Engine: Clean or Efficient?

From the outside, the dark blue Saturn Aura accelerating to a steady 50 miles an hour on the high-bank oval here at General Motors’ proving grounds looked altogether unremarkable.

In fact, it was not much to look at under the hood either, despite an experimental engine using a method of burning gasoline that may prove to be the next major advance in fuel economy and emissions control. Only a couple of stray electrical connectors hinted at the differences distinguishing this engineering prototype from thousands of other Auras on road.

From the driving position it’s another story. A laptop computer placed between me and a G.M. engineer, Jun Mo Kang, displays a graph that plots the car’s changing engine speed against the load on the engine, just colorful enough to draw my attention away from future cars and trucks in full disguises zipping by in the faster lanes of the track.

My time behind the wheel last month was the first test drive G.M. has given to a journalist of its prototype homogeneous-charge compression-ignition engine. An H.C.C.I. engine runs on a combustion process that researchers say holds the potential for significant gains in overall engine efficiency. G.M is one of several automakers developing H.C.C.I. technology.

In principle, the H.C.C.I. engine takes advantage of the best characteristics of gasoline engines — low emissions that can be controlled effectively with available technology — and diesel engines, which offer low fuel consumption.

As I press and release the Aura’s gas pedal, a small orange dot on the laptop screen darts in and out of a wedge-shaped area on the graph. The point of the wedge begins slightly above idle speed, at about 1,000 r.p.m., and ramps up to its widest point at 3,000 r.p.m.

“Don’t push the pedal too hard or fast,” counsels Mr. Kang. “Try to keep the dot within the zone. That’s where the engine is running in H.C.C.I. combustion.”

After less than a lap of practice on the immense track, I find it easy to feather the pedal so that the orange dot constantly floats in the sweet spot on the graph, earning a smile from Mr. Kang.

When H.C.C.I. is finally ready for the road — G.M. won’t say exactly when that might be — computers will take over the task of keeping the engine in its ideal operating range. And though much work to refine the engine’s operation lies ahead, experts say the technology is worth the investment.

“I believe H.C.C.I. represents the next great advance of the internal combustion engine,” said Chris Gerdes, associate professor of mechanical engineering at Stanford University, which is one of G.M.’s partners in H.C.C.I. research.

“With minimal changes to the engine hardware, H.C.C.I. gasoline engines should be able to produce diesel-like efficiencies while simultaneously lowering emissions,” he said.

Dennis Assanis, director of the Walter E. Lay Automotive Laboratory at the University of Michigan in Ann Arbor, says the H.C.C.I. combustion process offers potential for raising gasoline engine fuel efficiency by 15 percent to 20 percent while offering reductions in oxides of nitrogen, an important contributor to smog that is difficult to control.

The 2.2-liter engine in the test Aura is based on the G.M. Ecotec four-cylinder; a 2.4-liter version of this engine is available in the Aura for 2008. G.M. rates the H.C.C.I. engine at 180 horsepower and 170 pound-feet of torque of torque; by comparison, the ’08 Aura engine makes 164 horsepower and 159 pound-feet, and is rated at 22 miles a gallon in town and 30 on the highway.

G.M. would not give fuel economy figures for the H.C.C.I engine beyond the expectation of a 15 percent improvement in mileage.

The H.C.C.I. process is something of an answer to the long quest for so-called lean-burn engines, which use less fuel in relation to the volume of air ingested. Such engines present other problems, though, especially in terms of emissions control, because it is hard to ignite the air-fuel mixture evenly.

The H.C.C.I. gasoline engine aims to solve this by igniting an almost evenly distributed (hence the term homogeneous in its name) mixture of fuel, air and captured exhaust gas in the cylinders. Combustion is spontaneous, a result of heat in the cylinder rather than a spark plug, similar to the way a diesel engine operates.

Until recently, H.C.C.I. combustion was little more than a laboratory experiment. Engineers could coax the process to work successfully on special single-cylinder test engines running at a constant speed. But when applied to multicylinder engines operating under various loads, speeds and atmospheric conditions, H.C.C.I. refused to cooperate.

To get around the difficulty of making it idle smoothly and quietly under high loads, G.M. has, for now at least, limited its H.C.C.I. mode to the 1,000- to 3,000-r.p.m. zone used in the Aura test car, a range that covers most typical driving. Below and above that range the engine uses conventional spark ignition.

Making H.C.C.I. compatible with a broad range of fuels; reducing the faint rattling noise during the transition from compression ignition to spark ignition; and reducing emissions at low loads are other issues being addressed.

“H.C.C.I. relies on a very delicate balance of chemistry happening thousands of times per minute in the cylinder,” said Paul Najt, a manager in G.M.’s powertrain research laboratory who has been working on H.C.C.I. for more than 30 years.

“Controlling the chemistry is the difficult part to implement,” he said. “If the temperature and gas composition aren’t precisely correct, either nothing happens or something very bad happens.”

Bringing H.C.C.I. to production has become a top priority among the world’s major automakers. One sign that the technology is inching closer to production is that automakers are attaching brand names to their various H.C.C.I. programs.

At next month’s Frankfurt auto show, Mercedes-Benz will announce details of its Controlled Auto Ignition system, which it has named DiesOtto in homage to diesel and gasoline engine pioneers. Volkswagen’s Combined Combustion System is under development, and Honda’s H.C.C.I. system, originally conceived for racing motorcycles, is being tested in a four-cylinder auto engine.

China’s automakers and government-backed research institutes are also intensely interested in H.C.C.I. technology, judging by a survey of technical papers presented at last year’s congress of the Society of Automotive Engineers.

G.M.’s decision to move its H.C.C.I. program out of the laboratory and into what Mr. Najt calls the advanced engineering phase, as well as beginning road tests, signals the automaker’s steady progress in critical technology areas, said Matthias Alt, manager of the company’s global H.C.C.I. program.

“In the first half of 2007 we achieved significant gains in the system’s computer controls,” he said. “This moved the program ahead faster than even we ourselves expected.”

But while Mr. Alt and his team of engineers and scientists have made great progress, they acknowledge that many challenges remain before H.C.C.I. combustion is happily percolating inside new G.M. engines.

“As our development of the enablers and computer controls continues, we’ll extend the H.C.C.I. operating range up and down the load range,” Mr. Alt said. The optimism of Mr. Alt and his engineers suggests that the H.C.C.I. Aura won’t be stuck in the slow lanes of the test track much longer.
(C)NYT

Top 20 Most Dangerous Vehicles

Here are the 20 most dangerous vehicles according to 'real world safety' from the Insurance Institute for Highway Safety.

Hoping to stay safe on the road? You might want to avoid certain cars.

For example, the Nissan 350Z has a death rate that's about double that of the average sports car.

But it's not for the reasons you might think. In this case, says Russ Rader, communications director for the Insurance Institute for Highway Safety (IIHS), an organization that represents the interests of the insurance industry, the 350Z is part of a group of vehicles that tends to be driven by younger, less-experienced or riskier drivers, and stands out for having high death rates, through no particular fault of the car.

"When they are in crashes," he adds, "they're particularly serious ones."

This illustrates a key point: Simply looking at the historical death rates for one particular model might not give much insight into the relative danger, or safety, of driving that vehicle. Furthermore, the most recent available federal data, interpreted by make and model by the IIHS, covers 2001 to 2004 model years in calendar years 2002 to 2005. Many models have had significant changes in safety equipment or complete redesigns since then.

The consensus among several safety experts we asked is that the best way to predict how dangerous or safe a new vehicle will be comes from looking at the way it's configured, particularly with respect to several important factors — side-impact protection, stability control and rollover risk — that together span a wide range in real-world safety.

That's what we did. Topping the list of the least safe: the Buick Rendezvous, the Ford Ranger/Mazda B-Series, the Nissan Frontier, the Ford Escape/Mercury Mariner and the Toyota Yaris.

High-Priority Protection
Among the various crash tests the IIHS performs on new vehicles, according to Rader, they see the widest range of results in those with side-impact and rear whiplash protection.

