Lexus ES 300h or Toyota Avalon -- Which Hybrid to Choose?

It's a well kept secret in the auto industry that many car are based on shared platforms For example, until recently, at GM, it was common for a Buick, Oldsmobile, Pontiac and Chevrolet to share what was under the slightly different sheet metal. Chrysler marketed separate Plymouth, Dodges and  Chrysler minivans. Today, even companies share, for example the recent Subaru BRZ and Toyota FR-S sports coupe collaboration.

In any case, one easy way to create a luxury car is to take a regular one and load it with extra features. The Lexus ES was one of the two original Lexus vehicles that debuted nearly a quarter century ago. It was a slightly nicer Toyota Camry. Today's sixth-generation ES is not a Camry sibling, but it does have a lot in common with Toyota's new flagship, the Avalon. I had the unusual opportunity of test driving them back-to-back, which made their differences and similarities stand out.

Lexus has earned its luxury credentials now, so my expectations were high. My Deep Sea Mica ES 300h arrived looking premium. The new grille design, known around the industry as the "spindle" look, gives the face a more aggressive appearance. This overt styling is helping to distinguish the brand, surely, putting memories of the old laid-back, restrained Lexus of yore into the dim past.

Over the last few years, Lexus has developed a look that's sleek and edgy, and now the ES floats in the center of this balance, and looks right. Without trying to sound like an advertising copywriter, it's beyond the ordinary. And that's just on the outside.

Inside, the ES is clean and subtle, with matte metallic trim, simple seams in the leather-wrapped chairs, and "wood" trim that looks thick and applied rather than integrated. It feels gracious as well as spacious. Sitting in there provides blessed isolation from other cars, sound, the road, and any unpleasantness. The steering wheel gives you wood at the top and lower sides, with leather where you grip, if you're using the proper 9 and 3 hand position.

It's all fully realized, including the two console cupholders that are both covered and out of sight until you need them. Even the way you handle information is genteel and understated. Down along the center console is a firm resting spot for your wrist, with a small joystick ahead of it. Use it to navigate the console-mounted screen. It's not a problem to seek out areas of interest, since the cursor tends to seek out and stick to different rectangles and squares on the screen. Once you get accustomed to it, it's easier than trying to reach out with an extended arm and touch a spot as you cruise along.

The hybrid version of the ES 300, the h model, shares its drivetrain with the Toyota Avalon Hybrid, despite a huge difference in styling and design. The two cars are very close in size and weight, both riding on the same 111-inch wheelbase, although the Lexus is 2.5 inches shorter nose to tail, half an inch narrower and .4 inches lower. Its luxury accommodations give it a 75-pound weight penalty. Its trunk is nearly two cubic feet smaller, too although I'm not sure why.

The real difference between these two cars may be philosophical. It certainly isn't financial. When all was said and done, these two highly comfortable, luxury-filled, premium sedans came out less than $1,000 apart. The Lexus cost $940 more. That's barely more than the shipping charge.

So, why pick one over the other? Toyota makes Corollas--the most popular car ever made. It's the car of the people--unpretentious, unspoiled, neither a slug or a rocket. Toyota makes pickup trucks. Toyota sells a lot of cars, to a lot of differenc kinds of people. Driving one says, I deserve a good car but I'm not a show-off.

Lexus has been competing with Mercedes-Benz since the day the LS full-size sedan arrived wearing the German maker's clothes. It was a Benz at a discount and a lot of people went for it, beginning the new brand that's a known quantity today.

Both of these hybrids take about 8 seconds zero to 60 with their matching hybrid powerplants. With official U.S. Government fuel economy numbers of 40 City, 39 Highway, and  39 overall, I got 37.1 miles per gallon in the Lexus. The week before, the Toyota Avalon delivered 37.9 mpg. That's close.

So, why buy a Lexus instead of a Toyota? You get to visit the Lexus dealership for service, probably a good thing. Keeps you from rubbing shoulders with those annoying owners of 20th-century hatchbacks. I don't know if service is more expensive, but I would expect it is. Surely they have finer coffee in their more richly-decorated waiting rooms, too. Neither Toyotas nor Lexi are known for needing much dealer attention, anyway.

