The Least and Most Polluting Cars of 2009

Top 20 Least Polluting Vehicles of 2009
20th place (tie): Saturn Astra, Ford Focus, Mazda3, Pontiac G5, Nissan Versa
A number of cars post a CO2 per year rating of 3,552 kg. The Saturn Astra with a manual transmission, the Ford Focus with an automatic transmission (which should get better with the double-clutch model in 2010), the 2.0-liter Mazda3 with a manual transmission (the only Mazda on the list), the Pontiac G5 with an automatic transmission and the Nissan Versa with an automatic transmission.

19th place (tie): Chevrolet Cobalt and Pontiac G5 (manual)
Equipped with a manual transmission, the Chevrolet Cobalt and Pontiac G5 improve their score to 3,504 kg/year of CO2.

19th place (tie): Hyundai Elantra (manual)
The Hyundai Elantra with a manual transmission also releases 3,504 kg of CO2 per year.

18th place (tie): Ford Focus, Hyundai Elantra, Nissan Versa, Toyota Matrix, Pontiac Vibe
Measuring in at 3,456 kg/year of CO2 are the Ford Focus manual, Hyundai Elantra automatic, Nissan Versa manual, and Pontiac Vibe and Toyota Matrix models equipped with the 1.8-litre engine with automatic.

18th place (tie): Ford Escape Hybrid 4WD
The Ford Escape Hybrid 4WD is the only SUV of this Top 20, releasing 3,456 kg/year.

17th place: Pontiac Wave, Chevrolet Aveo, Pontiac Vibe, Toyota Matrix, Honda Civic
Several cars produce 3,408 kg/year: the Chevrolet Aveo and the Aveo5 with an automatic transmission (and their cousins, the Pontiac G3 and Suzuki Swift+), the Honda Civic with a manual transmission as well as the 1.8-liter Toyota Matrix and Pontiac Vibe with a manual transmission.

16th place: Nissan Sentra (2.0L, CVT)
Sitting all alone in 16th place is the Nissan Sentra with a CVT automatic transmission, releasing 3,386 kg of CO2 per year.

15th place (tie): Mini Cooper, Clubman, Convertible, Hyundai Accent, Chevrolet Aveo, Saturn Aura Hybrid
Many cars produce 3,312 kg/year: the Chevrolet Aveo and the Aveo5 with a manual transmission (and, of course, the Pontiac G3 and Suzuki Swift+), the Hyundai Accent with a manual transmission, the non-turbocharged Mini with an automatic transmission (Cooper, Clubman or Convertible) as well as the Saturn Aura Hybrid.

15th place (tie): Chevrolet Malibu Hybrid
Like the Saturn Aura, the Chevrolet Malibu Hybrid produces 3,312 kg/year of CO2.

14th place (tie): Chevrolet Cobalt XFE, Kia Rio, Hyundai Accent, Mini Cooper S, Clubman S, Convertible S
Checking in at 3,264 kg/year of CO2 are the Chevrolet Cobalt XFE (and the Pontiac G5 XFE), the Kia Rio with an automatic transmission, the Hyundai Accent (automatic), the MINI Cooper S (Coupe, Clubman or Convertible) with a manual transmission as well as all the John Cooper Works.

13th place: Volkswagen Jetta TDI Clean Diesel (DSG)
With the new clean diesel technology and a double-clutch transmission, the Volkswagen Jetta TDI Clean Diesel produces 3,240 kg of CO2 per year.

12th place (tie): Kia Rio (manual)
The Kia Rio equipped with a manual transmission does better than the comparable Hyundai Accent with 3,216 kg of CO2 per year.

12th place (tie): Toyota Corolla (non-XRS, manual)
The Toyota Corolla with a 1.8-liter engine and a manual transmission produces 3,216 kg of CO2 per year.

11th place (tie): The clean diesel Volkswagen Jetta TDI
The clean diesel Volkswagen Jetta TDI Clean Diesel with a manual transmission releases 3,186 kg of CO2 per year, the same as the wagon version.

10th place: Toyota Corolla (non-XRS, automatic)
The Toyota Corolla with an automatic transmission fares better than the manual version at 3,168 kg/year.

9th place (tie): Honda Fit (manual)
The Honda Fit with a manual transmission releases 3,120 kg of CO2 per year.

