2009 Suzuki SX4 to have standard GPS

Suzuki has announced that it will offer in-car navigation as a standard feature on the 2009 Suzuki SX4 Sport sedan and front-drive SX4 Crossover hatchback models. This is the first time a manufacturer is including integrated GPS navigation in an entry-level vehicle in the United States.

The navigation system is based on the Garmin Nuvi 700 series portable navigation device (PND). The Suzuki version, called T.R.I.P (Travel, Real-time traffic, Information, and Play) will offer a 4.3-inch touch-screen display with preloaded maps and millions of points of interest (POI), such as restaurants, hotels, ATMs, and gas stations. Suzuki has customized the POI database by adding recommended destinations such as music venues, surf spots, and other activity-focused attractions.

Buyers will be able to upgrade to a more premium navigation system, adding Bluetooth capability and Microsoft Network service—which offers real-time traffic, weather, and gas prices. Suzuki will launch a community Web site to share and download destinations and recommendations among other SX4 owners.

The system will be integrated into the audio system, which automatically lowers the volume of the radio or CD when the navigation system is giving a verbal instruction. Additionally, the Microsoft antenna is integrated into the vehicle’s antenna to continuously receive new data with the premium version.

The Garmin device can be removed from the dash-board docking station, and Suzuki advises that it could be replaced/upgraded in the future by the car owner with another similar Garmin unit. The Garmin Nuvi 700 series has performed well in our ratings (available to online subscribers) of portable devices.

Suzuki decided to add this system after hearing feedback from current SX4 owners that navigation is the most desired feature in their next vehicle. In-car navigation systems from the factory can cost $1500-$2000, or be a part of an even more expensive technology package.

Suzuki has not yet released pricing for the 2009 SX4 line, but says it will have a base price of under $16,000, signaling a potential price increase. The SX4 Sport starts at $14,270 and the SX4 Crossover at $14,770, plus $625 in destination charges. For comparison purposes, you can buy a portable Garmin Nuvi 700 series device for around $600, so with a possible increase in base price, you may be paying for the system, after all. (Suzuki will not announce pricing until closer to on-sale date this summer.)

The docking station concept is an exciting one, as it could allow users to choose the level of GPS they want and potentially upgrade it in the future, allowing for new features to be brought to the car. It is conceivable that docks could become the navigation equivalent of iPod connectors, allowing consumers to choose the device and upgrade as desired. Of course, this would require the adherence to standards. With Garmin accounting for half the U.S. market, it is a possibility. Toyota is experimenting with a dock application in the 4Runner SUV. Although Toyota offers a DVD-based navigation system on the 4Runner, the Urban Runner model includes a removable TomTom portable navigation device.

Clearly, consumer interest in GPS-enabled devices is on the rise, and we expect to see more creative solutions in the future.

What solutions would you like to see? Post your thoughts in the comments below.

—Liza Barth

The danger of blind zones continues

Despite all the windows and mirrors, you can’t see everything around your car. Every vehicle has a blind zone immediately behind the rear bumper. It can be five feet, or 50 feet, depending on the car’s styling. In that space might lurk a toy, pet, or even a child.

Within a vehicle class, the size of this blind zone can vary widely. We measure the blind zone behind our test vehicles and have recently updated that information on our Web site.  

In general, pickups and larger SUVs have longer rear blind zones than sedans. That’s not to say that all sedans are created equal; while a high rear deck improves aerodynamics and luggage space, it adds to the blind zone.

Rear cameras are a powerful tool that allow you to see into that otherwise-hidden area behind the car. Happily, cameras are becoming available on more and more vehicles. Some now don’t require buying a lot of options (like a navigation system, which would provide a screen) to get them. Aftermarket cameras are also available and their cost and ease-of-installation has been improving. Even a small screen, like one in the rearview mirror (found in the aftermarket and on some new Mazdas, Fords, and Hondas), can alert you to unseen hazards.

Regardless of the vehicle you’re driving, here are some tips to help improve rear vision:

—Remember that when we conduct this testing, it’s in a “best case” situation. It’s daytime. It’s not raining or snowing. We know there is an obstacle there—no surprises. We’re not in a hurry, running late for work or an appointment. We look around vehicle impediments, like rear wipers or high-mounted brake lights. In other words: in the real world, you need to take the time to look carefully behind you and use the most of the view you’re given.

That goes for rear-view cameras, as well. Even if you purchase the technology (which we recommend you do), you still need to make sure that you check that screen before you start backing up. Every time. No exceptions.