Where the 300h goes soft and subtle, the Avalon blings. The Avalon dash features lots of plastic chrome trim, which can be challenging when the sun hits it. It's overtly styled, which gives Toyota something to get excited about, and also a way of being un Lexus like. The ride, handling, and quiet are remarkably even.

My test ES 300h came to $45,159, from a base price of $38,850. It had Blind Spot Monitoring, with Cross Traffic Alert, a worthwhile feature that it shares with, yes, the Avalon. It also had the navigation system package that upgraded the entire electronic interface. Hard to believe, but the heated front seats were an add-on--you'd think they'd be standard in a Lexus. Intuitive Parking assist helps you avoid hitting or scraping anything when you're forced to get close and personal with other drivers.

How would you choose between these two cars? Who are you trying to impress? Are you a shiny or a matte finish kind of person? How close is the Toyota or the Lexus dealership to you? Maybe you should just test both and then decide.

Toyota Avalon Hybrid - Luxury Plus High MPG

Millions of people drive Toyota Camrys, but what if you're looking for something a little more premium, but not quite a Lexus? Well, the Avalon has been around for nearly twenty years offering an alternative.

The 2013 model marks the fourth generation of Toyota's premium midsizer, and it is about as all-new as a car could be. Criticized for blandness, Toyota's designers now are seeking more evocative styling in all their products, so the new Avalon wears the corporate regalia in its entirety. The face has a slim band of chrome up top, sort of an eagle face, with a large mouth below to bring in the air needed to feed either a 3.5-liter V6 or a 2.5-liter 4 for the Hybrid model. The sides wear a definite ridge that grows out of the extended headlamp pods and proceeds all the way back to meet the slim taillamps. Nothing is flat or boring or subtle here. It's arguably the best looking Avalon ever.

Inside, you can't help but notice the significant serving of chrome-looking plastic that surrounds the dash screens. Compared to Lexus models, this is almost gaudy, but I'll have to admit that it grew on me during the week-long test of my Magnetic Gray Metallic test car, with its black interior. Almond and gray are alternative interior shades that are meant to evoke different moods (sounds a little like Audi).

Something new about this Avalon is the nearly button-free interior. That means that most functions on the center console are touch-sensitive spots rather than moving plastic rectangles or circles. I first noticed this trend in the Chevrolet Volt and  it's proliferating. It makes interacting with the car more like using a cell phone. As long as you tap the right spot, you're good. You still get good old-fashioned knobs for volume and tuning the sound system, although once you're used to the steering wheel controls you rarely use them.

You can pick the regular Avalon in four levels, or, to save significantly on fuel, the Hybrid. It comes in three levels: XLE Premium, XLE Touring, and Limited. My Hybrid Limited tester had everything a person could want, from a powerful JBL audio system to three-zone climate control (rear passengers can choose their own settings), to the premium leather seating that was soft in a good way and felt like an old Mercedes--plush but broken-in.

The real deal with hybrids is how they integrate a smaller engine with an electric motor. In this case, Toyota's Hybrid Synergy Drive system combines an Atkinson Cycle 156-horsepower four-cylinder engine with the motor to generate 200 total horsepower. The Atkinson Cycle postpones closure of the engine's intake valves, which delays the compression cycle, improving engine efficiency.

Compared to the Prius, which is purely a hybrid and is not meant as a luxury car, the Avalon is heavier (3,585 pounds) so you won't get 50 mpg. But, the EPA gives the car 40 City, 39 Highway, for 40 combined. I got 37.9 mpg during a busy week with lots of trips, so it's not that far off. The system reports your mileage for each trip when you turn off the car, so I noted commutes where I went over 40 mpg. It's nice to know that you can get to work using 3/4 gallon of gas.

The Avalon uses Toyotas sharp, colorful display screens, so I was able to track when the car was using the motor or the engine--or both. And, you can see when it's charging the battery, which a good hybrid always does when you slow down or brake. This kind of information helps you drive more efficiently.

You can select the ECO setting to enhance your fuel conservation, but it makes the accelerator pedal less responsive and reduces air conditioner cooling to do it. Conversely, select the Sport setting and throw economy to the wind and have fun. This setting even tightens up the steering response. I tended to leave it in the normal setting. Select EV Mode at low speeds and you may even drive full electric for up to a mile (great in parking lots).

