can accelerate from 0-60 in about 8 seconds.

All this is accomplished by GM's new full-hybrid system that uses two electric motors inside the transmission to allow the trucks to shut off and restart the gas engine at stoplights, accelerate from a stop silently on electric power, recharge the batteries while braking, and use the electric power to assist the engine at higher speeds. Like most hybrids, the CVT (continuously-variable transmission) has an infinite range of gear ratios. For heavy-duty work the transmission shifts into a traditional direct drive mode with four stepped gears just like a traditional four-speed automatic. The hybrid system adds 400 pounds to the Tahoe's curb weight. Partially offset by other weight savings, that pushes the Tahoe hybrid's total to about 6,000 pounds.

Unlike other Tahoes, which are mostly powered by a 5.3-liter V8,the two-mode hybrids use GM's larger 6.0-liter gasoline V8 with cylinder deactivation, which shuts off four cylinders when their power isn't needed (this feature is also on the 5.3). The biggest fuel economy benefit on the highway comes from the electric motor keeping the V8 engine operating on four cylinders more than other Tahoes. In other GM trucks and SUVs we've driven with this technology, it's very difficult to keep the engines in four-cylinder mode except when going downhill or decelerating. In the two-mode hybrid, we were able to cruise most of 100 blocks down New York's West Side Highway at 60 miles per hour on four cylinders.

The price premium for the hybrid hasn't been announced. No GMC Yukon Denali or top-level Tahoe LTZ will be available.

If the 20 mpg figure ends up being comparable to our 14 mpg our non-hybrid test Tahoe returned, it will represent a huge improvement. However, most minivans can return similar mileage overall and better on the highway, ride better, and have more space inside. The only real advantage is for buyers who need towing ability and want better mileage than a typical full-sized SUV during most of their driving when they're not towing.

I wonder how many buyers interested in paying a premium to be green will get a thrill from the acceleration. Does the world really need another 6,000 pound SUV that can hit 60 mph in 8 seconds, hybrid or otherwise? And is that what hybrid buyers want?

Post your comments below. We're interested in your take.

--Eric Evarts

Gas prices fuel lifestyle changes

Even though gas prices have been declining for most of the summer, consumers are still feeling the pinch and are changing their lifestyle to reduce the impact on their wallets. According to a recent Wall Street Journal Online/Harris Interactive Poll, 80 percent of U.S. adults are making changes to their lifestyle in response to gas costs. Almost six in 10 are minimizing non-critical travel, 40 percent are adjusting spending habits, and 32 percent have put a leisure road trip on hold.

Most of the people surveyed said they believe it is important to reduce energy consumption from vehicles, and 80 percent believe it's important to encourage the development and use of alterative fuels.

For those consumers who are planning to buy or lease a new vehicle, 49 percent would consider a hybrid. That finding synchs with a recent Consumer Reports survey that found that consumers want better fuel-efficiency and would consider an alternative-fuel vehicle.

The surveys reflect the sales data, as well. For example, in the first half of 2007, Toyota Prius sales have increased over 50 percent from last year. The trend continued in the month of July, as well, seeing the total number of Priuses climb to over 96,000 so far.

An August JD Power & Associates study found that hybrid vehicles are on their way to record sales in 2007, up over 35 percent from last year. According to the report, there will be as many as 65 hybrid models in the market by 2010, with sales expected to reach nearly 775,000 units.

Look for new 2008 hybrids including the Mazda Tribute and Saturn Aura hybrid to hit the showroom floor in the next few months, also check out our list of future hybrids.

With gas prices and saving energy on the minds of many consumers, the manufacturers are looking to fuel their interest by increasing their hybrid options in the market. It's a trend that is certain to grow in the coming years.

--Liza Barth

RIP: Honda Accord Hybrid

Despite ever-rising gas prices and record Toyota Prius sales, not all that is hybrid turns to sales gold. Take the Honda Accord Hybrid. Or rather, Honda dealers wish you would… The car has been a slow seller. While the regular Accord sells well over 300,000 units a year, the Hybrid accounted for a paltry 25,000 total units over the three model years it was offered. (Compare that to over 700,000 units for the Prius.) So, it’s no big surprise that Honda is yanking the (figurative) plug on the Hybrid with the pending 2008 Accord redesign.

This wasn’t because the Accord Hybrid was a bad car; it scored highly in our testing and once led our family sedan Ratings. (Available to ConsumerReports.org subscribers only.) With an average of 25 mpg in our tests, the V6 hybrid was more efficient than either the automatic Accord EX four-cylinder (24 mpg) or standard V6 (23 mpg.) An added bonus was that the hybrid version shaved 0.5 seconds off of the 0-60 time of the normal V6.