If you have a camera, you shouldn’t stare at the screen when backing up. Check the screen, but then go to scanning the area behind the car as you reverse. Remember that hazards can move behind the car, changing the situation from when you began.

—An asset in improving rear visibility: a height-adjustable driver’s seat. Our “short” 5’1” tester finds that being able to raise the seat (while retaining a comfortable driving position) improves visibility.

—If you have a SUV or minivan with three rows of seats, consider lowering the rear row if you have no one sitting there. We’ve found that putting that third row up often blocks at least a portion of the rear window. (In the Jeep Commander, it nearly blocks the entire window.)

—The same goes for rear head restraints in any type of vehicle. If no one is sitting back there, lower the head restraints fully. 

Finally, rear blind zones aren’t the entire picture when it comes to visibility problems. A back-up camera works well when reversing, but what about the rest of the time you’re driving? Styling trends promoting small rear windows and thick roof pillars cause big blind zones that make it tough when passing or changing lanes or maneuvering in the city or parking lots. This is an increasing trend that we note in our vehicle reviews. Frankly, it’s a trend we’d like to see reversed.

—Tom Mutchler

Also read:
Best and worst rear blind zones
Scion xB's visibility
Blind eye to visibility, blame it on the Murano

The best GPS for me, and you

With cars, we have become quite accustomed to the 4-5 year product cycle. This pattern sees a new model introduced,  a midlife update after 2-3 years, then the model is phased out or  replaced by a new, larger, more powerful, and pricier car.

But like other electronics, the fast-paced portable GPS navigation world is much different. There are now about 2-3 model cycles occurring each year, and the new models are typically sleeker, more feature packed, and sometimes less expensive than the models they replace.

Since we have accelerated our test program during the past 18 months, we’ve seen new abilities and features continually emerging. Many of these features truly improve the breed, or at least show great promise with further development. We have rated some excellent units, noting attractive Best Buys for their combination of features and price. But even recognizing how good today’s best units are, for my personal taste, there is not yet a single, do-it-all navigation device that hits all my hot buttons and sells for an attainable price. But I believe it is coming.

That hope brings excitement to testing each new product. Will this one be better than its predecessors? Just like with cars, I find myself often thinking, "The next generation will be perfect." I am still waiting.

As we have just added new units to Dash and Sony to our GPS ratings (available to online subscribers), and are now evaluating the next test group, I realize that GPS perfection may be  a never-ending quest. For now, if I could assemble a fantasy device from current units, my electronic platypus would include:

Ease of use—Garmin. From the moment you turn on any Garmin Nuvi, the interface is simple as can be. "Where to?" it asks. Being able to quickly find the destination you seek saves time and frustration. This is particularly valued if you have a passenger program the unit who may not be familiar with it or if you are a tech-averse, first-time GPS owner.

Wide screen—The larger screen width not only make the maps easier to read, but it can simplify address entry with larger on-screen buttons. Plus, I like using a split-screen with a large arrow indicating the next turn.

Spoken street names—Also known as "text to speech." Knowing exactly what street to turn on can reduce confusion, especially in urban settings. Driving through a major city, like New York, being told "Turn right" just isn’t specific enough.

Free traffic—Navigon 5100. Living in the greater NYC metropolitan area, traffic info is important to me. After all, the right information can mean the difference between domestic tranquility and a cold, lonely dinner. The MSN Direct service and Dash Driver Network both have proven to be useful services, with the Dash promising even more future potential. But, my life is overflowing with fees for other devices and I just can’t stomach one more. The free traffic information with the Navigon is similar to the data received from some other for-pay services. While not perfect, it is helpful and the price is right.

Historic traffic—TomTom, Dash. In my experience, so-called real-time traffic isn’t always up to the minute and still doesn’t adequately contend with rush-hour congestion. The increasing trend for units to tap historic traffic information means the route suggested at 8 a.m. may be different than the one proffered at noon, even if there isn’t a major accident. This is helpful for commuting to find better routes, and even more welcomed when traveling, where you simply don’t have local knowledge to predict likely traffic flow.

Reality view—Sony NV-U83T, NV-U73T, and TomTom 930, 730. Like latest Navigon units, these newer devices provide a so-called “reality view” that presents a simple graphic of an upcoming, major intersection, though their graphics are a touch more pleasing. I have found this feature to be very helpful in navigating complex highway interchanges, with clear guidance on the proper lanes to occupy.

Speed alerts—Integrated speed alerts can display the current speed limit and alert when it has been exceeded by a user-set amount. This can be a real help in unfamiliar areas where the speed limits rise and fall unexpectedly.