9th place (tie): Honda Civic (manual)
Although equipped with a bigger engine than the automatic-transmission Fit, the Honda Civic with a manual transmission produces about the same amount of CO2, with 3,120 kg/year.

8th place (tie): Honda Fit (automatic)
The Honda Fit with an automatic transmission produces 3,072 kg of CO2 per year.

8th place (tie): Toyota Yaris (automatic)
The Toyota Yaris with an automatic transmission posts the same performance as the Fit, with 3,072 kg/year.

7th place (tie): All 1.6-liter Minis – Cooper Clubman and Convertible
With a manual transmission produce 3,024 kg/year.

7th place (tie): Toyota Yaris (manual)
The Toyota Yaris with a manual transmission releases just over 3 tons of CO2 per year, with 3,024 kg.

6th place: Ford Escape Hybrid 2WD
Without the all-wheel-drive system, the Ford Escape Hybrid produces just under 3 tons of CO2 – 2,928 kg/year to be exact.

5th place: Nissan Altima Hybrid
One of the sportiest driving hybrids around, the Nissan Altima Hybrid checks in at 2,784 kg/year.

4th place: Toyota Camry Hybrid
The Toyota Camry Hybrid tops the large sedans category, with 2,736 kg of CO2 each year. But watch out for competition from the new Ford Fusion Hybrid which will arrive in showrooms later this spring …

3rd place: Smart Fortwo
Despite its small size, the Smart fortwo and the convertible version produce 2,592 kg per year. Surely, you’d think that this car could do better!

2nd place: Honda Civic Hybrid
The Honda Civic Hybrid may not have the look of a green car but it produces just 2,160 kg/year.

1st place: Toyota Prius
This was to be expected. The most fuel-efficient car in the country is also the least polluting vehicle, with 1,968 kg of CO2 per year. And that’s not all. The next-generation Prius is more fuel efficient; it seems as if Toyota will hold on to its first place position in this category.

Source;
http://en.autos.sympatico.msn.ca/showpage/LeastPolluting2009.aspx

Source for the MOST POLLUTING CARS OF 2009
http://en.autos.sympatico.msn.ca/showpage/MostPolluting2009.aspx

How the VCM works in a 2008 Honda Accord V6 Engine

VCM = Variable Cylinder Management.

Here's how it works;

i-VTEC with 3-stage Advanced Variable Cylinder Management™ (VCM™)
The Accord’s available SOHC V-6 with automatic transmission includes i-VTEC with Advanced VCM. With the boost in fuel efficiency attributable to VCM, the larger and more powerful Accord V-6 with automatic transmission actually gets better fuel economy than its smaller, less powerful predecessor when tested with the same methodology.

VCM Operation
To help improve the fuel efficiency of the V-6 engine available with the 5-speed automatic transmission, the latest generation of Honda’s VCM is used. This is the first application of VCM on a non-hybrid Accord model. Unlike previous VCM systems that switched between three- and six-cylinder operation, the Accord’s system can operate on three, four or all six cylinders.

During start-up, acceleration or when climbing hills – any time high power output is required – the engine operates on all six cylinders. During moderate speed cruising and at low engine loads, the system operates just one bank of three cylinders. For moderate acceleration, higher-speed cruising and mild hills, the engine operates on four cylinders.

With three operating modes, the VCM system can finely tailor the working displacement of the engine to match the driving requirements from moment to moment. Since the system automatically closes both the intake and exhaust valves of the cylinders that are not used, pumping losses associated with intake and exhaust are eliminated and fuel economy gets a further boost. The VCM system combines maximum performance and maximum fuel economy – two characteristics that don’t typically coexist in conventional engines.

VCM deactivates specific cylinders by using the VTEC (Variable Valve-Timing and Lift Electronic Control) system to close the intake and exhaust valves while the Powertrain Control Module simultaneously cuts fuel to those cylinders. When operating on three cylinders, the rear cylinder bank is shut down. When running on four cylinders, the left and center cylinders of the front bank operate, and the right and center cylinders of the rear bank operate.

The spark plugs continue to fire in inactive cylinders to minimize plug temperature loss and prevent fouling induced from incomplete combustion during cylinder re-activation.

The system is electronically controlled, and uses special integrated spool valves that do double duty as rocker-shaft holders in the cylinder heads. Based on commands from the system’s electronic control unit, the spool valves selectively direct oil pressure to the rocker arms for specific cylinders. This oil pressure in turn drives synchronizing pistons that connect and disconnect the rocker arms.