Of course, the EPA likes Hybrids. The Avalon gets a 7 for Smog--that 2.5-liter gas engine does need to run at least part of the time--but the Greenhouse Gas score is a perfect 10.

The Avalon has been significantly upgraded in numerous ways this year to make it handle and feel better on the road. This includes things like a 12-percent stiffer unibody and improving the feel of the electronic steering system. The overall effect from the driver's seat is a very smooth, quiet and pleasant trip wherever you're going. From a non-technical point of view, the car simply goes where you point it and soon you forget about it.

The very enjoyable JBL sound system, easily accessed either though the touch screen or the steering wheel controls, keeps your mood up in the daily commute. When there's a break in traffic, you can get from zero to 60 in about 8 seconds--not bad for a car with a small engine and a motor.

The Avalon is packed with high-tech features, suiting its top tier position in Toyota's lineup. For example, it not only has a Blind Spot Monitor to let you know about cars you can't see in your mirrors, but it also features the Rear Cross Traffic Alert. The car warns you of other vehicles approaching from the side behind you. This is great when you're backing out of your driveway or leaving a parking spot in a public garage. I definitely heard  beeping when I was doing this--so it works.

Prices can be scary for hybrid vehicles, especially ones that are loaded with everything imaginable. They start at $36,350 for the XLE Premium and top out at $42,195 for the Limited (including shipping). My tester also included the Technology Package, which enhanced the already loaded vehicle with radar cruise control (follow the car in front), automatic high beams, and a pre-collision system. The latter warns you if you're approaching another car or object too quickly. Bottom line--$44,199 for my car.

It's great to see Toyotas get better looking and inclusive of every possible feature. However, you could shop the Lexus showroom too for $44,000. I tested a Lexus 300h Hybrid after the Toyota and, for about the same money, it offered a different experience, although it was a bit smaller. Toyota may be competing with itself here, but you win either way.

Ford C-Max Energi - Partway to a Pure Electric Future

For numerous reasons, more new alternative fuel vehicles are arriving in the marketplace. I hope it's because we really are tired of (and worried about) burning fossil fuels and wrecking our planet, but some of it is because the manufacturers have to meet stricter U.S. Government standards. And, manufacturers are competing with each other.

Toyota has claimed the green mantle so far with its popular Prius hybrid. In fact, Toyota currently has two thirds of the market. Ford is second--way down at about 12 percent--but it's growing. And a major reason is its new hybrid C-Max models.

In the U.S., you can get the C-Max only as a hybrid or a plug-in hybrid. Designed in and for the European family minivan market, it is available as a normal petrol-powered car there, but here, Ford is creating a new specific model to go head-to-head with the Prius, while still offering the same engine/motor combination in the midsize Fusion sedan.

The plug-in hybrid is a step between an all-electric car, such as the Nissan Leaf, and a normal hybrid. Hybrids use a gasoline engine coupled with an electric motor and a larger battery. The battery, not associated with the 12-volt one used to start the engine or power your radio or air conditioner, generates all of its power by regenerating it whenever you use the brakes. This works well, because hybrids never require plugging in. The system uses computer brainpower to know when to use the engine or the motor--or both.

A pure electric vehicle is great, until you run out of juice. Charging stations are few, and it takes a while, normally hours, to recharge a depleted battery. So, you could end up stuck somewhere, or be forced to limit the use of your car. A plug-in hybrid allows you to charge up for a limited amount and then, when that battery is dry, you automatically switch to hybrid mode and keep going.

Charging is easy, but you have to spend a couple of minutes every night pulling out the cord and connecting your car to your home's power supply. The durable cord coils up onto a portable holder that is stashed neatly under the driver's seat. It's enough of a bother to put it back there that I left it out on the rear floor during the C-Max's stay, only returning it to its hidden home when I gave back the car.

On the left front fender, the round plastic door flips up and over and you plug in what looks like a gas nozzle without the tube into the socket. Then, a circle around the filler glows in a clockwise moving circle. As you charge the car, it displays, in  quarters, what percentage the battery has charged. When it's 100 percent charged, the light goes out. It worked overnight on 110 current; a 220-volt system would presumably be much faster.