Processing speed—It can be frustrating to delay leaving on a road trip while a device seemingly flips endlessly through a card catalog to find and route to a POI, rather than whisking quickly through its electronic database.

Design—Give me a clean design that maximizes screen size, with a thin, non-reflective case. And place a hard-key button on the exterior for muting.

Best for you
As the innovation continues, more and more consumers will find the multi-function GPS devices to be an important tool in their mobile electronics inventory. However, it is the core navigation features that I want to see refined and gathered in a single, affordable model. To me, stuff like a video player or currency converters don’t contribute to the main purpose of a GPS device—just efficiently get me where I want to go.

So while the perfect GPS device (by my standards) may not yet exist, any online subscriber can quickly find the best GPS device available for their needs and budget using our dynamic ratings chart. Links from each product name will take you to a detailed product page, with our testers’ notes on the highs, lows, and bottom line.

If you buy a device, please return to the product pages once you’ve had some experience to share your insights with others via the user reviews. And rest assured, the GPS team will continue to rate models on our never-ending search for the perfect device.

In the meantime, what features matter most to you? Post your thoughts in the comments below.

—Jeff Bartlett

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. 

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).

Crash avoidance technologies: Benefit or distraction?

Advances in car safety features, such as electronic stability control (ESC) have been proven to save lives and will be standard on all vehicles by the 2012 model year. Now a host a new safety features are making their way to the market place. Will these technologies be as widespread as ESC and become significant life saving features or will they become a distraction to drivers? A recent study by the Insurance Institute for Highway Safety (IIHS) takes a look at five new features and crash data from 2002-2006 to see how they can help prevent crashes.

Two features, forward-collision warning and lane-departure warning, are the most promising of these new technologies at helping to avoid crashes. Forward-collision warning helps to prevent front impacts by alerting drivers of the potential hazard with alarms, flashing lights, and/or on some vehicles, automatically applying the brakes.

There are more than two million front crashes—that’s 40 percent of the total number of crashes in a given year. If some of these crashes and the over 7,000 deaths that occurred from them could be prevented, then the potential benefit from this safety feature could significantly reduce injuries, related medical costs, emergency services, and repair bills. However, the IIHS warns that if drivers rely too much on technology to help them out or decide not to heed the warnings, then the benefit wouldn’t be as great.

Lane-departure warning alerts drivers, using a vibrating steering wheel, audible tone, or visual notice if they are moving out of their lane when a turn signal isn’t activated. In the period reviewed, there were almost 500,000 crashes per year and over 10,000 deaths from these accidents. A 2004 report from IIHS shows that textured pavement, known as rumble strips, have reduced head-on crashes and side swipes by 25 to 30 percent. If lane departure warning works just as well, the IIHS points out that feature could potentially eliminate more than 100,000 accidents and 2,500 deaths.

Three other safety features—blind-spot detection, adaptive headlights, and emergency brake assistance were also evaluated. Blind-spot detection helps keep track of vehicles in a blind spot by alerting drivers through a light by the side mirror or in some models, a beep. As my colleague Jim Travers notes in his recent blog, this warning can be distracting to drivers and can be turned off. There are 450,000 blind-spot-related crashes per year, but only a small number involve fatalities, limiting the benefit.

Adaptive headlights help drivers see better in nighttime driving by moving in the direction of the steering, but according to the IIHS, several studies show that drivers speed up when there are reflector posts or markers that indicate curves in the road. If this is the case, then drivers may also speed up if they have adaptive headlights.

Finally, emergency brake assist senses panic braking and prepares the brakes for extra pressure. This feature overlaps with the forward-collision warning and both systems are intended to prevent frontal crashes, so many of the crashes could be avoided by just the forward-collision warning, says the IIHS report.

Most of these technologies are relatively new and not available from all manufacturers. Volvo is the only manufacturer with all five technologies on some of its models, but other upscale brands such as BMW, Cadillac, and Mercedes-Benz are testing out some of these features. A recent Harris poll reveals that consumers showed an interest in purchasing blind-spot detection and lane-departure warning features, but the study also found that drivers still want control of their vehicles. Other studies show that automatic features tend to be the most effective as we have seen with existing features such as ESC and antilock brakes.

Only time will tell if these new safety features will reduce crashes and save lives, or if they may rely too much on driver response and become more of a distraction than a safety tool. Consumers shopping for a new vehicle should become familiar with the latest safety systems and seek models equipped with proven features, such as antilock brakes, side- and curtain air bags, and stability control. This latest report suggests that forward-collision warning and lane-departure warning systems are worth considering, as well.