The VCM system monitors throttle position, vehicle speed, engine speed, automatic-transmission gear selection and other factors to determine the correct cylinder activation scheme for the operating conditions. In addition, the system determines whether engine oil pressure is suitable for VCM switching and whether catalytic-converter temperature will remain in the proper range. To smooth the transition between activating or deactivating cylinders, the system adjusts ignition timing, drive-by-wire throttle position and turns the torque converter lock-up on and off. As a result, the transition between three-, four-, and six-cylinder operation is unnoticeable to the driver.

First U.S.-spec Honda FCX Clarity fuel cell vehicles roll off production line

Honda today announced its hydrogen fuel cell vehicle, the FCX Clarity, started production at the automaker's dedicated fuel cell vehicle factory in Japan. The first five four-seater sedans will be delivered to American VIPs in Southern California in July, with Honda planning on releasing 200 examples Stateside and in Japan over three years. The FCX is the first fuel cell-powered car to be approved for lease in the U.S.

The five California customers include film producer Ron Yerxa, actress and author Jamie Lee Curtis, her film-making husband Christopher Guest, actress Laura Harris and first-gen FCX owner Jon Spallino. The region has three Honda dealers equipped to service the vehicle and three hydrogen filling stations. Honda will study the drivers' driving patterns and the vehicle's performance to learn and improve on the technology in future versions of the car.

The Clarity promises to deliver a 280-mile range and an equivalent gasoline fuel economy of about 74mpg thanks to its lithium ion battery pack that drives an electric motor. Electricity for the battery pack is generated by the fuel cell, with the only by-product being water. Compared to the first-generation car, which was available in Japan only, the new FCX represents a 30 percent increase in range and a 25 percent improvement in fuel economy thanks to a battery pack that is 40 percent smaller and half as heavy.

The FCX's motor is rated at 134 horsepower and 189 lb-ft of torque available instantenously. Customers who wish to lease the FCX will need to meet Honda's requirements (proximity to filling stations and driving habits chief among them) and sign up for a three-year lease at $600 per month.

Source;
http://www.leftlanenews.com/first-us-spec-honda-fcx-clarity-fuel-cell-vehicles-roll-off-production-lines.html

What to Expect in a North American Diesel Honda Accord/Acura TSX

Well, it looks like the Acura TSX is going to be getting the Diesel treatment here in North America before the Honda Accord. The diesel is currently being sold in Europe as the European Accord (for those of you who don't know, this Euro Accord is smaller than our current NA Accord and is badged under the Acura Logo TSX). I am guessing that the NA Accord will get the diesel by 2010 or 2011 along with the Honda CRV. Here's an artcle I found on the NYTimes. Keep in mind, all of you Canadians, the US gallon is smaller than the Canadian gallon, so MPG numbers will be dramatically different here, four Canadian gallons = five U.S. gallons.

A Honda on a Diesel Diet
By LAWRENCE ULRICH

HONDA has spent decades establishing a reputation for fuel efficiency. But nothing in the company’s current lineup, including its Civic Hybrid, can match the mileage of the diesel Accord that I recently tested in and around New York City.

Minus its diesel powertrain, the European-market 2007 Accord that I drove is nearly identical to the car that Honda had been selling in the United States as the Acura TSX. That Accord should give a solid indication of the mileage and performance American consumers can expect when

Honda offers a diesel option for the redesigned 2009 TSX.

The Accord — a demonstration car provided by Robert Bosch, the German technology company, to highlight its fuel injectors and other diesel components — returned a remarkable 53 miles a gallon on the highway, 34 in the city and 44 in combined driving. Those miles included a bumper-to-bumper crawl through Manhattan, the worst possible conditions for fuel efficiency.

The model I drove was powered by a 4-cylinder diesel displacing 2.2 liters and producing 140 horsepower and a stout 250 pound-feet of torque — the force that drivers feel pushing them into their seats under acceleration. That huge torque relative to the engine’s size is a main advantage of modern turbodiesels, making them well-suited to small economy cars and to burly S.U.V.’s that need torque for towing and hauling.