"What makes a vehicle unsafe today is a lack of side-impact protection," he says. "Whiplash is not a life-threatening injury, but head injuries [from a side impact] are commonly life-threatening."

Side-curtain airbags have been shown to greatly increase the chances of surviving a classic "T-bone" side-impact accident, such as when the other vehicle runs a stoplight, and depending on the design, they can also increase the chances of surviving a rollover. Side-curtain bags are mandated for all 2009 vehicles, and the National Highway Traffic Safety Administration (NHTSA) estimates that these alone will reduce fatal side-impact head injuries by 45 percent, saving up to 1,000 lives per year.

"Side airbags designed to protect your head are crucial, because a head injury is the most common fatal injury in a crash," says Rader. "It's the difference between life and death."

Structurally Sound
Along with side airbags, a vehicle also needs a well-built side structure to withstand a strong blow from vehicles of varying heights, says Rader.

Which leads to another major point: "Size and weight are very important aspects of safety," he says. "The laws of physics always apply in a crash. That means that people in smaller and lighter vehicles are always at a disadvantage in crashes with other vehicles."

In single-vehicle crashes, the weight advantage isn't as pronounced, but the statistics still point in favor of larger, if not heavier vehicles, he says.

However, John Linkov, managing editor of Consumer Reports, says that smaller and lighter vehicles aren't necessarily more dangerous. In many cases, they may offer handling and maneuverability advantages to help avoid accidents.

"A more nimble, better-handling vehicle," he says, "is likely going to be easier to control in an emergency and help the driver avoid the dangerous situation."

While generally heavier SUVs and pickups are at an advantage in multi-vehicle accidents, they've been shown to be at quite a disadvantage in single-vehicle accidents (such as when the driver falls asleep, or loses control swerving around a deer), which comprise 43 percent of fatal accidents.

In this type of accident, SUVs and pickups have more than double the chance of rolling over, according to NHTSA data. This risk relates closely to overall federal fatality data, showing that SUVs and pickups generally have a higher fatality rate than cars of a similar weight.

Corrective Measures
Electronic stability control systems, which smartly apply the brakes on one or more of the wheels as best to avoid loss of vehicle control in an extreme maneuver, have been offered for more than a decade in some luxury and high-performance vehicles, but the technology has been trickling down to most mainline brands over the past several model years.

NHTSA has called it the most significant development since the seat belt, and the federal government has mandated electronic stability control, but not until the 2012 model year. NHTSA estimates that the stability control mandate will prevent up to 9,600 fatalities and 238,000 injuries annually, at an average cost of $111 per vehicle in addition to the cost of antilock brakes, which most vehicles already offer as standard equipment or as an option.

"Electronic stability control is one of those rare safety features that's having a dramatic effect on saving lives," says Rader. "Stability control alone can reduce the risk of fatal single-vehicle crashes by 56 percent. And it can reduce fatal single-vehicle rollovers by 80 percent for SUVs, 77 percent for passenger cars."

Even though stability control was only offered in some of the more expensive SUVs a few years ago, Rader says that its impact is already easily seen in the Institute's yearly list of vehicles with the lowest death rates. Rader said that in the past, only a few of them were SUVs, but now they make up nearly half of the list.

Terrifying Trucks
Pickups are another surprisingly unsafe group of vehicles. Based on fatality-rate data, they're by far the most dangerous, says Michael Dulberger, president of the safety advocacy group Informed for Life.

"Pickups as a class have the highest rate of fatality and serious injury," he says, "and they have a very high rollover risk."

Rader agrees. "Pickups have a rollover problem," he says. "They have a high center of gravity and a high propensity to roll over." And making matters worse, "They're the laggards in electronic stability control," he says.

Last year, only one pickup model offered electronic stability control, according to Rader, while this year it's standard on 8 percent of models and optional on 20 percent. By comparison, 87 percent of SUVs now have standard stability control, according to the Institute.

Linkov agrees that some pickups pose the most danger to inexperienced drivers. "What we're seeing is that young people in places where pickups are a de facto choice are at an especially strong risk, with their propensity to roll over," he says.

Any vehicle can be especially unsafe if it's used in a way it's not designed for, such as if a high-clearance pickup is used primarily empty on curvy, hilly roads, according to Linkov.

"Combine that with a poorly trained driver," he says, "and it's dangerous."

The Methodology
As we've outlined, generalized fatality statistics point toward today's most dangerous new vehicles as those that are light, don't provide proper side-impact protection (airbags), have a higher propensity to roll over, don't handle particularly well and lack electronic stability control.

Informed for Life releases SCORE (Statistical Combination of Risk Elements) data each year, which combines all the available safety data from the federal government and the IIHS, along with the role of weight and the presence of stability control, into a single number for each particular model, making it easier to compare vehicles of varying sizes or body types.

The SCORE is calculated according to the role that each element plays in general fatal accidents. For instance, as about 26 percent of national accident fatalities occur in a side impact, 26 percent of the SCORE depends on the vehicle's rated side-impact protection.

The system, which has been implemented for about five years, more closely matches the fatality rate on a model-by-model basis than either IIHS or NHTSA ratings alone. And it's easy to decipher; it's on a scale that's proportional to risk, with the average passenger car ranked 100.

So, for instance, a SCORE of 150 means that the relative risk of driver fatality is 50 percent higher than for the average passenger car. In the group's 2007 list, the most dangerous vehicle, the Buick Rendezvous, at 161, has more than three times the relative risk of fatality than the Hyundai Entourage and Kia Sedona minivans, at 51.

To distill our list of the most dangerous vehicles, we looked at Informed for Life's bottom-of-the-heap results for 2007 model-year vehicles, including vehicles with a full range of crash-test results from NHTSA, the IIHS, or a combination of the two; and to also consider the role of accident avoidance (or lack thereof), we broke any ties with Consumer Reports' accident avoidance scores.

CR first measures the vehicle's maximum stable speed through emergency handling, essentially simulating a quick swerve around an obstacle and back into the right lane, then factors in driving position, visibility and seat comfort — all issues that the organization deems important in successfully avoiding an accident.

We're aware that this is a snapshot of the most dangerous cars among those that have been extensively tested, and that there may be more dangerous vehicles that either haven't yet been fully crash-tested or were only partially tested. Please consult www.safercar.gov or www.iihs.org if you're concerned about a particular model.

How Carmakers Reacted
Automakers were generally supportive of a methodology that looked for the safest — or in this case, the least safe — vehicles through a composite assessment of existing crash-test results, and considering side-impact protection and rollover likelihood, instead of looking at prior model-by-model fatality or injury data.

GM
Alan Adler, GM's safety spokesman, confirms that it's important to look at a wide range of information. "You've identified two technologies [side airbags and stability control] that are important, and we have rollout plans for both," says Adler.

More than 40 percent of GM's light trucks now have side-curtain airbags that allow head protection even in rollovers. Stability control is offered in 35 percent of GM vehicles for 2007, and the percentage rises to about 50 percent for 2008, according to Adler. Regarding SUVs and pickups, Adler says that "rollover is a big deal" to the company, which now does its own rollover safety testing.

To shoppers who might wonder why stability control isn't yet installed in more vehicles, GM's Adler says, "It isn't something you can slap on a vehicle," and explains that the automaker has been working to install it across the board ever since the agencies have revealed its importance. "It's a major engineering change to the vehicle."

Toyota
Toyota spokesman Bill Kwong questions the correlation between weight and safety; he says that Toyota has been incorporating more high-strength steel, which improves crash resistance yet saves weight, though again, at a higher cost to the automaker.

Kwong said that side-impact airbags are now available on all Toyota cars. They're optional on the Corolla, along with the Yaris and Matrix, two cars that ranked among the least-safe vehicles, according to our methodology, without the option.

"Those models are more price sensitive," especially the Yaris, which is why the side bags are optional, according to Kwong. He adds that dealerships are told to inform shoppers of the benefits of the Yaris's side airbag system.