—Liza Barth

Government proposes 31.6 mpg by 2015

In celebration of Earth Day yesterday, the Department of Transportation released an updated proposal on fuel economy standards that would require cars to get better gas mileage much sooner than previously scheduled.

The new standards would require vehicles to get 25 percent better fuel economy than the current standards by 2015. Cars alone would improve to 35.7 mpg in 2015, and light trucks to 28.6 mpg. Under a new Energy Bill that Congress passed last December, fuel economy requirements must improve by about 40 percent by 2020.

This proposal puts the bulk of that improvement at the beginning of the bill’s timeframe, from 2010 to 2015. This more aggressive timeline will likely drive the implementation of advanced technologies, such as direct fuel injection, sophisticated transmissions, and hybrid drive systems. By 2015, on average, new vehicles would be required to achieve about 31.6 mpg. The new rule would set different fuel-economy mandates for each automaker, based on the sizes and types of cars they build.

The proposalis expected to encourage manufacturers to install these fuel-saving technologies in all types of vehicles, from SUVs to small cars, rather than to simply build more small cars.

For the first time, the program will also allow automakers that exceed the new standards to sell credits earned under the program to other automakers that miss the targets. Otherwise automakers that don’t meet the targets would have to pay fines. In an interesting admission, the government has also assumed a monetary cost for CO2 emissions associated with global warming, as well as an energy security cost for petroleum consumption in setting the standards.

It goes without saying that demanding greater fuel economy improvements sooner will save significantly more fuel in the long run.

The government estimates that the proposal could save 55 billion gallons of fuel and save consumers more than $100 billion at the pump.

Now that’s something we can all celebrate.

—Eric Evarts

Also read:
"Charge! Fuel economy law promotes plug-in hybrids"
"New fuel economy standards won't bring real 35 mpg cars"

Discuss Hybrids and alternative fuel vehicles in the CR forums.

Drivers want safety features, but won’t give up control

Drivers are ready for new safety warning systems on their cars, but still want to keep control of their vehicle, according to the Harris Interactive 2008 AutoTechcast survey. This study found that half of respondents showed an interest in blind-spot detection technology and ranked it 10th out of 66 unique technologies for purchasing with their next vehicle. Twenty-nine percent of people said they were interested in purchasing a lane-departure warning system. The annual online survey was based on responses from 12,891 U.S. adults who own at least one vehicle.

While the survey found interest in these two new crash avoidance technologies, it also revealed that consumers would prefer their vehicles warn them so they can take the necessary action, instead of having the vehicle correct the situation on its own. In short, drivers are not ready to give up control of their vehicles.

Blind-spot detection systems warn the driver if a vehicle or object is within a vehicle’s blind spot. Nearly three-quarters of consumers in the survey indicated that they would prefer a noise or vibration to alert them, but in either case, would prefer to take the corrective action themselves.

A lane-departure warning system detects when a vehicle is drifting out of its lane without an activated turn signal. As with blind-spot alerts, the warning could be audible, visual, or physical as with a vibrating steering wheel. Consideration for this technology isn’t as high as blind-spot detection.

Currently the blind-spot technology has made its way to a few vehicles, such as the Buick Lucerne, Cadillac DTS and STS, Mercedes-Benz S-Class, and Volvo XC70 and S80. Lane-departure warning systems are available on some BMW, GM, and Infiniti models. Most manufacturers offer these technologies as an option and charge an extra fee. Appeal for these technologies in the survey dropped when consumers were made aware of the additional cost.

For more information on these and other future safety innovations, see our report on What’s next in auto safety. Also, read "Ignorance is BLIS."

—Liza Barth

New portable GPS navigation ratings

We have just completed testing 10 new personal navigation devices (PNDs) and posted the results to our online ratings. These new products include:

Delphi NAV300
Garmin Nuvi 260 and Nuvi 260W
Harman Kardon Guide+Play GPS-310 and GPS-810
Jensen Rock n Road NVXM1000 and Touch & Go NVX430BT
Lowrance XOG
Magellan Maestro 3140
Panasonic Strada CN-GP50U

The ratings are a result of months of in-lab and on-the-road testing, thousands of miles of driving, and putting the units through their paces in cities and the countryside. As we’ve found, portable GPS devices can all provide nationwide route guidance to help you find long-distance destinations and local points of interest. Where they differ most is in ease of use and their features. For our ratings, we factor heavily the qualities that make it easy to input destinations and give the most helpful directions.

With newcomers such as Jensen, Panasonic, Sony, and others entering the market, there are more choices and dramatically lower prices than ever before. Many features that were previously found only on high-end models are now available on budget-priced ones.