The America-bound Acura will use a new version of the 2.2-liter engine that I tested. The engine is notable for meeting 50-state emissions standards with no need to carry an onboard tank of urea, an ammonia-generating solution that other diesels use to scrub smoggy nitrogen oxides from the exhaust. Honda’s patented pollution system generates its own ammonia to fulfill the same mission. While that cleaner emissions system wasn’t installed on the Honda I tested, engineers expect it to have no discernable effect on fuel economy.

As with other diesels I’ve driven recently, the Honda’s frugal highway mileage and versatile power are important advantages over the typical hybrid. The Accord covered the zero-to-60 run in just under 9 seconds in my testing, which doesn’t sound spectacular on paper. But its passing power from 30, 50 or even 70 miles an hour was terrific, as the Honda easily shot past slower cars.

And as more hybrid owners are discovering, their cars deliver little or no mileage gain on the highway. That’s because battery packs and electric motors add several hundred pounds, and the system also contributes negligible energy at freeway speeds.

Also unlike hybrids, which require drivers to go easy on the gas pedal, watch the speed limit and coast when possible to improve the mileage, the diesel Honda delivered brilliant economy with no special effort. Even spirited driving didn’t dent the mileage much. The Accord delivered 50 m.p.g. even during a 75-m.p.h. cruise and 40 m.p.g. when I flogged it like a Nascar yahoo.

The Acura’s only diesel telltale is an idle that’s slightly louder than a gasoline car’s, though it’s not at all obtrusive. There was no trace of diesel smell or black exhaust and except for the enormous diesel decal on the car’s side, my passengers would have been unaware that a diesel was under the hood.
(Nice!)

I also recently spent a week with the Audi Q7 3.0 TDI sport utility, which will go on sale in January. That model, with a 3-liter turbocharged V-6, delivered about 25 m.p.g. on the highway. But the Audi’s mileage seemed more fragile than the Honda’s, dropping sharply in city traffic and in spirited driving. That was probably due to its sheer mass; the Q7 weighed more than 5,000 pounds.

Audi also demonstrates the performance possibilities of diesel with its exotic R8 V-12 TDI concept sports car, which I took for a too-brief test drive. That blood-red, all-wheel-drive Audi had a 12-cylinder diesel mounted behind my head, generating 500 horsepower and an astounding 737 pound-feet of torque. Audi claims the R8 will rocket from 0 to 60 in about 4 seconds and reach a top speed of 190 m.p.h., all while delivering 24 m.p.g. Audi has not said whether it will put the car into production.

Link:
http://www.nytimes.com/2008/05/18/automobiles/autoreviews/18DRIVE.html?_r=3&fta=y&oref=slogin&oref=slogin&oref=slogin

Honda Civic #1Selling Car in US for Month of May (1st Time!)

This is old news for us Canadians, because the Honda Civic has been the #1 selling car for 9 years straight! This is pretty big news in the US though.

http://en.autos.sympatico.msn.ca/guides_and_advice/article.aspx?cp-documentid=6198519

The Honda Civic has become the best selling car in the United States in May, beating out both the , the Toyota Camry, by 53,299 for the Civic and 51,291 for the Camry.

If you really want to see what $4.00 a gallon gas has don,e then note that it has beat out the Ford F-150, the long time best selling vehicle, by 10.326 units!

Never underestimate the power of the pump!

Source:

http://www.autospies.com/news/Honda-s-Civic-Blows-Out-The-Competition-Out-For-Number-One-Spot-In-May-30690/

Honda Positioned Well in Current Market Conditions

With the current state of high gas prices across North America, buyers are switching their buying habits to smaller cars, which makes some manufacturer's more prepared than others. While some manufacturer's are shutting down production and laying off workers (Ford, GM, Dodge....), Honda with it's class leading Honda Civic and Honda FIT are selling in droves, which is having a positive affect for Honda's production. Sure, sales of the Ridgeline, Pilot, and even Odyssey have dipped a bit, but with the surgence of the Civic, Fit, and I will even say CRV, instead of laying off worker's or shutting down plants, Honda is just switching production around and moving workers from one plant to another to keep up with demand.