Ford
Several Ford Motor vehicles were on our Most Dangerous list, but the company's safety spokesman, Daniel Jarvis, explains that these are all products near the end of their life cycle and not representative of the rest of Ford's model lineup.

Jarvis said the company places a strong emphasis on safety. Several of the vehicles that place highest in crash tests are from Ford, and the company has aggressive programs in place to install side airbags and stability control across its entire fleet.

"By the end of calendar year 2009, all retail vehicles will have stability control," says Jarvis; that would be nearly three years ahead of the federal mandate. Ford has also made an enhanced version, called Roll Stability Control, aimed to prevent the likelihood of rollover, standard on its larger Expedition and Explorer SUVs, and the company is adding the system to the smaller Escape sport-utility for the '08 model year.

Jarvis suggests there are a number of reasons why pickups have been among the last to get stability control, but one is that they come in such a wide range of powertrains and configurations, and each one of them needs to be engineered individually. "Complexity is one factor," he says.

Nissan
"Nissan has not had the opportunity to fully understand the methodology that went into this listing," says Jeannine Ginivan, a spokeswoman for Nissan. "That being said, Nissan takes its commitment to safety very seriously.

"All Nissan and Infiniti vehicles are engineered to meet or exceed government safety regulations as well as our own rigorous internal safety requirements — the Nissan Xterra and the Nissan Frontier are no exceptions. Nissan's electronic stability control feature, known as Vehicle Dynamic Control, is standard on the Xterra and currently an option on the Frontier. Rollover curtain airbags are also optional on both vehicles.

"As a company, we are committed to the safety of our vehicles and our drivers, and we urge everyone driving a Nissan or Infiniti vehicle to do so safely."

Suzuki
"At Suzuki, we place the utmost priority on manufacturing and selling safe vehicles, and both Forenza and Reno comply with all federal motor-vehicle safety standards," says David Boldt, communications manager. "Additionally, like all 2007 Suzuki passenger cars, the Forenza and Reno offer front-seat-mounted side airbags for both driver and passenger, as well as several layers of standard safety equipment.

"It's also important to note the active safety benefits provided by Forenza and Reno, with composed handling (four-wheel independent suspension), precise steering and four-wheel disc braking. Add excellent outward visibility for driver and passengers, and Suzuki's approach is to help the driver avoid an accident before it occurs."

Honda, Hyundai and Kia did not return calls for comment.

1. Buick Rendezvous
Four-Door SUV
SCORE: 161
Consumer Reports' accident avoidance: N/A

The minivan-based Rendezvous helped bring new customers to Buick dealerships, thanks to the Tiger Woods ad campaign behind it. But after the 2007 model year, the Rendezvous, with its abysmal three-star (out of five) NHTSA frontal impact rating, is history, to be replaced by the 2008 Buick Enclave, a crossover SUV with a full roster of standard safety equipment.

2. Ford Ranger/Mazda B-Series
Pickup, Regular Cab/Extended Cab: Four-Wheel Drive
SCORE: 153
Consumer Reports' accident avoidance: N/A

The Ranger still follows a simple, proven design that's good for pickup buyers who really want to keep it basic and affordable. Unfortunately, side airbags or curtain bags aren't available, even as an option; neither is stability control. What's more, the Ranger (and the nearly identical B-Series) gets a low three-star NHTSA rollover rating, (which corresponds to a 20% to 30% risk of rollover in a single-vehicle crash) with one of the highest rollover risk factors (0.3) of any vehicle.

3. Nissan Frontier
Extended-Cab Pickup
SCORE: 145
ConsumerReports' accident avoidance: Average

Stability control is optional on the Frontier, and recommended considering its three-star NHTSA rollover rating. The King Cab Frontier has surprisingly low three-star NHTSA frontal crash-test ratings (most other pickups do quite well in the frontal tests), though a four-door Crew Cab Frontier was given a better four-star frontal rating. The Frontier was also rated "Poor" (out of good, acceptable, marginal or poor) by the IIHS in rear impact. Both Frontiers tested didn't have side airbags or side curtain bags, which are also optional.

4. Ford Escape/Mercury Mariner
Four-Door SUVs
SCORE: 138
Consumer Reports' accident avoidance: N/A

Ford's small sport-utility vehicle, the Escape, and its cosmetically different sibling, the Mariner, were given an overall evaluation of "Poor" (the lowest possible rating) from the IIHS due to its lacking driver torso- and head-protection in the Institute's side-impact crash test (without the optional side airbag package). The federal government also gives the Mariner one of few three-star ratings, which corresponds to a relatively high risk of rollover. And stability control isn't available. Waiting for the '08 would be a smart move, as front side airbags, side curtain bags and stability control will all finally be standard.

5. Toyota Yaris
Four-Door
SCORE: 132
ConsumerReports' accident avoidance: Worse than average

Even though the Yaris has impressive fuel efficiency, a nicely designed interior, high expected reliability, and a number of other positive attributes, Consumer Reports' John Linkov says that the Yaris can't be recommended, "because its emergency handling is quite tail-happy and the driver could get out of control very quickly." And to make an especially dangerous combination, the Yaris four-door performs badly in both major side-crash tests, with three stars from NHTSA and a "Poor" rating from the IIHS.

6. Hyundai Accent
Four-Door
SCORE: 132
Consumer Reports' accident avoidance: Average

The Accent tested near the bottom among all cars, according to IIHS crash testing, with the organization giving it a "Poor" rating in both side-impact and rear-impact tests, plus an unimpressive "Acceptable" frontal rating. And this is with standard side airbags. When the federal government tested an Accent four-door sedan, it rated its side-impact performance with three stars--the lowest it gets in 2007.

7. Toyota Matrix/Pontiac Vibe
Four-Door
SCORE: 131
Consumer Reports' accident avoidance: Average

The Matrix and the closely related Vibe fair acceptably with four- and five-star results in the federal government's crash tests. But without the optional side airbags, the Matrix gets only three stars for front-seat passengers in the side-impact test. Stability control is optional on both models, which are due to be replaced by a new model after '08.

8. Kia Rio
Four-Door
SCORE: 127
Consumer Reports' accident avoidance: Better than average

The Rio is structurally similar to the Hyundai Accent. And like the Accent, it gets a low, three-star NHTSA side impact rating, plus appalling "Poor" ratings in both side- and rear-impact tests and the not-quite-passable "Acceptable" frontal rating from the IIHS. Surprisingly, those results are with the standard side airbags. Fortunately, the Rio has "better than average" accident avoidance qualities, according to Consumer Reports testing.

9. Chevrolet Aveo
Four-Door
SCORE: 126
Consumer Reports' accident avoidance: Average

The basic, lightweight Aveo, which is assembled in Korea by GM affiliate Daewoo, is the lowest-priced U.S.-market vehicle, starting at $9,995 for 2007. Side airbags are standard for front passengers, but not in back, and by the three-star side-impact result for rear-seat passengers and the "Marginal" side-impact result from the IIHS, occupants might not fare so well in a side-impact accident.

10. Suzuki Reno/Forenza
Five-Door/ Five-Door
SCORE: 125
Consumer Reports' accident avoidance: Average

The Reno and Forenza, a four-door hatchback and sedan, respectively, are also made by GM-Daewoo in Korea. Both come with standard front seat-mounted side airbags, but that doesn't seem to help them in IIHS side-impact tests, where they get "Poor" ratings in side impact, as well as rear impact. Side curtain airbags and stability control aren't available in either the Reno or Forenza.

11. Ford Focus
Two-Door Hatchback
SCORE: 124
Consumer Reports' accident avoidance: Average

The economical Focus received a "Poor" rating from the IIHS in its side impact test, and in federal tests it achieved only a three-star rating, with an accompanying warning regarding the high likelihood of head trauma. Compiling the risk, side-curtain airbags and stability control aren't available on the Focus, and seat-mounted side airbags are optional for front occupants.