But therein lies the problem. The Accord Hybrid was a “performance” hybrid, using the hybrid system to both improve performance and give a small increase in fuel economy. Thing is, not too many hybrid buyers seem to be looking for V8 performance along with the fuel economy of a regular four-cylinder, particularly when the benefits are incremental. While an impressive engineering feat, it’s a mixed message that is tough to market, especially when other hybrids like the Prius and Honda Civic were designed to maximize fuel economy.

The Accord Hybrid brought other sacrifices, too. It had no spare tire, the rear seat didn’t fold down, and the early cars lacked a sunroof. Some of these compromises become tough to swallow at $30k. (Maybe it’s no surprise that several of us saw leftover ‘05 Accord Hybrids marked down to $25k on the showroom floor back when we went to buy other test Hondas.)

A few other hybrids--the Toyota Highlander and Lexus RX400h--also emphasize performance over maximizing fuel economy. Their sales haven’t been as fast as their acceleration numbers, either. However, things change with the redesigned 2008 Highlander hybrid’s 3.3-liter V6 yielding the same 270 horsepower as the regular 3.5-liter V6. (The hybrid previously had a 38-hp advantage over the old 230-hp regular 3.3-liter.) There is also a battery-only mode for traveling short distances at low speeds.

So, outside of the expensive Lexus LS and GS luxury sedan hybrids, is the performance-biased hybrid a dying breed? Reports that Honda is going to offer a very efficient Accord diesel here certainly point to another direction...

--Tom Mutchler

Charting hybrid appeal

Twenty-eight percent of consumers in the market for a new vehicle are considering a hybrid, according to a telephone-based Auto Pulse survey conducted by Consumer Reports National Research Center. Fuel efficiency (87 percent) and environmental impact (86 percent) are a factor for most. Other motivations for choosing a hybrid include:

• 77% Reliability
• 65% Performance
• 58% Concern about dependence on foreign oil
• 58% Purchase price
• 40% Tax incentives
• 37% Resale value
• 24% Political beliefs

Of course, not everyone favors a hybrid. Our research shows that the leading reason for not considering a hybrid is the vehicle selection (50 percent), suggesting that if hybrid powertrains spread to other vehicles, there may be considerably more sales potential.

Other reasons consumers are not considering a hybrid:

• 47% Purchase price
• 45% Performance
• 43% Reliability
• 38% Service costs
• 37% Better alternatives
• 35% Limited availability
• 33% Exaggerated fuel-economy claims
• 29% Resale value

Learn about the impact gas prices on car-buying behavior, read findings from the Consumer Reports Auto Pulse survey on gas prices.

--Jeff Bartlett

Hybrid cars and the vanishing tax credit

Back in 2005, Congress enacted what looked like a generous tax subsidy for people who bought gas/electric hybrids and other alternative-fuel vehicles. Tax credits of up to $3,150 promised a dollar-for-dollar reduction in federal income-tax liability, though many consumers may now find themselves--or their vehicles--ineligible. The devil is in the details, and they can hit you on two fronts:
•    The credits are gradually phasing out for the most popular models.
•    People who are subject to the Alternative Minimum Tax (AMT) can’t claim the credit at all.

Disappearing act
The 2006 tax credit size depended on a vehicle’s estimated fuel economy. While a Toyota Prius was eligible for a credit of $3,150, a four-wheel-drive Ford Escape Hybrid qualified for only  $1,950, and a two-wheel-drive Chevrolet Silverado Hybrid got only a token $250.

However, if a manufacturer--not just a brand--sells more than 60,000 hybrids total, the credit starts going away. The credit has already begun to phase out for Toyota and Lexus hybrids purchased after September 30, 2006, and others will follow suit as they reach the sales volume target. The 2006 Prius’ tax break, for instance, dropped in half to $1,575 if it was purchased after that date, and it will split again to $788 between April and the end of September, 2007. After that, the Prius rebate disappears altogether.

Adding up AMT impact
As mentioned, if you are subject to the federal Alternative Minimum Tax, or AMT, the news is worse because you don’t get the alternate motor vehicles tax credit at all.

The AMT was designed in 1969 to make the wealthiest taxpayers pay at least a little something in income tax. Since then, largely because inflation has marched on while the AMT has not, more and more taxpayers are snagged by the AMT dragnet every year. About 4 million people are expected to be affected by the AMT in this tax season (filing for 2006).

Bill Abrams, a principal at the Los Angeles law firm of Abrams Garfinkel Margolis and Bergson, LLP,  explained how the AMT has snuck up on a lot of people in the last few years: “It’s worst on the East and West Coasts, where lots of people have high property taxes and state income taxes. The AMT effectively limits deductions for those things. So, the more taxes you’re already paying, the worse the bite from AMT.”   