Honda saving U.S. jobs by switching models

Yuri Kageyama / Associated Press

TOKYO -- Honda will meet growing U.S. demand for small cars while maintaining North American jobs by moving production of two bigger models from Canada to Alabama, Chief Executive Takeo Fukui said Thursday.
Honda Motor Co.'s Pilot sport-utility vehicle and Ridgeline pickup, now rolling off its plant in Alliston, Ontario, will be produced in Lincoln, Ala., allowing the production of the Civic sedan to be raised in Canada, he said.
"Gas prices continue to rise, and the demand for cars with good mileage is growing," Fukui told reporters at a Tokyo hotel. "Efforts are under way to increase the local production of the Civic."

Even the usually booming Japanese automakers are sensing the pinch from a U.S. economic slowdown and soaring material costs, including steel. But the Japanese are holding up better than their American rivals because of their reputation for fuel-efficient offerings.

General Motors' top managers are working on additional restructuring measures to deal with a declining U.S. auto market and an accelerated shift from trucks to more fuel-efficient vehicles, a person familiar with the plan told The Associated Press late Wednesday.

Such a move would come on top of thousands of job cuts at GM over the past three years mainly through buyout and early retirement offers.

Ford said earlier this week that it's planning involuntary layoffs of salaried employees by August as part of a restructuring in the face of slumping sales and record-high gas prices.

Honda's production changes won't create -- or cut -- any jobs in North America. But Fukui noted it will maintain sales momentum.
"And the point is we won't have to reduce employment," he said.

Honda will create American jobs when its plant to build Civics opens in Indiana later this year. That plant, Honda's seventh in North America, is expected to add about 2,000 jobs.
Fukui said Honda's Fit subcompact is another model that is emerging a hit in the U.S., a nation previously known to favor gas-guzzlers.
Still, the overall U.S. auto sales are expected to drop to around 15 million vehicles this year -- down from 17 million as recently as 2005.

For April, General Motors Corp., Ford Motor Co. and Chrysler all saw double-digit U.S. sales declines compared to last April. But Honda, along with Nissan Motor Co. and Toyota Motor Corp., reported year-on-year gains.

Relatively new auto plants are flexible in production, allowing models to be switched to respond to shifts in demand. At some plants, the same assembly line can produce different models, one after the other.

Source:

http://www.detnews.com/apps/pbcs.dll/article?AID=/20080529/AUTO01/805290438/1148

How the 2008 Honda Civic Hybrid Sedan Works

This is Honda's hybrid answer. The Honda Civic hybrid showcases Honda's renewed commitment to Hybrid technology and gives drivers a environmentally friendly car without any compromise on style, performance or comfort.

Honda's Hybrid system is called Integrated Motor Assist (IMA). Developed in 1999 it was first launched in the 2 seat-er Honda Insight which gave an idea of how advanced it was - 83 miles per gallon on a combined cycle.

Hybrid is the combination of a gas engine with an electric motor. The electric motor is coupled to a powerful battery. The electric motor helps the engine by giving it a boost during acceleration and solely runs the car at idle to reduce emissions and fuel consumption. The battery that powers the electric motor charges itself up with regenerative energy from deceleration and braking. A regenerative brake is a mechanism that reduces vehicle speed by converting some of its kinetic energy into electrical energy. A brake pedal sensor sends a signal to the car's computer, activating systems whenever the driver applies the brake. This allows braking energy from the wheels to be stored as electrical energy in the high voltage battery for future use. Therefore the car never needs to be recharged from an external power supply. This regenerative brake assistance also extends the life of the brakes and their components as it reduces its workload appreciably.

The majority of the hybrid cars available in the market today aren't that good looking. And nobody wants to drive around in a car that looks like a deflated football. Honda engineers have taken note and engineered the components to enhance looks and more importantly, help achieve their primary targets.

The elegant styling combines a sweeping roof-line, a sharply raked windscreen and short overhangs that contribute to the vehicle's advanced mono-form profile. Superior aerodynamics is achieved by ultra-tight body panels that fit firmly around the monocoque frame. A chin spoiler and a lip spoiler are also designated to aid the aerodynamics by reducing turbulence beneath and behind the car. The low-drag alloy wheels are made specifically for the Civic Hybrid so to enhance the looks and reduce excess weight while the opposable windscreen wipers serve both styling and efficient cleaning purposes.

The fuel tank is made from an innovative six-layer polyethylene composite material that blocks fuel evaporation and saves weight. The front sub-frame which accommodates the engine and transmission is produced from hydro-formed elements for increased strength and rigidity. Special rubber floating mounts minimize the level of road and engine NVH (Noise, Vibration, Harshness) entering the passenger cabin.