Yet, despite the influx of new models, the longtime GPS brands—Garmin, TomTom, and Magellan—are still making the best systems, accounting for 16 of the top 20 models in our Ratings.

To help in making PND selections, we have Quick Picks for Best Overall and Best Budget. Of course, online subscribers can browse the standard ratings chart and click through for the detailed model pages, complete with user reviews. We encourage GPS shoppers to engage with our interactive ratings tool that allows you to sort and filter by the parameters that matter most to you.

If you're not ready to replace a paper map this month, look for continued coverage in the near future. We will further expand the ratings when we complete testing on units from Dash, Garmin, Magellan, Sony, and Uniden.

—Jeff Bartlett and 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.

GPS viruses - Has your device been infected?

The threat of direct-from-factory viruses in portable GPS navigation devices lit up the tech message boards and blogs about a year and a half ago. The risk may have been overstated that a virus could be transferred between a GPS device and PC, though the possibility raises some interesting questions.

We have seen only one official reference to a unit shipping with a virus. TomTom states in a press release from January 29, 2007: "A small, isolated number of TomTom GO 910's, produced in one week in the last quarter of 2006, may be infected with a virus. The virus is qualified as low risk and does not affect the navigation performance..."

We have not seen other such cases reported, nor experienced a virus with the 100 or so GPS units we've tested since then.

However, a recent report on CNN.com sourced from the Associated Press "Electronic gadgets latest sources of computer viruses" got the CR GPS test team's attention. It seems other household electronic devices including digital frames have been found to ship from the factory with a no-extra-charge virus onboard. The article cites TomTom as having had a problem.

For a quick reality check, we wanted to reach out to see if our readers have experienced such problems with personal navigation devices. If you have, please describe the problem and name the device in the comments below.

—Jeff Bartlett

Updated 4/4/08.

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.

 

Dash Express - Unboxing our latest GPS

The innovative new Dash Express personal navigation device (PND) stands out for its clever approach to traffic data, combining historical patterns and traditional metropolitan alerts with real-time information gathered directly from other in-use devices. The promise is that a car a few minutes ahead of you on the highway could be your traffic service, rather than depending on periodic radio updates. Cool stuff, indeed. But what about the rest of the unit?

As our test engineers are just beginning to register and evaluate our Dash Express test units, we can provide more information about this much-hyped product. For instance, the Express has a 4.3-inch screen, measured diagonally with 480x272-pixel resolution, according to the manufacturer. It can display traditional two-dimensional maps, tilted-view three-dimensional, or just list the directions—all common representations. The traffic flow information is applied to the map, and the user can select the level of detail shown. Users can detour around trouble spots, and multiple alternative routes may be suggested.

Taking the units from their box, we were surprised at their girth and heft. Certainly, the official images hadn't prepared us for the units being so bulky. The tapered shape may render this a non-issue for outward visibility, though the mass impacts portability, including the ability to stow it out of sight in the car for security reasons. Also, we will watch closely how the weight impacts the mount stability.

The exterior has an odd shape, being deep front to back at the top edge and more slender at the base. Dash explains that the unusual design is to accommodate its "large" lithium-ion battery and three antennas for GPS, GPRS cellular, and Wi-Fi.

The claimed battery life is two hours with all receivers on--notably less than most GPS devices in our Ratings. It would be expected that connectivity would drain the battery more than non-Web-enabled devices, though that two hours would likely decrease over time. Of course, the included power cord enables unlimited in-car usage; an AC adaptor is also standard.

There are a couple other little surprises.The circular pad for adhering the mount to the, uh, dash looks very similar to our highest rating score graphic, the beloved red "blob." We're not sure if this is a coincidence or sly marketing. Needless to say, we'll be the judge of how this unit rates without fear or favor.

The package also includes a couple Dash logo stickers for putting on a car window. Certainly the device promises to endear itself among a loyal user base that will be sharing information, from real-time traffic to recommended points of interest (POI). Therefore, signaling you are in the unofficial Dash club seems a natural, right until you consider that it also alerts thieves that a unit may be onboard. Should it be stolen, the Dash Express can be disabled wirelessly. Of course, all that does it deter a few blog-reading crooks and provide solace that someone on the black market won't be navigating to your personal POI, including your home. Our advice: Don't put the sticker on your car.

In total, the Dash Express is focused on traffic and Internet-enabled connectivity, which promises future enhancements and invites third-party programmers to create their own downloadable applications. Notably absent are the usual array of non-navigation features found on mid-range and premium GPS units, like a photo viewer, MP3 player, video viewer, FM transmitter, Bluetooth, and pedestrian modes. It is an open question as to how important those extras are to buyers, though they are common at this price point. (We do not score for such features in our Ratings.)