“For people in the middle of the country, these tax credits were terrific,” Abrams adds. “But the tax system has so many moving parts that you can’t really generalize about who benefits and who doesn’t.”

As incomes rise with inflation, more and more people have greater than $100,000 in adjusted gross income. Those who itemize their taxes are forced to calculate their taxes twice: once the traditional way and again using the more unforgiving AMT formula. For people with seven-figure incomes, though, the AMT doesn’t really matter because they’re already disqualified from many of the tax breaks extended to the middle and upper-middle class. 

(To get a better idea of whether you'll owe the AMT, visit the IRS AMT Assistant.)

AMT in action
The alternative-fuel tax credit mirage tends to hit people on the bottom fringes of the AMT-eligibility scale. For example, take a hypothetical couple in Connecticut who have a joint income that just pushes them into AMT territory. They have three children, and qualify for deductions for their town real estate tax, state income tax, unreimbursed business expenses, and exemptions for the dependent children. In total they owe $32,000 in federal taxes, but $32,500 with the AMT.

If they had bought a hybrid vehicle in 2006 that carried a $3,000 tax credit, that would have theoretically reduced their federal tax to $29,000. Since the AMT disallows that credit, along with the state/local tax deductions and dependent exemptions, their tax owed remains at $32,500, which is $3,500 more than they’d owe if AMT hadn’t been a factor.

The bottom line
If you’re considering a hybrid or some other alternative-fuel vehicle because the federal tax credit makes it look financially appealing, you could be disappointed. And you may not know the real out-of-pocket cost until it’s too late, perhaps months after a purchase when you (or your tax preparer) can fully access your annual tax liability. The lesson here is to consult your accountant to confirm your eligibility for a federal tax incentive.

--Gordon Hard

Learn more about taxes in the Consumer Reports Personal Finance section, as well as gain insights from the Consumer Reports Tax Blog.

New versus old EPA mpg

While working on a story for our upcoming New Car Buying Guide 2007 (available on newsstands this June), I used the new comparison tool on the EPA's Web site. It lets visitors choose their current vehicle (year/make/model) and in return, it provides comparison of the old and new mileage estimates based on EPA testing.

I thought it would be interesting to compare CR's data for a few models with the mileage the EPA says they cars should have gotten--and will get--with the new calculations. Because hybrid vehicles had some of the biggest discrepancies between our testing and the EPA testing, particularly in the city cycle, I used the same vehicles we compared in our report on the "The dollars & sense of hybrid cars."

In general, the revised EPA calculations for combined mileage are now more in-line with the CR overall mileage for conventional vehicles, and sometimes very close with the hybrids. However, the EPA city numbers, particularly for hybrid vehicles, are still much higher than the CR real-world fuel economy figures derived from our fuel economy tests. As you look through the examples in this chart, the variances are significant enough to warrant comparing against other data, such as the overall, city, and highway mpg in our model overview pages (available to ConsumerReports.org subscribers).

Consumers who drive a mix of city and highway travel, in particular, should compare the revised EPA figures with the Consumer Reports real-world data when deciding on a new or used vehicle. Buyers who do a heavy amount of driving in stop and go, low-speed city traffic should be aware that the numbers on the window sticker and EPA Web site may be higher than they are likely to see, and budget their fuel spending accordingly.

Full mileage comparison example:

2007 Toyota Camry LE (4-cyl, automatic)
EPA original combined mpg: 27
EPA original city mpg: 24
EPA original highway mpg: 33

EPA new combined mpg: 24
EPA new city mpg: 21
EPA new highway mpg: 30

Consumer Reports overall mpg: 24
Consumer Reports city mpg: 16
Consumer Reports highway mpg: 36

--Jon Linkov

GM flashes back to its electric future

GM says most of the technology used in the Chevrolet Volt--and many of its engineers--came from the original EV1 program. In fact, the EV1 team has also provided key talent and technology at the leading independent electric car companies. GM clearly did not kill the electric car. However, in recent decades, the company has appeared to champion new technology only when its back has been to the wall.

It's helpful to remember that the EV1 was a response to the 1990 California mandate that 10 percent of cars sold in the state in 2003 had to be battery-powered electric vehicles. (By 2003, the state had reduced the mandate to the point that today's gasoline-electric hybrids and other low-emissions vehicles satisfy the requirement.)

The road to the Volt has been long and rocky, and GM has traversed it in fits and starts. The EV1 had about a 60-mile range (in sunny climates) before needing a five-hour recharge. In 2000, GM showed the diesel-hybrid Precept, its first hybrid concept car. The battery pack consumed the whole trunk and the electric range was minimal. Now the company says the lithium-ion batteries for the Volt won't be ready until 2012. (A Saab spokesman indicated that lithium-ion batteries for more traditional hybrids could be in vehicles by next year, though the time to market has not been announced.)