But it's not all about the looks. Honda's new IMA system gives out more power than a conventional 1.6-litre engine (115PS), but only uses the same amount of fuel as a 1.1-litre car. There's no ambiguous starting procedure or complicated operating system – it looks and drives like a modern, stylish saloon with a top speed of 115mph. The Civic Hybrid's engine took top honors for three successive years at International Engine of the Year "1 litre to 1.4 litre" size category award from 2002 through 2004 and the "Best Fuel Economy" category for 2003 and 2004.

The Civic hybrid is one of the safest cars in its class. It is equipped with ABS and Electronic Brake force Distribution (EBD) to achieve decent stability and high braking performance. Vehicle Stability Assist (VSA) assists the driver in maintaining maximum possible control during cornering, acceleration and sudden manoeuvres by applying braking either to the right or left wheels accordingly while controlling the throttle and brake systems simultaneously.

The Civic Hybrid uses multiple "load paths" to limit penetration of the car's structure by absorbing more of the crash energy if it encounters a collision. Whatever energy gets through is mitigated by the car's eight standard air bags. The Civic Hybrid has earned top safety rankings from NHTSA and IIHS. To help reduce pedestrian injuries in the event of a collision, the Civic Hybrid's bonnet and wing areas are designed to deform if contacted by the head of an adult or child pedestrian. Energy-absorbing collapsible bonnet supports, wiper arms and wing mounts are designed to allow a degree of deformation in an impact making this car very safe to travel in.

For more information on some other 'Green Cars' check out the link;
http://www.automotoportal.com/article/5-best-selling-green-cars

2010/2011 Honda FIT Hybrid

Adding a hybrid version of the popular and 10Best-winning Fit seems much like putting a second layer of icing on an already tasty cake. But in his press conference, Fukai is quoted as saying the premium for the hybrid over the conventional Fit cannot exceed $2000. The current price of a Fit ranges from $14,585 to $16,705. The hybrid reportedly would go on sale by 2015 with the third-generation of the B-segment car.
While Toyota gets most of the credit for the burgeoning hybrid market, Honda was actually first on the scene in the U.S. with the Insight in 1999. But consumers have not snapped up its subsequent hybrids, forcing the automaker to drop its Accord hybrid from the 2008 model line due to slow sales.

Why Automakers Don't Sell a Car that is 50(US)mpg

So gas just hit another miserable milestone. Unleaded regular is averaging a record $3.30 a gallon and seems likely to blast past $4 by Memorial Day. Wouldn't it be great if you could drive a car that gets 50 miles per gallon? Well, you can. Just hop on a plane and fly to Europe, where all new cars average 43mpg, or Japan, where the average hits 50mpg. Here in the United States, we're stuck at 25mpg in our considerably larger and more powerful cars, trucks and SUVs. So why can't we do better? Here's the dirty little secret: we can. "If you want better fuel economy, it's just a question of when auto companies want to do it and when consumers decide they want to buy it," says Don Hillebrand, a former Chrysler engineer who is now director of transportation research for Argonne National Labs. "Auto companies can deliver it within a year."

A 50mpg car would certainly put a tiger in the tank of the moribund U.S. auto industry. But don't get your checkbook out quite yet. The reality is that you won't see a car on a showroom floor in America with 50mpg on the window sticker for at least three years and maybe longer. Sure, all auto companies are focusing on jacking up fuel economy, especially since Congress just mandated that all new autos sold by 2020 must average 35mpg. The new mileage mantra also is motivated by the fact that car sales are weak, partially because of panic at the pump. But putting out a 50mpg car any time soon is daunting even to the maker of America's mileage champ, the 48mpg Toyota Prius. "We're close enough to spit at that now," says Bill Reinert, Toyota's national manager of advanced technologies. "It's not an incredible stretch, but it's an incredible stretch to do it on a mass-market basis."