The C-Max is a very pleasant car to drive, with responsive steering, a firm, but not harsh ride, and an airy and attractive interior. You sit high, almost like in a crossover SUV. And, the electric charge is effective--until it runs out. But the transition from smooth, silent electric to gas/electric is virtually undetectable.

I commute 30 miles to my office each day, so my real-world experience was that I enjoyed about 21 fuel-free miles, and at about 2/3 of the way there, the car became a regular hybrid. Even then, part of my driving, even on the freeway, was electric, so, the first day, I ended up driving 23.6 miles on pure electricity for a 29.4 mile trip. That's excellent. I verified a similar performance on subsequent days.

Of course, with no chance to charge, my trip home was simply as a hybrid, but even then, I had 13.5 miles in "EV" (electric vehicle) mode.

The ideal case for this car would be to have a shorter commute, with a charger at both ends. Then, perhaps, my commute would use no gas at all.

One weekend day, I ran several errands around town, to the dry cleaner, bank, pet food store, and realized when I pulled into my driveway that I had done it all on electricity alone. And that feels good.

The C-Max combines a 2.0-liter gasoline engine with a motor to get 188 horsepower combined. The engine accounts for 141 of that. The battery is a Lithium-ion type rather than the older style nickel-metal-hydride, which means it's more efficient and can be smaller. As it is, the plug-in model must steal several cubic feet of rear cargo space for the battery. I was still able to open the hatch and slide in a variety of substantial items. 

The C-Max's accommodations look just like today's Fords--lots of angles, nicely finished surfaces, and a a lot of activity combined with a strong, solid feel. You also live with Ford's SYNC system for attaching your phone and devices, including voice activated phone and navigation system commands. There is a learning curve, but after several cars like this, I know how to use the quartered home page screen and to touch the corner to open up that feature, such as Audio, Navigation or Climate.The voice commands are usable for dialing someone while you're underway.

The instrument panel features Ford MyTouch, which gives you the power to change what you see on the right and left sides of the simple round speedometer. The left side displays fuel economy information and gives you insight into which powerplant is working and how hard it's working. There are several different views, but I liked the one with a double rainbow of bars that at a glance told the story. Of course, there are numbers available--the average miles per gallon being the one I cared most about. And the left side automatically gives a report after each trip on how efficiently you drove.

The right side of the instrument panel shows entertainment and other features, but is most fun as the Efficiency Leaves display. Drive gently and electrically and you can add various-sized leaves to the plant. When you're stomping on the gas on the freeway, the leaves fall off and disappear. You begin to feel guilty about "killing" the plant. This strategy may work for some drivers.

How does the EPA calculate fuel economy on cars that sometimes drive without fuel? The agency issues an MPGe number that is an "equivalent" value. So, the numbers for the regular hybrid are 47 for City, Highway, and, naturally, Combined (although I and others have not achieved that in real world driving). The official figures for the Energi are 108 City, 92 Highway, and 100 Combined. That sounds spectacular, but it will vary greatly depending on your driving. Driving only about a third of my miles in pure electric mode, I averaged a still good 49.5 miles per gallon (equivalent) over the test week. If you kept your driving more local and stayed on battery power, then the number would be closer to 100 MPGe.

And that's part of what you need to consider when looking at the C-Max--or any other hybrid, plug-in, or electric car. Hybrids normally are most efficient in town, so if you drive primarily freeway miles, a very efficient standard gasoline car might make more sense, particularly considering the price premium for hybrids. Certain, the Energi is great to drive, but I always was a little disappointed when the three-dimensional representation of a battery morphed before my eyes into the two-dimensional battery-shaped image used by  the hybrid drivetrain. I wanted it to last longer.

Prices for the C-Max Energi start at $33,345; the regular hybrid begins at $25,200. That's a significant difference for what could turn out to be an incremental fuel savings. These numbers are competitive with the Prius, and especially with the Prius v, the more wagon-shaped version in Toyota showrooms. If budget is your top priority, a gas-powered Ford Fiesta subcompact gets up to 41 miles per gallon on the freeway and starts at just $14,000.