12. Jeep Liberty
Four-Door SUV
SCORE: 118
Consumer Reports' accident avoidance: Average

The Jeep Liberty maneuvers much better in real-world driving than its height might suggest, and the "Average" CR accident avoidance score is reassuring. Yet it's also given just three stars in the federal rollover rating system. Additionally, in IIHS tests, the Liberty didn't fare so well, with a "Poor" rating in rear impact and a "Marginal" rating in front impact, together corresponding to a significantly higher chance of injuries if an accident occurs.

13. Dodge Dakota
Four-Door Pickup
SCORE: 117
Consumer Reports'accident avoidance: Average

First, the good: The mid-size Dakota is one of the least-tipsy pickups, with a four-star rollover rating, plus an "Average" accident avoidance rating. Now, the bad: It's rated "Acceptable" in front- and rear-impact tests, and there's no available stability control. Side airbags and side-curtain bags are optional.

14. Chevrolet Cobalt/Pontiac G5
Two-Door
SCORE: 117
Consumer Reports' accident avoidance: Much better than average (Cobalt SS)

The Chevy Cobalt and its almost identical twin, the Pontiac G5, are a little more dangerous than average due to their side-impact performance. The IIHS gave the Cobalt a "Poor" evaluation in its side-impact tests, and when NHTSA tested the Cobalt, they noted a safety concern over the higher-than-average likelihood of serious head trauma. Front-side airbags and side-curtain airbags are optional, but stability control is not available.

15. Nissan Xterra
Four-Door SUV
SCORE: 115
Consumer Reports' accident avoidance: Average

The tall, boxy Xterra sport-utility vehicle flaunts its rugged looks toward active young men, and fortunately comes with stability control to help remedy its three-star NHTSA rollover rating and especially high rollover risk. Frontal impact results are passable but unspectacular, at four stars. Side and side-curtain airbags are optional.

16. Saturn ION
Four-Door
SCORE: 115
Consumer Reports' accident avoidance: Better than average

The ION shares its underpinnings with the Chevrolet Cobalt and Pontiac G5, but has some more substantial differences. For instance, the rollover index is slightly better. The ION gets a "Poor" rating from the IIHS in side-impact testing, along with a three-star NHTSA side-impact rating for front occupants. Head-protective side-curtain airbags are optional; stability control is not.

17. Chrysler PT Cruiser
Van
SCORE: 114
Consumer Reports' accident avoidance: Average

The very retro-stylish yet roomy PT Cruiser has been around for quite a few years essentially unchanged, with no major update during that time. NHTSA side-impact performance for front occupants is a modest four stars. Front-seat side airbags aren't standard on all Cruisers, but they're available at extra cost. Stability control isn't available at all.

18. Honda S2000
Convertible
SCORE: 114
Consumer Reports' accident avoidance: Much better than average

The high-performance S2000 convertible has stellar handling and accident avoidance, and gets a surprisingly good five-star rating in NHTSA's side-impact test, plus a top five-star mark for rollover risk. But side airbags aren't at all available on the little, low-riding roadster.

19. Toyota Scion tC
Two-Door
SCORE: 113
Consumer Reports' accident avoidance: Better than average

Like most small, sporty coupes, the tC boasts good handling--as evidenced by CR's "better than average" rating for accident avoidance and a relatively low risk of rollover. But side-impact airbags aren't standard and if not equipped with the optional side airbags and curtain bags, the tC can be a little risky. It received a just-acceptable, four-star side-impact rating,

20. Mazda3
Four-Door/Five-Door Hatchback
SCORE: 113
Consumer Reports' accident avoidance: Much better than average

The Mazda3 has been the darling of automotive critics. The styling is unique and still stands out several years after introduction, the powertrain is peppy, and it's one of the best-handling small cars. Now for the bad part: Both the sedan and hatchback versions of the 3 fared very poorly in side-impact crash tests, garnering a lowly three-star rating from NHTSA and the lowest "Poor" rating from the IIHS. Side airbags aren't standard, either.
(C)Forbes

What does "Hybrid" mean?

"Hybrid" doesn't mean just one thing. Cars and SUVs can be set up in different ways to meet different needs. Here's a look at the various systems.

The hybrid menu
Hybrid gasoline/electric vehicles are often lumped into one, all-inclusive catagory. People will say "I'm thinking of buying a hybrid" without thinking about which model or type.
The fact is, hybrid vehicles vary enormously. It's not just that some are SUVs and some are cars. Their hybrid powertrains, themselves, can differ greatly in their design and programming. (Computer software has a lot to do with how a hybrid works.)

Right now, Toyota is the unchallenged hybrid leader. The Toyota Prius is the best selling hybrid by far, accounting for more than half of all the vehicles sold.

Toyota's "full hybrid" system is also used in Nissan's Altima Hybrid, and it's the same technology used in the Ford Escape and Mercury Mariner Hybrid SUVs.

General Motors, long seen as a laggard in hybrid technology, now has three types of hybrid systems on tap.

One, commonly called a "mild hybrid" system, is on the market now. Another, the "two-mode" hybrid system, will be introduced in the fall. A third "series hybrid" plug-in electric vehicle, is on the path to production, but no specific timetable is set.

Full Hybrid
Toyota Prius - the vehicle that most readily comes to mind when someone says "hybrid" is the Prius. It's a good car in many respects: The Prius has the interior space of a midsized Camry in a smaller package.
It's a "full hybrid:" in that it can run on its electric motor alone for short distances at low speeds.

The Prius was designed, from the outset, to be a gasoline/electric hybrid vehicle. That enabled designers to create the body around the hybrid system rather than cramming batteries and an electric motor into a body designed to house just a gas tank and an engine. For that reason, the Prius has plenty of usable storage space.

With its unique body design, it's also instantly recognizable as a high-tech hybrid car, which only increases its appeal.

Mild hybrid
The Saturn Aura Green Line vehicles, the Aura sedan and Vue SUV, are "mild hybrids," in which the electric motor provides assistance to the gasoline engine but lacks the power to drive the vehicle on its own.
Fuel is saved by shutting the gasoline engine down altogether whenever the vehicle comes to a full stop.

Also, since the electric is there to provide additional thrust, the gasoline engine doesn't need to be as large. (The Aura Green Line, for instance, has a 4-cylinder engine where non-hybrid versions have V6's.)

The advantages of a system like this are cost and size. The system requires little alteration to the basic engine and transmission layout so that it costs much less to manufacture than a complex "full hybrid" system.

Also, since electricity needs are lower, the system requires only a small battery pack which, again, saves on costs, but also saves weight and space. Other hybrid sedans, such as the Nissan Maxima and Toyota Camry Hybrids, lose trunk space to make room for batteries.

The downsides are that the system's impact on fuel economy is relatively small while the drag on driving performance is sizable.

When not boosting performance, the Green Line electric motor/generator remains fully engaged, acting like an anchor bogging the car down whenever the gas pedal isn't being pressed.

Performance hybrid
The Lexus LS600h offers the performance of a V12 with the fuel economy of a V8, Toyota boasts.
Compared to those cars, the Lexus looks downright thrifty. Not only does it get better fuel economy - it even costs a lot less. The V12-powered BMW 760li gets 15 mpg and costs about $20,000 more. The Lexus gets 21 mpg.

And the LS's performance really is impressive. Step on the gas and the 600 horsepower engine pushes you back in your seat with an easy whisper, barely straining as the needle on the electric boost gauge moves into "performance" territory.

Toyota doesn't expect to sell very many of these cars. Market experience shows that hybrid shoppers are mostly interested in one thing: burning as little fuel as possible. High-end luxury hybrid buyers represent a market that has not yet shown itself. One can make a case for a performance-oriented six-figure hybrid car, but for now the jury is still out.

Two-mode hybrid
GMC Yukon Hybrid. This fall, General Motors will be coming out with hybrid versions of the company's most popular full-sized SUVs, the Chevrolet Tahoe and GMC Yukon.
It might seem silly to make hybrid versions of these big vehicles, but if you consider the amount of fuel ultimately saved, it actually makes a lot of sense. Even a modest improvement in the efficiency of a vehicle that uses a lot of fuel will save more gallons than a large improvement in an already-efficient small car.