It might seem ludicrous to you that there isn't a mass market right here and now for a 50mpg car. For crying out loud, we've entered the age of the $128 fill-up. (The cost of topping off a Chevy Suburban). But here's the problem: to get to 50mpg in the near future, consumers would have to trade off at least one of three very important things—cost, drive quality or safety. That's because the quickest way to make a car more fuel-efficient is to make it smaller, lighter and equip it with some high-tech (a.k.a. costly) propulsion system like a plug-in gas-electric system. Consider the exercise Ford just went through. It ran a computer simulation on what would happen to the mileage of a Ford Focus small car if you built it entirely out of lightweight aluminum. Losing the steel allowed the Focus to drop 1,000 pounds—30 percent of its body weight. That enabled Ford to outfit it with a tiny one-liter engine, half the size of its old engine, but far more fuel efficient because of new technology. Best of all, the small motor goes just as fast as the big one because the car is so much lighter. The result: fuel economy on this fabulous Focus went from 35mpg to 50mpg. What's stopping Ford from moving this car from pixels to pavement? The cost of an all-aluminum car could top $50,000—not a sum the typical economy-car buyer is willing to pay. "What's going to be the cost acceptance for this much improvement in fuel economy?" asks Dan Kapp, director of Ford's advanced engines and transmissions. "We don't know yet."

Still, all the major automakers are putting their cars on a crash diet. Ford wants to drop 250 to 750 pounds in all its models by 2012. Toyota and Nissan want to cut the fat by 10 to 15 percent. But this slim-fast campaign is running into the drive for more safety features in automobiles. Back in the 1980s, the Honda CRX-HF and the Geo Metro each got more than 50mpg, but they didn't have airbags or steel beams in their doors to protect occupants in a crash. These days, cars are equipped with six air bags, steel safety cages and electronic stability control to prevent spinouts. That makes cars much safer—but a lot fatter. "We are working in two directions," says Toyota's Reinert. "One is to make cars as safe as possible, and that generally makes them heavier. And the other is to make cars as fuel efficient as possible."

Downsizing also has its drawbacks. For starters, U.S. highway statistics show the smallest cars have death rates 2.5 times higher than the biggest. What's more, wimpy engines often (under) power small cars and that's a drawback many Americans won't abide. I recently drove the diminutive Smart car for a week. While it's certainly cute, its puny 70-horsepower engine and slow-shifting transmissions made me feel like Fred Flintstone could outrun me. That might be enough power for twisty Old World roads, but here in America, we have a need for speed. "Going zero to 60 in 15 seconds doesn't fit the average American consumers idea of mobility today," says Reinert. "That's too doggy."

Another quick way to improve fuel economy—and chase away customers—is to strip out stuff that makes the ride comfortable. For example, engineers could remove the soundproofing material that keeps road and engine noise out of the cockpit. Back in the '90s, when Detroit was fond of noting that gasoline was cheaper than bottled water, Hillebrand worked on the popular Chrysler minivan. They were having problems making the cabin quiet, so they sacrificed mileage to add sound insulation. "We just sprayed penny a pound asphalt into it to quiet it down because that was what the customer wanted," recalls Hillebrand. "Another mile per gallon would not make Car and Driver headlines. But having no wind noise did."

These days, though, more mpg makes news. And GM has certainly been getting plenty of mileage out of the Chevy Volt plug-in electric car it hopes to have on the market by 2010. On Thursday, they took reporters inside their Volt lab for another in a series of updates--unusual for a work in progress. And next week, GM will conduct a global online discussion with journalists to address the question: "Why don't automakers produce a 100mpg car?"

So when I called to ask why there are no 50mpg cars, Volt chief engineer Frank Weber practically scoffed at me. "Fifty miles per gallon is not the target," he said in his German accent. "We are working in the three-digit range." All hype aside, analysts say GM just might be the first to achieve 50mpg with the Volt, which Weber assured me will get well over 100mpg. Crackling with confidence, he "guaranteed" the car's advanced lithium-ion battery is ready for the road. Many automakers are racing to develop lithium-ion batteries (like those used in laptops), which juice up faster and go farther on a charge. But only GM is claiming to have cracked the code. Weber also said there is "no doubt" the Volt will deliver on GM's promise of driving for the first 40 miles on pure electric power. After that, a tiny engine kicks in, but only to recharge the battery, not to turn the wheels like conventional hybrids. "Our goal," says Weber, "is to avoid the usage of gasoline completely."