If you're interested, in a C-Max, drive it and the Prius back to back. The numbers are close, but the Ford feels more fun to drive and the Energi's pure-electric range is greater than the plug-in Prius. I expect, in the near future, to see an improved electric range in the Energi--and probably a C-Max all-electric vehicle in what is shaping up to be an epic battle for green buyers.

Lexus ES 300h - When a Prius Won't Do

Many drivers are searching for the compromise between comfort for five and fuel economy. Often, they opt for a Toyota Prius -- the most efficient and well known of the numerous hybrid options on wheels. But what if you want a more luxurious ride? Well, Toyota/Lexus is more than happy to offer their newly redesigned 2013 ES 300h.

Although Lexus has offered a range of hybrids over the last several years, this is the first time a gas engine and electric motor have joined forces in an ES. The ES was one of the two founding models of the brand, way back in 1989, when it  was little more than a dressed-up Camry.

This sixth generation car is much more than that. The non-hybrid version comes as the ES 350, with a powerful six-cylinder engine under the hood. But my Silver Lining Metallic hybrid tester combines a 2.5-liter inline four-cylinder engine with a high output permanent magnet motor to generate a total of 200 horsepower. It effectively moves the 3,660-pound sedan along very quietly and smoothly.

How quickly? Lexus' figures say an 8.1-second zero-to-sixty time and a 16.8-second quarter mile. Top speed is electronically limited to 112, but that should be enough.

The new design uses Lexus' "spindle" grille treatment, which is more handsome than beautiful. It is certainly more emotional than the subdued styling that typified early Lexus models, which were modeled after Mercedes-Benz products of the time. Today, the Mercedes cars are as wild looking at the new Lexus designs.

While they were remodeling and restyling, they added a little extra length to the ES. Not that your eye would know, but your knees will appreciate the extra room in back. I occupied the driver's chair the entire test time, but it definitely feels roomy in there. The new dash panel is a little more dramatically styled, but, is still a bit restrained compared to some out there.

The materials, as always in a Lexus, are top drawer and the places where they meet are perfectly rendered. My tester had the Ultra Luxury package, which brought "semi-aniline" leather (is this only half as nice as "full-aniline" I wondered). That$2,435 package added heating and ventilation to the seats, a trick power sunshade for the rear window (manual ones for the sides), ambient lighting, and a bamboo wood trim that was nice enough to make me wonder if it was real. The seats are newly configured and my driver's throne was a splendid place to be on my usual grinding commutes.

Also a pleasure while sitting in traffic was the optional Mark Levinson Premium Audio Package. With 15 speakers and 835 watts of power, it could make you want to simply move into the car. It's certainly better than what's in my house. Naturally, there was Sirius XM satellite radio, which is becoming common now.

The ES 300h drives like a normal car, of course, but it does show you where the power is coming from and where it's going. There's the larger center-dash view that is familiar to Prius owners, but there's also a tiny, simplified graphic in the center of the dash that conveys a lot in a straightforward way. The actual numbers are less than a Prius, as in every car on the road. The EPA says 40 Combined, made up of 40 City and 39 Highway. I got 34.5 mpg. The Smog rating is a 7 while the Greenhouse Gas is a perfect 10.

You can select how your ES drives with a simple dial on the center console. Driver Mode Select gives you a choice between Normal, Eco, and Sport. I tried them all, and Normal is just fine. Eco will keep the revs down to reduce fuel consumption, which is the opposite of the Sport mode. If you're out on some attractive back road, Sport's fine, but better to keep it in Eco and save fuel if you're just commuting or running errands.

Many cars, but the luxury ones in particular, love to flaunt their screens full of high tech wonders. The ES has Toyota's big screen with the Remote Touch Interface controller. While BMW and others like dials and buttons, this is more like a joystick with an armrest. You move the cursor around onto different squares for a range of features. When you approach a screen object, the cursor is attracted to it and grabs it--so you don't need to fuss over it. It gets to be fairly natural with practice.

My tester had the App Suite, so I had detailed traffic and weather information, stock market reports, and much more. You really have to try to avoid getting excited and looking away from the road.