There are performance challenges in creating a large hybrid SUV, though. If the hybrid version can't tow or haul just like the non-hybrid, consumers won't buy it. Instead they'll just go back to non-hybrid SUVs. So the hybrid SUVs have the same big V8 engines as their non-hybrid counterparts, ready to pull a trailer when needed.

When not needed, however, GM's "dual mode" hybrid system employs a variety of fuel-saving tricks when the vehicle is traveling at highway speeds.

Four of the eight cylinders will shut down when their power is not needed. (The hybrid uses a large engine - 6.0 liters - so that half will still provide adequate pull and the SUV can spend more time in 4-cylinder mode.)

The SUV's electric motor also connects to the wheels one way at low speeds and another at high speeds, allowing it to provide maximum assistance at any speed.

As with many other hybrid vehicles, the GM hybrid SUVs can travel under electric power alone for short distances at low speeds, and the gasoline engine shuts down altogether whenever the vehicle stops.

Plug-in Hybrid
Chevrolet Volt. Even though it has a gasoline engine and an electric motor, GM is careful not to call the Chevrolet Volt a hybrid car. We've included it here, though, because it's commonly referred to as a "plug-in hybrid." GM calls it a plug-in electric vehicle with on-board power generation.
The point is that, while the Volt has a gasoline engine, the engine does not power the car's wheels. The wheels are powered by an electric motor. Batteries for the electric motor can be charged by plugging the Volt into an ordinary electrical outlet.

After the batteries are fully charged, the car can be driven for up to 40 miles without needing additional charging. If batteries do run low, the gasoline engine will run to generate electricity as needed.

The only difference then between the Volt and what you would ordinarily call "an electric car" is that it can charge its own batteries - whenever that may be needed - in addition to using power supplied by your local electric utility.GM has no official on-sale date for the Volt. More research is still needed on the battery, and there's no way to put a timetable on the needed breakthroughs, the company has said.
(C)CNN

Top 10 Sports Cars

Domestics top the list of the 10 most popular sports cars on MSN Autos for the first quarter of 2007. Led by the iconic Ford Mustang, the Chevrolet Corvette follows in second place while the new Saturn Sky takes the bronze.

For sports car enthusiasts, there may never be enough horsepower. Porsche gives its 911 a power boost with the addition of the GT3 and 911 Turbo, each packing substantially more than 400 horsepower. And for that added kick, Porsche has equipped the 911 Turbo with a button that can momentarily increase its maximum torque by 45 lb-ft to a neck-snapping 505 lb-ft.

Italian-made Lamborghini gives its "bullish" Murcielago a new designation—LP640—and adds 60 more horsepower to its already potent V12 engine for 2007.

Four domestics, three Japanese imports and three European imports make up the top ten list.

The list of the ten most popular sports cars on MSN Autos is based on visits to the site's vehicle research pages during months January through March of 2007.

1. Ford Mustang
The legendary American pony car has continued to be a hit after going retro a couple of years ago. Available in a coupe or convertible, the rear-wheel-drive Mustang has a starting price of under $20,000 with the base 210-horsepower V6 coupe. The high-performance GT version is equipped with a 4.6-liter 300-horsepower V8 which can run to 60 mph in just 5 seconds and to 100 mph in 12.5 seconds. An even more powerful version is available in the 500-horsepower supercharged Shelby GT500, the most powerful factory-produced Mustang ever built.

2. Chevrolet Corvette
Chevrolet's world-class high-performance sports car is now in its sixth generation and available in a coupe or convertible. For 2007 the Corvette adds steering-wheel-mounted audio controls with Bose premium audio systems and a larger glove compartment. A standard 6.0-liter 400-horsepower V8 engine delivers 400 lb-ft of torque at 4400 rpm, while the limited-edition Z06 has a 505 horsepower 7.0-liter V8 that produces 470 lb-ft of torque— the fastest production Corvette available. The Z06 also gets impressive fuel economy at an estimated 16 and 26 city/hwy mpg.

3. Saturn Sky
When the Sky debuted for the 2007 model year, no one would have guessed the aggressively styled roadster came from Saturn. The Sky and the Pontiac Solstice are siblings—sharing the same GM Kappa platform, engine, transmissions and other major components. The Sky has more contemporary styling and offers a softer ride than the Solstice. A high-performance version called the Sky Red Line is available featuring a turbocharged 260-horsepower 2.0-liter engine, dual exhaust with polished aluminum outlets and unique exterior and interior features.

4. Mitsubishi Eclipse
A redesigned Eclipse debuted for the 2006 model year with bold new styling, and adds a convertible version for 2007 called the Spyder. Also for 2007 the Eclipse adds a standard anti-theft system with hood switch, a Sun & Sound Package and seven new colors. The front-wheel-drive coupe is longer, wider, roomier and more powerful than its predecessor. Under the hood is a 2.4-liter 162-horsepower 4 cylinder in the GS and a 3.8-liter 263-horsepower V6 in the GT. The automatic cloth top in the Spyder folds completely out of sight in about 19 seconds.

5. Nissan 350Z
The Nissan 350Z received its first major update in the 2006 model year, which includes a revised exterior and an enhanced interior. A new Grand Touring Coupe featuring the 18-inch front/19-inch rear wheels, and front and rear spoilers were also added to the lineup. For 2007 the 350Z is updated with the next-generation VQ35HR engine that produces 306 horsepower and 268 lb-ft of torque, featuring a twin air intake system that helps reduce airflow resistance and increases horsepower. The front hood design and front-seat mounted side-impact supplemental airbags on the roadster are also new for the 2007 model year.

6. Porsche 911
Porsche gives its 911 lineup a power boost with the addition of the 911 Turbo and GT3 for 2007. The GT3 has a 415-horsepower 3.6-liter boxer 6-cylinder engine and comes standard with on-demand traction that's derived from Porsche's Carrera GT. The 911 Turbo features a twin-turbocharged 480-horsepower engine and a high-tech all-wheel-drive system. For 911 Turbos equipped with the optional Sports Chrono Package, pushing the Sport button allows the turbochargers to increase maximum pressure by 2.9 psi for up to 10 seconds, which increases the maximum torque by 45 lb-ft to a whopping 505 lb-ft.

7. Lamborghini Murcielago
This Italian exotic is always a favorite among MSN sports car enthusiasts. Originally named after a fighting bull, the Murcielago receives a new designation, a more aggressive look and more power for 2007. The Murcielago LP640—derived from the Italian description of the engine position (longitudinale posteriore) and horsepower output—is offered as a coupe and a roadster. Pushing the LP640 is a 640-horsepower 6.5-liter V12 engine that delivers 487 lb-ft of torque, which gets transmitted to the road via permanent all-wheel drive.

8. Mazda MX-5 Miata
The Mazda MX-5 Miata hit the U.S. market in 1989 and has become one of the top-selling two-seat convertibles in the world. An all-new third-generation Miata debuted for the 2006 model year with new styling, improved steering, suspension and brakes that make the roadster more fun to drive. For 2007 a power retractable hardtop is available for the first time, and offers the same amount of trunk capacity as the folding soft-top. Hardtop versions also receive chrome trim around the grille opening, bright headlight bezels, a chrome band in the door handles and a white-lens center high-mounted stop light.

9. Pontiac Solstice
One of the main rivals to the MX-5 Miata is the Pontiac Solstice. With a starting price around $22,000, the Solstice has a 2.4-liter dual overhead camshaft 4-cylinder engine that produces 177 horsepower. If that's not enough power to satisfy, a high-performance GXP version is available featuring a 2.0-liter Direct Injection Turbo with Variable Valve Timing in a DOHC 4-cylinder aluminum engine that produces 260 horsepower and 260 lb-ft of torque. The GXP is also styled differently with front and rear fascia extensions and high-polished stainless steel dual exhaust outlets.