As I write this, our test engineers are motoring into Manhattan, New York, for some behind-the-wheel time with the units. With more hands-on experience, we'll have more insights to share. Let us know in the Comments below what your thoughts are on the Dash Express. If there is interest, we will continue to explore facets of the Dash as we prepare our official First Look in the days ahead.

—Jeff Bartlett

Also read, "Dash Express GPS - redefining "real-time" traffic."

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.

Dash Express GPS - redefining "real-time" traffic

This has been an exciting year for personal navigation devices (PNDs), with a flood of new products pushing the boundaries for convenience and high-tech features. Among the trends has been a drop in prices, while features continue to improve and increase. Looking back at our tests from just a year ago, we see top-end products with prices at $800 that would compete with current models at about half that price. As we posted recently, the portable GPS market shows no sign of slowing down. In fact, the revolution continues, and a California-based startup has just fired the next salvo in this marketplace battle with the Dash Express.

At the Consumer Electronics Show (CES), the Dash Express caught our interest with its innovative connectivity and traffic information. The Express gathers information through Wi-Fi and GPRS cellular service, enabling an on-the-go Internet connection to deliver current, localized information such as cheapest gas stations or best restaurants. The Web connection extends to the user's PC, from which addresses or business names can be highlighted and sent directly to the device for future route planning.

The more intriguing role of connectivity is in the traffic information. Dash has taken a multi-pronged approach to traffic, drawing upon historical data and traditional metropolitan information for predicting traffic flow and delivering roadway alerts. In addition, Dash collects data from each unit to monitor current, real-time traffic conditions, sharing the data with other units in the area.

This strategy holds much promise, enabling drivers to get current information on their roadway. Should there be congestion, the device can provide information on the traffic flow for secondary streets to aid in detouring. While there is a scalability question, with the information detail becoming richer as more units are put in service, Dash has a solid base level of information that should match or exceed current offerings.

Commuting just outside New York City, we can see much appeal in the promise of this "TruTraffic" service. Traditional traffic information on GPS units is hampered by the same time delays and spotty coverage as radio alerts. Even stations that provide updates every 10 minutes have relatively old information that is imprecise and worse, may not be for the road you are traveling. On the occasion of a road being shut down, often the common detours are slow-moving car conga-lines.

Ultimately, this information comes at a price. The unit itself costs $399, with three free months of service. The traffic service then costs $9.99-$12.99 per month, depending on the length of contract. This fee is in line with traffic services from other brands. There is no additional cost for the cellular service or Wi-Fi connectivity.

We are anxious to see if this much-hyped new product lives up to its billing. We have just bought units for testing. Our test engineers will put the devices through our traditional, exhaustive test process, as well as delve into the unique features.

Look for more coverage in the Cars blog of the Dash Express in the days ahead.

—Jeff Bartlett

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. 

 

No sign of slowing down - new Garmin and Navigon GPS units

Here we are, just two months removed from the Consumer Electronics Show (CES), and six new portable navigation devices (PNDs) from major companies have been introduced in rapid-fire succession. Granted, these introductions coincided with the European equivalent of CES, known as CeBIT, but at this rate, our interactive GPS ratings chart could grow significantly by the end of the year if we keep up. (It currently features complete ratings on 74 models, available to online subscribers.)

The exciting pace is likely to continue, given that PND sales were up over 300 percent in 2007 compared to the previous year, and they show no signs of slowing down. We are busy testing new models from Sony and Garmin, introduced at CES, and adding to our long shopping list of units we will be purchasing this spring. We haven't seen the retail availability of the new Becker, Dash, Magellan, and Uniden units from CES, but we are watching closely. Plus, we are planning for the new TomTom, Garmin, and Navigon models just announced.

TomTom kicked off this recent announcement wave with the GO 730 and GO 930 boasting two notable new features: IQ Routes traffic-informed routing and Advanced Lane Guidance with realistic views for major intersections. Both new features will be in the GO 730 and GO 930 models, on sale late April.

Navigon 2100 max/2120 max
Navigon introduced the 2100 max and 2120 max PNDs, each with wide, 4.3-inch screens; spoken street names; automatic speed warnings; and Reality View 3D representations of major highway intersections. A new feature called DirectHelp pinpoints a user's location and provides directions and phone numbers for nearby services such as hospitals, pharmacies, and roadside assistance. These twin devices differ in the packaged maps. The Navigon 2100 max ($299 MSRP) ships with maps of the continental U.S., while Canadian-market Navigon 2120 features maps of the U.S. and Canada.