The ES has been a big part of Lexus' success during its long lifetime, and it is somewhere in the lower areas of pricing. The ES 300h base price is $38,850, but you don't have to stop there. My tester, with goodies like a power trunk closer ($400), rain-sensing wipers with a de-icer ($500), leather shift knob and very fancy wood/leather steering wheel ($450), as well as the aforementioned packages, came to $48,114. That's a luxury car price, but this is not your average ride.

There's so much more to say, but you get the picture. While not being billed as a midsize sports sedan (let the IS take care of that), this Lexus offers subcompact car fuel economy with midsize luxury sedan accommodations, Toyota's nearly perfect record for reliability and safety, and a wealth of safety, entertainment and performance equipment. If a Prius leaves you cold, let Lexus take care of you.

VW Jetta - Now Available in Hybrid

I just had a chance to try the new Volkswagen Jetta Hybrid. That's right. Besides the standard gasoline and TDI Diesel models, there's now a gasoline/electric hybrid model, and it's very good indeed.

The Jetta is just about the perfect size of car for most people. It's a spacious sedan, but doesn't take up too much of the road. It is trim and sharp and was redone in 2011 with Americans in mind. It is built, conveniently, in Mexico, so the import taxes are less.

The Hybrid model is new for 2013. It comes in four ascending levels: Plain, SE, SEL, and SEL Premium. I was lucky enough to get the top level. If you want the plain version, you'll have to special order it.

The Hybrid looks like the "normal" Jetta, except for a few small items. It has a blue logo (blue is "green" in the automotive world, for some reason). It also has special badging and specific wheels and grille.

There are other things, though, under the skin, that make the Hybrid unique in the Jetta universe. The airflow is specially controlled for air coming under the hood. There are many aerodynamic changes, including a rear spoiler, front airdam, and, where you can't see them, various underbody devices to smooth the air around the car. This makes for a lower coefficient of drag (just .28), which is all part of improving miles per gallon.

The experience of driving a hybrid vehicle is pretty much the same everywhere. The car uses a gasoline engine and an electric motor to move down the road. The engine in the Volkswagen is much like that in a Toyota Prius, working much of the time but letting the electric motor take over when it's a good time to do it. Sometimes the engine and the motor work together, sometimes it's gasoline engine only. The car's computer controls it. Interesting that the electric motor, like the gas engine, is water cooled.

The driving experience is not diminished, as the 140-horsepower gas engine and the 27-horsepower motor are enoughto move the car along without struggle.

You can monitor your driving efficiency right on the dash. The left gauge in the Hybrid is configured to be a "Power Meter" rather than a tachometer. It starts out at zero, and then goes through a "green regenerator" section, followed by a zero, for when the gauge starts moving. There's a blue section after that showing the best times to be driving, using both gas and electricity. After that is a section of the gauge that shows engine activity only. At the far reaches of the gauge are the boost mode, when you're really high-tailing it and not worrying about efficiency.

This is a hybrid for turbo fans, as it says on the window sticker. One doesn't think of boost with a Prius, but the Jetta Hybrid offers some exciting performance potential. The small, single-spool turbocharger and intercooler are neatly integrated. The electric motor and clutch are partnered for efficiency, too. The car puts out a maximum of 170 horsepower and 184 lb.-ft. of torque at as low as 1,000 rpm when engine and motor are working. You get smooth acceleration.

To prove that the Jetta is no ordinary hybrid, VW took it to the Bonneville Salt Flats in Utah for testing. A modified car set a number of records last October, and holds the H/PS class record—for production-based cars with engines of less than 1.5 liters that use forced induction—at 186.313 mph, as well as the highest top speed ever recorded for a hybrid, at 187.607 mph.

Efficiency? How does an EPA average of 45 mpg sound? I averaged 40.1 mpg during my test week. Interesting that the TDI Diesel Jetta I tested a couple of years ago (and a recent TDI Beetle) earned just over that--42 mpg. VW has more than one way to tackle the fuel economy issue.

This is an extremely clean car--with a 9 for Smog and a 10 for Greenhouse Gas, it earns the SmartWay Elite status from the EPA. See fueleconomy.gov for more detailed information on the Jetta Hybrid--and every other car you can buy today.