10. Ferrari F430
The Ferrari F430 made its debut at the 2004 Paris Motor Show replacing the 360 Modena. Styled more aggressively than its predecessor, the Italian sports car was introduced for the 2005 model year. The F430 is powered by a 490-horsepower 4.3-liter V8 engine and mated to a 6-speed manual transmission, delivering 343 lb-ft of torque at 5250 rpm. Available in a Coupe or Spider, the F430 can reach 0 to 62 mph in 4.0 seconds and a top speed of over 196 mph, according to Ferrari.
(C)MSN

2007 Mazda MX-5 Miata Test Drive

The Mazda Miata has become the best-selling roadster of all time since its debut in the early 1990s. It’s also the car that helped rekindle a waning interest in convertibles.


MSRP: $20,585 - $26,520

History aside, sports-car fans are always looking for the latest toy. Keeping the Mazda fresh hasn’t been easy — especially when those latest toys are the newer, flashier Pontiac Solstice and Saturn Sky.

To hold folks’ interest, the Miata — now officially called the MX-5 — received a complete redesign for the 2006 model year. That update was successful; it boosted power, style and handling for this ever-delightful machine.

For 2007, Mazda literally caps the new car off with a groundbreaking new option: A retractable hardtop.

What’s so groundbreaking about that? While every other model with a retractable hardtop loses significant luggage space when the top is stowed, the Miata’s ingenious roof doesn’t steal one inch of cargo area.

Top up or down, the hard-top Miata has the same 5.3 cubic feet of trunk space as the standard soft-top model — not huge, but enough to swallow a full cart of groceries, or weekend luggage for driver and passenger. Its reasonable $1,700 premium over the soft-top model also gives it the distinction of being the lowest-cost retractable hardtop convertible on the market.

Add the zesty, fun-to-drive spirit the Miata is justly known for, and the retractable hardtop gives roadster fans a great reason to revisit this little Mazda.

Exterior

With the MX-5, you either appreciate its classic, British-influenced shape, or the styling strikes you as “been there, done that.” For the former group — especially those who live in cold-winter zones — the retractable hardtop adds security and convenience without detracting much from the car’s handsome, simple design.

The most noticeable change is the slightly larger and taller rear deck lid, with a creased bulge to make room for the folded top. Designers worked to make that crease as gentle as possible, and for the most part it keeps your eye from lingering too long. The deck lid is aluminum, rather than the soft-top’s steel, which makes it easier to manufacture the complex shape.

The elegantly designed top works like a clamshell, with the glass rear window sandwiched between two metal sections when the top is stowed. The hardtop MX-5 is four-tenths of an inch taller, and the top adds about 80 pounds to the vehicle’s weight, taking it to about 2,450 pounds.

Flip a single release lever above the windshield, press a dashboard button, and the top raises or stows neatly in just 12 seconds. As noted, the top tucks into the same amount of space behind the seats as in the soft-top version, leaving the trunk completely free for your gear.

That gives the Mazda an enormous practical advantage over its Pontiac Solstice and Saturn Sky rivals. Even after enduring the cumbersome, multi-step process of their manual tops — which requires climbing out of the car, wrestling the top down and swinging the deck lid shut — the Solstice and Sky don’t leave enough trunk space for a lousy gym bag. With them, you’re virtually limited to a toothbrush and bathing suit for a weekend getaway, unless you’re willing to drive with the top up and drop off luggage when you arrive.

The Mazda MX-5 Miata hardtop also adds a slightly larger rear window, along with chrome bands around the grille and door handles. As in soft-top versions, a plastic wind deflector folds up behind the seats to quell some of the top-down wind turbulence in the cabin.

A $1,145 appearance package adds more-aggressive body cladding, including a front air dam and skirts on the sides and rear.

Interior

As you’d expect from such a tiny car, the Mazda’s cockpit is an intimate chamber for two. Legroom is quite good, though drivers with very tall torsos may find the car’s headroom too restrictive. This new-generation model has grown about two inches overall, adding fractionally more head- and legroom, along with an extra two inches of fore-and-aft seat adjustment.

A sporty three-spoke, tilt-function steering wheel fronts a set of simple, black-and-white gauges that glow red at night. A strip of “piano black” plastic trim covers the dash. Seats are firm and offer excellent lateral support for hard driving.

On the road, the Mazda is decidedly quieter with the top up than its soft-top twin.

Storage spaces are well organized for such a small car: There are four cup holders, including two in the doors that accept water bottles; a good-sized glove box; plus a lockable storage cubby in the bulkhead behind the seats. And when the top is raised, the hollowed-out space behind the seats can swallow a briefcase and other small items.

Three trim levels are available: Sport, Touring and Grand Touring. The Touring edition adds a six-speed manual transmission (up from five speeds in the Sport); 17-inch alloy wheels; a leather-wrapped shifter; cruise control; power door locks; remote keyless entry; fog lamps and steering-wheel audio controls. The Grand Touring model adds a seven-speaker Bose audio system, leather seats and faux-leather door trim. That leather is best chosen in black; the so-called “saddle leather” veers too close to burnt orange for our tastes.

An optional premium package ($1,250) adds electronic stability control, keyless entry, Xenon headlamps and an alarm system.

Performance

Whether hardtop or soft, the Mazda MX-5 remains among the most fun-to-drive cars around — regardless of price. It’s light, peppy and always eager to race, with a double-wishbone suspension and a seamless blend of steering, brakes and shifter.

The ride is firm but quite tolerable by sports-car standards. Driven against the substantially heavier Pontiac or Saturn roadsters, the Mazda delivers superior performance by virtually any measure. The 2.0-liter, 166-hp engine (163 hp in automatic-transmission versions) feels stronger, smoother and much quicker to rev than the GM convertibles’ lackluster four-cylinder. The steering is more lively, the handling more agile. The ultra-smooth shifter remains a benchmark for this type of car.

True believers will naturally choose the manual-transmission, though the solid six-speed automatic version does feature paddle shifters on the steering wheel for manual gear changes. Mileage is excellent for a sports car, estimated by the EPA at 22 mpg city/27 mpg highway with the five-speed manual, 21 mpg city/ 28 mpg highway with the manual six-speed and 20 mpg city/28 mpg highway for the automatic.

To maintain that sharp handling despite its added weight and slightly higher center of gravity, the hardtop model includes minor adjustments like firmer shock absorbers and rear springs, and a slightly larger anti-roll bar. Hardcore drivers are well advised to drop $500 on the sport suspension package, which adds even-firmer Bilstein shock absorbers and a limited-slip differential that helps prevent wheel spin under hard acceleration. Run-flat tires with a pressure monitor add $515.

Certainly, there are faster, flashier cars than the MX-5 Miata. But more than 15 years after its debut, this Mazda still provides more open-air enjoyment, refinement and performance than any sports car in its price range.
(C)Forbes, Lawrence Ulrich

Hot-Selling Cars in 2007

The arrival of several new convertibles, such as this Volkswagen Eos, is boosting convertible sales, which are likely to reach a record this year. Convertibles, small cars and hybrids are in while big pickup trucks and Hummers aren't as popular as they used to be.

As sales of large trucks and brutish, truck-based SUVs decline this year, more car shoppers than ever before are taking home new, fuel-thrifty, gasoline-electric hybrids like the Toyota Prius and Honda Civic Hybrid.
In fact, the Prius and Civic Hybrid are on track to set U.S. sales records in calendar 2007.

The Prius alone could break the 200,000 sales barrier by Dec. 31, which would be a first for a hybrid in the U.S. That means more new Priuses are sold than Ford Mustangs or Honda Odyssey minivans.

See which vehicles are the Bestsellers So Far in 2007

Small Cars Are "Big"
Also big on shoppers' lists today: small cars—especially the newer ones such as subcompacts—with small price tags, accommodating interiors and, of course, good gas mileage.