Wouldn't that be nice? But at what price? Analysts predict the Volt will top $30,000, and consumers might have to pay an additional $100 to $200 a month to lease that advanced, but unproven, battery pack. Weber dismissed battery leasing as "an old idea," but declined to divulge pricing on the Volt so far from its launch. Any new technology like this, though, comes with a hefty premium, which takes years to pay off in savings at the gas pump. So taking the high-tech road to high mileage comes down to a question of pay now or pay later. (In the case of some high-priced hybrids, like the late and not-so-great Honda Accord hybrid, the payoff never came.)

In the end, what I found most fascinating about raising this 50mpg question is just how nervous its made Honda and Toyota. Honda wouldn't even speak to me about it. Perhaps that's because Honda has a Prius competitor in the works that it has promised will have better mileage when it hits the road next year. Let's see, what's better than 48mpg? And Toyota is in the midst of creating an entire lineup of Prius models, which will include a wagon, a family car and a tiny urban runabout beginning in 2010. So if you take the Prius power plant and put it into a Smart-size car, what do you get? Toyota isn't saying, but there could be a hint in Reinert's assessment of Mercedes's mighty mite. "The Smart is incredibly attractively packaged," he says. "It could be the iPhone version 1 of cars." Version 2.0 could roll into a Toyota showroom in a few years—with a window sticker well above 50mpg.

And not a moment too soon.

Source: http://www.newsweek.com/id/130439/output/print

Green Cars that Automakers WON'T Sell You

Here's one that I didn't know about;

The new 2008 Honda Accord boasts an environmental first: a six-cylinder gasoline engine that's cleaner than many hybrid systems.

There's only one catch: You can't actually buy this ultra-green Accord, or the four-cylinder version that also produces near-zero pollution. That is, unless you live in California, New York or six other northeast states that follow California's tougher pollution rules. Only there can you buy this Accord, or the roughly two dozen other models that meet so-called Partial Zero Emissions Vehicle standards, PZEV for short.

Not only can't you buy one, but the government says it's currently illegal for automakers to sell these green cars outside of the special states. Under terms of the Clean Air Act—in the kind of delicious irony only our government can pull off—anyone (dealer, consumer, automaker) involved in an out-of-bounds PZEV sale could be subject to civil fines of up to $27,500.

So, just how green is a PZEV machine? Well, if you just cut your lawn with a gas mower, congratulations, you just put out more pollution in one hour than these cars do in 2,000 miles of driving. Grill a single juicy burger, and you've cooked up the same hydrocarbon emissions as a three-hour drive in a Ford Focus PZEV. As the California Air Resources Board has noted, the tailpipe emissions of these cars can be cleaner than the outside air in smoggy cities.

That's amazing stuff. But what's more amazing is how few people have a clue that the gas-powered, internal combustion engine could ever be this clean.

Naturally, no company wants to bring too much attention to a car that most people can't buy, unless it's Ferrari. And there's the catch. PZEV models are already available from Honda, Toyota, Subaru, VW, Volvo, Ford, and yes, GM. They're scrubbed-up versions of familiar models.

It's not all the fault of the car companies. The crazy quilt of environmental regulations is forcing carmakers to design and build two versions of the same cars. And it costs real money to make a car this green. So in states where there are no regulations to force their hand,automakers don't want to have to boost their prices for the green versions—or to simply eat the extra cost and make less profit.

Honda appears to be doing just that. It currently charges Californians and other green-staters about $150 extra for these solid-citizen models. But experts suggest that it costs carmakers closer to $400 a pop to install the gear.

Another issue: The PZEV cars don't get any better mileage than conventional versions. Would most self-interested Americans even pay a lousy 100 bucks for cleaner air that doesn't put fuel savings back in their pocket? "With hybrids, the selling point is fuel economy, so there's a dollar amount on that," said William Walton, Honda's product planning chief for U.S. cars. "We want to give people the cleanest vehicles we can produce, but how much are people willing to pay for clean air?"

As often as automakers express envy and resentment over Toyota's image, you might think Honda would be filming TV ads, erecting billboards, shouting from rooftops that the Accord is the world's cleanest six-cylinder car. In the green game that Toyota has played like a chess master, it seems like this is a lost opportunity for Honda, Nissan and the rest to siphon off some of Toyota's goodwill.

So give Honda's talented engineers credit for this clean-burning Accord. But give its marketing department a big, smoggy raspberry for keeping it a virtual secret—and keeping it off-limits to buyers in 42 states.

Source: http://editorial.autos.msn.com/article.aspx?cp-documentid=434502
By Lawrence Ulrich