Navigon also announced its new FreshMaps service for all the company's PNDs. For $79.99, consumers can download and install up to 12 quarterly map updates over three years, including points of interest.

Garmin 2x5 - nuvi 205 / 255
Garmin announced the next evolution for the popular nuvi 200 series, dubbed 2x5. These new devices promise swifter satellite acquisition times and expanded ability to step up to premium features. A new HotFix aids the start-up time for connecting with satellites by storing past location information to hasten establishing the current location.

The 2x5 units will be available in 3.5-inch and 4.3-inch screen formats, with sequential models providing progressive steps in added features. The maps now use shading to indicate elevation, giving the units a different look. An interesting feature is the ability to choose user-supplied pictures from the Garmin Connect Photos site to download to the device and use for seeking landmarks.

Helpful in an emergency, the nuvis include the "Where am I?" feature that displays the exact latitude and longitude coordinates, the nearest address and intersection, and the closest hospitals, police stations and gas stations.

When used with an optional receiver, each nuvi 2x5 can display updated information from Traffic Message Channel or MSN Direct (for $49.95 a year, or a one-time charge of $129.95.)

The nuvi 205 and 205W will be available in versions that offer maps the contiguous United States, Canada, or regional sections of Europe. The nuvi 255 and 255W will be available in versions that include comprehensive coverage of North America, Europe, Australia, or New Zealand. In addition, the nuvi 255 and 255W models for North America speak proper street names when giving audio directions.

Clearly, the market is moving quickly, but we aim to stay on top of the most significant developments and products.

—Jeff Bartlett and Mike DiLauro

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. 

GPS, meet WPS. Mapping the next step

For the past few years, a company you likely haven’t heard of has had hundreds of people all over the place, quietly seeking out and marking the location of Wi-Fi hot spots as a means of taking personal navigation one step, or several steps, further. Maybe even an entire walk.

See, as good as GPS is, the technology has its limitations. One restriction is that in urban areas—as likely a place as any for visitors to want navigational help—tall buildings can interfere with signals, sometimes rendering the devices useless. Pedestrians need navigation that stays with them every step, or bus ride, of the way. They tend to wander in and out of buildings, use public transportation, and generally place more demands on a nav system than say, a car cruising all day on the interstate.

Enter Skyhook Wireless. By mapping out all those Wi-Fi hotspots, Skyhook offers another way to let people know where they are and guide them to where they want to be. They call it the Wi-Fi Positioning System, or WPS. The way WPS works is by determining the number of hot spots within range of a user’s device, usually five or so according to their Web site. They can then determine the location of that user and help them navigate from there, indoors or out. The downside is, the Web site also says Skyhook can only narrow that user’s location to within 20 meters, so don’t expect pinpoint directions to the rest room when you’re in a rush.

In fairness to Skyhook, tracking and navigating for a user indoors at the pace of a walk is harder than doing the same for somebody barreling down the interstate. And GPS units have the advantage of combining location data with map data, while measuring strides from the local pharmacy to the grocery store is probably less common.

Attention iPhone users: you’re already using Skyhook’s WPS. (If you use the iPhone mapping, let us know what you think in the comments below.) As of this writing, iPhone doesn’t offer GPS.

A Skyhook spokesman said the company doesn’t see their product as an alternative to GPS, but as more of an enhancement, something to add to PND devices that will add to their capability and be transparent to the user – GPS on the road, WPS when inside. They also say they see a social networking application, where users can more precisely locate one another as being a popular selling feature. And hey, think of other uses. Mall walkers rejoice.

Skyhook says to expect their WPS to be included with navigation devices from major suppliers within the next year, and that they’ve already located some 33 million hotspots in North America. And according to that same company spokesman, they’re adding 100,000 every day.

—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. 

Ethanol - the challenges with too much of a good thing

The ethanol industry faces a challenge: under the federal Energy Act, passed last December, the industry is required to produce 30 billion gallons of ethanol a year by 2020. Today it produces about 7 billion gallons. And once that much fuel is produced, there is the challenge in ensuring consumers can use it all.

But if ethanol were blended into every gallon of gasoline sold, in the standard 10 percent ratio, it would consume only about half of the 30-billion-gallon requirement.

So far, the Department of Energy (DOE) has proposed two potential solutions:

• Sell more E85 ethanol, though it is a niche market today.
• Raise the standard blend from 10 to 15 or 20 percent.