Toyota's smallest and lowest-priced car, the Yaris, is on pace to double its sales in 2007 over 2006. This could mean sales of the little Yaris could approach a respectable 100,000 this year, which is on par with the better-known, long-running Volkswagen Jetta.

What's the appeal? Introduced in calendar 2006 and with a starting price of less than $12,000, the five-seat Yaris has promised Toyota quality and is rated at 34 miles a gallon in city driving and 40 mpg on the highway as a 2007 model.

Sales also are on track to double this year for Honda's smallest car, the Fit, which starts at less than $14,000 and features government fuel mileage ratings as high as 33/38 mpg for 2007.

"Small is big right now," said Dick Colliver, executive vice president at American Honda Motor Co. "Smaller vehicles have become more attractive."

The Best-Selling SUV?
In another dramatic shift among car buyers, this year's top-selling SUV doesn't come with a gas-guzzling V8 or even a V6, and it's not from Detroit. It's the Honda CR-V with a 2.4-liter four-cylinder engine developing half the horsepower—166—that a V8 might.

With a moderate size, commendable 2007 government fuel economy rating of 23 miles a gallon in city driving and 30 mpg on the highway and a starting retail price around $22,000, the CR-V appeals to both mileage- and budget-conscious buyers.

The second most popular SUV in 2007 is another smaller-sized model without a V8, the Ford Escape. In fact, a hybrid version of the Escape qualifies as the top SUV in gas mileage. The Ford Escape Hybrid has a 2007 rating of 41/32 mpg. The higher city mileage stems from the fact that city driving allows for more usage of the onboard, supplemental electric motor.

Maybe the appearance of these smaller, fuel-thrifty SUVs as top sellers begs the question: Should Americans really call SUVs "big, bad gas guzzlers" anymore?

A Bevy of Convertibles
Americans can't seem to resist open-air cars, and with at least five new convertibles introduced over the past couple years, convertible sales are likely to hit a new high in 2007.

Pontiac's Solstice, with two seats and a starting price of less than $22,000, leads Volkswagen's Eos hardtop convertible, starting at just over $28,000, among the newest models in 2007 sales. Saturn's first-ever convertible, the Sky roadster, is coming on strongly, too. It's a sibling vehicle of the Solstice and starts around $25,000.

But don't count out the indefatigable Miata. Mazda's long-running and popular MX-5 Miata continued to outsell each of these newcomers in early 2007.

The Miata is lower-priced than the others, with a starting retail price under $21,000. It's also the only one of the bunch in the Guinness Book of World Records as the world's top-selling roadster.

Noteworthy Disparities
Not everything is predictable in car buyer trends, gleaned from U.S. sales reports released by automakers for the first six months of 2007.

Cadillac's big, blingy Escalade SUV has not only maintained its sales. It has increased them over calendar 2006's levels.

The Escalade, star of umpteen hip hop music videos, is a luxury ride with a starting price around $55,000. There is, as many Escalade fans attest, nothing else quite like it, especially when it's customized to the hilt with big wheels, alcantara upholstery and multiple video screens inside.

Mercedes-Benz is doing well, too, this year with its biggest SUV in America. The full-size Mercedes GL-Class—an Escalade competitor that's also priced over $50,000—posted sales gains in 2007. In fact, sales of the GL doubled in early 2007 over the same period in 2006.

More full-size Chevrolet Suburban SUVs were sold in early 2007 than in the same period last year. The Suburban has a reputation as a stalwart vehicle for hauling the family and towing trailers, boats and the like.

Ford's full-size F-Series pickup truck continues as America's top-selling vehicle, though sales have been declining for three straight years. Still, for every new Honda Civic sold in 2007, there are likely to be two Ford F-Series pickups sold.

Some Lowlights
Buick continues to sink. The venerable brand that used to be aspirational has only one vehicle—its newly introduced, 2008 Enclave SUV—that's boosting U.S. sales.

All other Buick vehicles—from the Lucerne sedan to Rainier SUV—are selling more slowly than they did last year. In fact, South Korean automaker Hyundai already has sold more vehicles in the U.S. —more than 236,000—than Buick is likely to sell here for the full year.

Environmentalists will hail this news: U.S. sales of all Hummers this year are down. The Hummer brand, known as the poster brand for gas guzzlers, is struggling with its obvious image problem plus newfound consumer interest in fuel economy. Company officials are keeping chipper, though, and hope sales stay even, overall, for the year.

Maybe the "retro" look is finally starting to wear thin for U.S. car buyers. Every one of the major retro-styled cars that debuted in recent years—the Volkswagen New Beetle, Chrysler PT Cruiser, Chevrolet HHR and Ford Mustang—posted notable sales declines in the first half of 2007.
(C)Ann Job, MSN

Once Frumpy, Green Cars Start Showing Some Flash

When Christopher Paine, the director of “Who Killed the Electric Car?” filmed the General Motors EV1, he had to search for a flattering perspective.

“When we filmed the car on the road, its best angle was the low front shot from the side,” he said. “It was gorgeous. The back of the car was more challenging. The car’s style did not appeal to certain design sensibilities.

“That Citroën-like back was not successful,” he added.

Mr. Paine is putting it mildly. The EV1 was derided for its appearance. So was the spacey Honda Insight, the first hybrid to go on sale in the United States. Neither was a commercial success.

Both shared a stylistic similarity to the long skirts of the early 20th century: They suggested Popeye’s pal, Olive Oyl, in her ankle-length dress. The rear fender skirts seemed frumpy.

Honda’s hybrid evoked similar reactions. While the Insight could theoretically get 56 miles a gallon in the city and 70 on the highway, its shape put people off.

The EV1, G.M.’s pioneering electric car, and the recently discontinued Insight raised a challenge that designers are still dealing with. How do you signal green to other drivers, and is it for pride or marketing? How do you provide drivers assurance about the novel technology? What does green look like? How do you design a green car? How green do drivers want to appear?

One way to suggest green through design is simply to paint or mark models that have better fuel economy or reduced emissions. Toyota offers the hybrid versions of the Camry in a color called Jasper Pearl, a light, almost luminous, green. When I drove a test model, several people asked if the car was a hybrid, simply because of its strange green paint, I believe.

Saturn offers the hybrid version of its Vue utility wagon in green. It also applies what it calls a Green Line badge to them — the word line implying more green models to come. Ford adds a green-leaf badge to hybrid versions of its Escape and Mercury Mariner.

BMW’s 7 Series with hydrogen power is indistinguishable from other 7 sedans except for its badge. Honda’s discontinued Accord Hybrid resembled the standard model, and its Civic Hybrid is distinguished from its siblings largely by pie-pan wheel covers.

The Toyota Prius offers a now-recognizable and characteristic silhouette: a long arc of roof, a short hood and a high, stubby back. It is not lovely and it is not as radically different from other cars as the EV1 or the Insight. But it is different enough to signal that it represents a different kind of car.

While in the traditional visual language of auto design the small hood sends a signal that the Prius is low-powered and ineffectual, its now familiar silhouette speaks of greenness. Of course, Toyota also offers other hybrids whose status is signaled by a badge that reads Hybrid Synergy Drive.

For the next-generation Prius and other possible hybrid vehicles, Toyota designers have been trying to answer the question of what green should look like.

One effort, by Toyota’s Calty design studio in Newport Beach, Calif., is a show car that aims to make the hybrid attractive by making it sporty. The car, called the FT-HS, projected a hybrid power plant with the equivalent of 400 horsepower. It seemed inspired by the idea of the electric Tesla sports car, to replace the sense of green as sacrifice with one of sport and indulgence.

Toyota called the idea hybrid-sports. William Chergosky of Calty, said: “The FT-HS wasn’t just meant to showcase the idea of hybrid-sports. It was also meant to be a vehicle that would help us clarify a hybrid design idiom. The design language of a hybrid should speak to its function.”

Mr. Chergosky said the FT-HS’s design started with the idea of placing the engine in an unconventional place. “Our model was the styling cues that midengined cars have.