GM needs a breakthrough product to retain the title as the world's largest automaker, as well as achieve the leadership role it once held in the auto industry. The Volt has the potential to be just such a revolutionary vehicle, marking it and the underlining E-Flex technology as worth watching.

--Eric Evarts

Shocking potential for the Chevrolet Volt

General Motors looks to be working on a breakthrough technology, as shown on the Chevrolet Volt concept revealed last week in Detroit. Much more than a car, the Volt represents a fresh, new concept in carmaking.

GM has enormous engineering resources, yet a century-old, car-building legacy limits its ability to bring new innovations to market. The Volt, and the 2002 AUTOnomy concept, may present an opportunity to develop and build a car from a clean slate.

To understand the potential, let's look beneath the sheetmetal: A plug-in serial hybrid, like the Volt, is essentially an electric vehicle with an on-board generator that can charge the batteries. The generator can run on whatever fuel is available locally. This form of powertrain makes it easy for cars to be built that run on different fuels: gasoline, diesel, ethanol, natural gas, or even hydrogen fuel cells. Some cars could be built that don't use a generator but have extra battery capacity. Since world demand for fuel is rapidly rising beyond what any one of these fuels can meet by itself, this flexibility allows for evolution over time and configurations for local markets.

The immediate benefit is that a plug-in serial hybrid could travel up to 40 miles in city driving on battery power before the generator would have to start and burn any gas at all. I have found previous series hybrid concept cars have felt weird to drive. After a short trip, the batteries lose their charge, and the generator starts revving hard to recharge them--sometimes just as you're coming to a stop. According to GM engineers, the Volt's generator is designed to run at just 1,500 to 2,500 rpm--a much less ear-splitting level.

According to federal statistics, 78 percent of Americans live within 20 miles of work. That means many commuters could drive a Volt all week without ever starting the engine or burning a drop of fuel. All they'd have to do is plug the car in at night.

Currently electricity sells for the equivalent of about 75 cents per gallon of gasoline, according to the Electric Power Research Institute. This kind of savings could be a big incentive for plug-in buyers.

It may make sense nationally, as well. Power plants crank out a lot of power at night that currently goes unused. And the sources of clean electricity, such as hydro-electric and wind power, are more diverse and environmentally friendly than the current sources of clean liquid fuels.

From emission cleanliness to flexibility, the Volt represents an intriguing vision for future vehicle design. Many carmakers have promised new technology and never delivered, though independent analysts confirm that the Volt represents feasible technology that may be just a few years away, We'll delve deeper into the Volt in a future blog post.

--Eric Evarts

Just In: Saturn Vue Green Line

We just picked up our Saturn Vue Green Line. This hybrid SUV is GM's first foray into the passenger vehicle hybrid market, save for a very limited number of pickups. This model is only going to be in its present form for just one model year; the Vue gets redesigned for 2008. We try not to test vehicles with such a short shelf life, but we wanted to test the Green Line because GM will be packaging this hybrid powertrain into a range of vehicles in the near future.

Buying the Vue Green Line was more of a hassle than is the norm for us. When we shopped for it, we couldn't find a Connecticut dealer that had one available, or had even received their first allocation. So we cast a wider net. We found one with demo miles, so we passed on that. Then we found two more that we could buy, but the dealer wouldn't sell us their only Green Line until they got another one in stock, translating into a wait of several weeks. Finally, we found one in Massachusetts that the dealer was willing to let go. Like other Saturns, the transaction was no-haggle. For now, Saturn is holding off on incentives on their new "rebirth" models: Sky, Aura, and Vue Green Line.

The Green Line is a mild hybrid; it can't propel itself on the battery and electric motor. Instead it uses the electric motor for a horsepower boost and to allow quick restarting when the engine shuts off when stopped. Impressively, the Green Line restarts extremely smoothly when you power away from a stop, unlike the slight vibration that accompanies the Honda Accord Hybrid in the same circumstance.

Part of the fun of owning a hybrid--for some, at least--is watching all of the various fuel-economy meters and power-flow diagrams that let you see if you're besting the mileage recorded on the last commute. Unfortunately, the Vue lacks a fuel-economy readout. Instead it has an "ECO" light that flashes when you're beating the Vue's EPA estimated fuel economy. Somehow this seems a bit nebulous and unfulfilling compared to a number that you can use to brag around the water cooler.

We'll be publishing the Green Line's test early next year along with a flotilla of other small SUVs.

--Tom Mutchler