Unlike the standard blend, called E10, which all cars can use, only specially equipped cars can run on E85 ethanol. About five million of those cars are on the road today. According to DOE estimates, it would take 100 million E85 cars to provide a big enough market to absorb the additional 15 million gallons of ethanol in E85. Currently, automakers (mostly those based in Detroit) are building about 1 million new E85-capable cars every year. And they have promised to raise that to about 3.5 million a year by 2012. Still, getting to 100 million E85 cars by 2020 is a tall order. It would also take between 30,000 and 60,000 million gas pumps capable of dispensing E85. Today, there are only about 1,500.

So the DOE, along with some automakers, is testing the potential to raise the standard ethanol blend to 15 or 20 percent, and making that blend universal for all gasoline sold in the United States. In Brazil, all gasoline sold in the country contains at least 25 percent ethanol.

But there are some problems with increasing ethanol blends. Ethanol contains less energy than gasoline, so increasing the amount of ethanol in gasoline will likely result in lower fuel economy. Increasing standard fuel blends from zero to 10 percent ethanol, as is happening today, has little or no impact on fuel economy. In tests, the differences occur within the margin of error, about 0.5 percent. Further increasing ethanol levels to 20 percent reduces fuel economy between 1 and 3 percent, according to testing by the DOE and General Motors. Evaluations are underway to determine if E20 will burn effectively in today's engines without impacting reliability and longevity, and also assessing potential impact on fuel economy.

In our own tests at Consumer Reports, we found that E85 reduced fuel economy by about 27 percent overall in a Chevrolet Tahoe. Interestingly, this is a lower reduction than the fuel's lower energy density would theoretically suggest. General Motors research fellow Kevin Cullen suggests that E85's higher octane rating is allowing the engine's computer control system to advance ignition timing to compensate for the lower energy density in the fuel and making up a little bit of the energy loss.

Andy Karsner, undersecretary for energy efficiency and renewable energy at the federal Department of Energy, says the department is testing to learn whether there is an ideal ethanol blend for fuel economy. Some cars actually returned higher fuel economy on certain midrange ethanol blends ranging from E20 to E40, according to a fuel economy study conducted in November by the ethanol industry and the DOE.

The second problem with raising ethanol blends is evaporative emissions—not the kind comes from the tailpipe, but the kind you smell when filling up your car at a gas station. In engines, ethanol burns cleaner than gasoline does. But low-blend ethanol mixes such as E20 have higher evaporative emissions than either gasoline or E85. So far researchers don't know at what ethanol blend evaporative emissions begin to diminish. And systems to control these emissions have not been developed.

If ethanol is going to play a significant role in reducing U.S. oil dependence, it looks likely that E15 or E20 will become more common. This would mean consumers won't have to buy special cars and look for special pumps for ethanol, meaning every gasoline-engine passenger vehicle would be able to join the effort to reduce dependency on imported oil.

—Eric Evarts

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

TomTom GO 730 and GO 930 GPS - new traffic intelligence

In the hotly contested portable navigation device market, TomTom has announced its latest products, the GO 730 and GO 930, boasting two notable new features: IQ Routes traffic-informed routing and Advanced Lane Guidance with realistic views for major intersections. Both new features will be in the GO 730 and GO 930 models, on sale late April.

IQ Routes functionality draws on historical speed profiles of over 6.2 billion miles of roads driven by TomTom users. Devices already in service capture the data and then it is made available about four times a year when TomTom releases its regular map updates. By understanding the traffic patterns due to rush-hour congestion, traffic lights, rotaries, and other factors, this new feature reportedly enables the devices to provide a more appropriate route for the specific day and time, and subsequently give a more accurate prediction for time to destination.

Advanced Lane Guidance changes the map view to a relatively realistic depiction of highway junctions with lane-specific visual directions on a static image. Navigon offers a similar feature called "Reality View." In our testing, we found this to be helpful when navigating confusing highway intersections. (See Navigon 5100 first look and video.)

TomTom GO 730 and TomTom GO 930
The new personal navigation devices (PNDs) introduce a sleek, black design and new features to the company's GPS lineup. The two units appear quite similar, with few differences. The 730 includes maps for the United States and Canada, with 2 gigs internal memory. The 930 adds European maps and has 4 gigs memory, plus it has a unique dead-reckoning technology to maintain navigation even in tunnels and among skyscrapers. Otherwise, the models are quite similar.

Common to the GO 730 and GO 930:

• 4.3-inch screen
• Voice address input
• Spoken street names
• Bluetooth
• "Help me" direct access to emergency services
• FM transmitter

—Jeff Bartlett

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. 

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.

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

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

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

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

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

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

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

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

—Tom Mutchler

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 (w