“What we hoped to create was a look that conveyed lightweight, efficient, advanced and clean,” he said — not simply hybrid.

This can seem high-concept. Mr. Chergosky added in an e-mail message: “The hybrid story should be a holistic one that starts from the inside (the heart) and transforms the outer shell (the healthy body).”

Another new green Toyota is the Hybrid X show car, created at Toyota’s ED2 design center in southern France and introduced at the Geneva auto show last spring. The glass of the highly aerodynamic body forms two U shapes. Seen from above they make the X of the car’s name. The emphasis is on an open, spacious interior.

Honda’s Small Hybrid Concept, also in Geneva, seemed aimed at curing the ills of the Insight, although its rear end bore an echo of that car. It rides on macho 20-inch wheels and has no hint of fender skirts.

For the Volt, Chevrolet’s electric show car with a supplementary gas engine, a team of designers led by Bob Boniface tried to avoid the dull appearance of other green cars. They took echoes of the face of the sporty Camaro and made the beltline, which separates the windowed greenhouse from the lower body, high.

Ultimately, a dramatic change in the engineering of cars will change their appearance and style. “A car on the outside fundamentally has to look like what it is inside,” said Chris Chapman of BMW’s Designworks studio in Newbury Park, Calif. “This was true in the first electric cars and will be in the future.”

The basic design of any car, he said, is dictated by the placement and size of engines, batteries, fuel and so on. These affect where passengers and luggage go. Together, they make up what designers call the package. As changes occur in motors, he said, “people come to accept the new look, as they accept the flat wedge airfoil shape of the Prius,” he said. “In the long run, new designs and layout and architecture will have to come out from underneath, from the basic technology.”

Designers have done little to signal green in a car’s cabin, but that may be changing. Ford recently announced that its 2008 Escape would use only recycled fabric in its seating surfaces. This is green, but not obviously so. But why shouldn’t it be? asked David Lyon, head of North American interior design for G.M. He is looking for alternatives to leather, a sort of design equivalent to a vegan menu, and for materials that look recycled. Recycled items can become something for drivers to boast of, he said.

Green cars can too often look “like sensible shoes” in the phrase of Bob Boniface, the G.M. designer.

Tom Peters, who headed the design of the latest Corvette, said, “There are two schools of thought on this.” One makes the car conventional, the other makes it strikingly different. The former strategy is aimed at reassuring buyers. Drivers are used to cars with hoods and engines in front, for instance.

“If there is no engine in front — without that mass in front of us —many of us feel vulnerable,” he said.

But he added: “From a designer’s standpoint, you want to celebrate the new techno. With fuel-cell technology it is very exciting to create a new shape, a new surface vocabulary, new ways to get into and out of the car. People are ready for that now.”
(C)NYT

Hybrid synonym - Prius

A riddle: Why has the Toyota Prius enjoyed such success, with sales of more than 400,000 in the United States, when most other hybrid models struggle to find buyers?

One answer may be that buyers of the Prius want everyone to know they are driving a hybrid.

The Prius, after all, was built from the ground up as a hybrid, and is sold only as a hybrid. By contrast, the main way to tell that a Honda Civic, Ford Escape or Saturn Vue is a hybrid version is a small badge on the trunk or side panel.

The Prius has become, in a sense, the four-wheel equivalent of those popular rubber “issue bracelets” in yellow and other colors — it shows the world that its owner cares.

In fact, more than half of the Prius buyers surveyed this spring by CNW Marketing Research of Bandon, Ore., said the main reason they purchased their car was that “it makes a statement about me.”

Only a third of Prius owners cited that reason just three years ago, according to CNW, which tracks consumer buying trends.

“I really want people to know that I care about the environment,” said Joy Feasley of Philadelphia, owner of a green 2006 Prius. “I like that people stop and ask me how I like my car.”

Mary Gatch of Charleston, S.C., chose the car over a hybrid version of the Toyota Camry after trading in a Lexus sedan.

“I felt like the Camry Hybrid was too subtle for the message I wanted to put out there,” Ms. Gatch said. “I wanted to have the biggest impact that I could, and the Prius puts out a clearer message.”

Unlike the original Prius buyers, who wanted to be first with its innovative technology, the latest owners are far more conscious of foreign oil dependence and global warming, said Doug Coleman, Toyota’s product manager for Prius.

“Consumer knowledge and consumer awareness is changing,” Mr. Coleman said.

Prius sales for the first six months of the year are up 93.7 percent from last year, to 94,503, and Toyota has already sold close to as many Prius cars as it did in all of 2006.

To be sure, many owners are still choosing the Prius for the fuel economy that a hybrid offers — rated at 60 miles a gallon in city driving and 51 on the highway (although those numbers are estimated at 48 miles a gallon for city driving and 45 on the highway for 2008 models under more realistic government-imposed standards). But many are looking for something extra.

“The Prius allowed you to make a green statement with a car for the first time ever,” said Dan Becker, head of the global warming program at the Sierra Club (and yes, a Prius owner).

Not everyone is a fan of the statement. Some postings on Internet car discussion groups occasionally make dismissive references to “Pious Prius owners.”

Prius was first embraced by Hollywood stars and other celebrities and remains in vogue long after most cars have lost their buzz. Owners have included Cameron Diaz, Leonardo DiCaprio, Billy Joel, Bill Maher and Larry David. Mr. David has bought three, including one for his character to drive on his HBO series, “Curb Your Enthusiasm.”

Now Prius drivers are typically found in cities on the East and West Coasts, and in college towns like Ann Arbor, Mich., and State College, Pa.

“You can’t drive across town without seeing half a dozen of them,” said Peter A. Darnell, a software engineer and Prius owner in Westford, Mass., north of Boston.

Mr. Darnell admits to feeling smug this year when gasoline prices spiked above $3 a gallon. But that was not the main reason he bought his car. “I have to admit that I’m a granola-crunching liberal, and I really liked the idea of minimizing the impact on the environment,” Mr. Darnell said.

Corey Confer, general sales manager at Joel Confer Toyota in State College, said he had received calls from as far away as Key West, Fla., from buyers looking for a Prius.

His dealership advertises an $800 discount on each vehicle, while some dealers in the West, where gas prices are highest, are adding $2,000 premiums.

Nationwide, Prius sales jumped sharply in May, when gasoline prices rose above $3 a gallon. Worldwide, Toyota has sold more than one million Prius cars.

Toyota was alarmed to see Prius sales flatten last year, just when it planned to double shipments to the United States. It sold 105,000 in 2006, but is on track to sell 175,000 this year.

Before gas prices hit record levels, Prius sales were climbing, in part because of the first national advertising campaign, as well as rebates, which began in February.

The deals caught Dave Hancock’s eye. “I usually fast-forward past commercials, but I put on the brakes and said, What’s this?” said Mr. Hancock of Rochester.

When he brought home his car, his daughter called from Atlanta to congratulate her parents “for being so environmentally conscious,” said Mr. Hancock, who is retired from the Eastman Kodak Company.

Toyota’s competitors have had little success in approaching the sales level of the Prius, but not for lack of trying.

Honda actually beat Toyota to the hybrid market with its Insight, but it has since discontinued that car. And it is dropping a hybrid version of the Accord, whose gas mileage was not much better than the gas-powered Accord, and carried a higher price.

Honda, which sells a hybrid Civic, said it planned to come back with a new hybrid designed from the ground up as a hybrid, not a converted car. It is already giving sneak peeks to environmentalists like Mr. Becker of the Sierra Club, who drove a prototype brought to Washington by Honda engineers.

General Motors has been promoting the Chevrolet Volt, a concept hybrid that it says it will build once it has developed batteries for it.

In the meantime, G.M. is selling the Saturn Vue, a small sport utility vehicle that is available in “mild hybrid” form, meaning that it has an electric motor that can assist its primary gas engine but the car cannot run on electricity alone. G.M. also plans to introduce a hybrid version of the Saturn Aura car and says it will eventually have 12 hybrid vehicles,