The Jetta sedan is VW's entry-level car in the U.S. market, but the Hybrid is not that model. The basic Jetta starts at $17,515. The special-order base Hybrid model begins at $25,790. My SEL Premium model came to $32,010. All prices include $795 for shipping.

The Jetta has changed over the years, but today's model is sharp looking, fun to drive, and offers various ways to drive efficiently--and have fun doing it.

Ford Fusion - A Beautiful New Start

Ford's new Fusion takes its place as a milestone vehicle for the company. Much like the 1949 smooth-sided post-war triumph and the 1986 Taurus, this car sets the tone for the future.

The Fusion, as a midsize sedan, has its work cut out for it, battling the longtime favorites the Toyota Camry and Honda Accord, not to mention the ascendant Hyundai Sonata, redone Chevrolet Malibu, and a renewed Nissan Altima. But the Ford is a truly beautiful car, and that is one way to differentiate yourself in this segment.

The Fusion arrived in 2005 when as a 2006 model, it took over the role of the old Taurus, which had run its cycle. The Fusion bore the look of Fords of its day, with clean but uninspiring lines. After some styling excesses in the late 1990s Ford was understandably cautious. A 2010 restyling of the ends and dash earned the Fusion a Motor Trend Car of the Year trophy. But the 2013 is all new.

Look at that Aston Martin grille. That's a theme working its way through the Ford line, along with shrunken oval logos and squinting headlamps. The handsome exterior, with its folds, athleticism and edginess, comes from the European styling studios, and aligns with the New Focus and Fiesta--and the resurgent Taurus. Ford is leveraging its models worldwide now more than ever, and we are benefiting from this here in the U.S.

The interior of the new Fusion is as enthusiastic as the exterior. Especially notable are the silvery plastic trim pieces, which define the dash and the doors in a way unthinkable in the sober old car. The instrument panel is configurable, and I took advantage to show things like fuel economy on the left and my entertainment selections on the right. When you use the Bluetooth phone connection it displays the caller's name and number there, too. It's what we expect now--more personalization.

The dash has touch-sensitive controls for the climate system. You have to be careful not to accidentally touch one and change your settings. Also, it requires careful finger placement, which could take your eyes off the road. One way to avoid that is to use the SYNC system, which works on voice commands. It can be very effective or make annoying or even hilarious mistakes, but I did use the system to dial a friend by simply asking the system to "Dial Bob Smith" and it worked. It's a Star Trek user experience for today.

The new Fusion is the first car to offer three different power choices--a standard gasoline engine (in three sizes), a hybrid, and a brand new plug-in hybrid called the Energi. I was able to sample the first two--a Ginger Ale Metallic SE with the 16-liter Ecoboost engine and an "Ice Storm" Hybrid. While they looked very much alike on the outside, the experience with them was a bit different.

The SE employs Ford's latest EcoBoost engine technology. This means that a 3,400-pound car is powered by an engine displacing only 1.6 liters. That sounds like it belongs in a subcompact hatchback,  but with the EcoBoost enhancements (providing 178 horsepower and 184 lb.-ft. of torque) it was actually just fine. The goal of EcoBoost is to improve overall fuel economy by using a smaller engine to get the same performance as a larger engine. The engine in my tester was hooked to a six-speed automatic, but the SE is also available with an optional six-speed manual. I would like to sample one someday.

The other two models in the standard gas lineup include the S model, which features a traditional 2.5 liter inline four-cylinder, which, though larger, puts out 3 fewer horsepower than the 1.6 (and 9 fewer lb.-ft. of torque. Such is the power of EcoBoost to get more out of less.

The Platinum, top-of-the-line Fusion, uses a 2.0-liter EcoBoost four-cylinder, which churns out a robust 240 horsepower and 270 lb.-ft. of torque, making it the rocket of the group. Sadly, you can't equip it with the six-speed manual (yet). That would be a great one to match against some European sport sedans.

My SE had automatic shutoff when I stopped at a light. That helps improve fuel economy, and is a new technology in the U.S. With all that, I earned 22.0 miles per gallon--decent, but not quite the 23 City, 36 Highway EPA numbers Ford boasts.

The Hybrid Fusion enjoys all the look and feel of the standard cars, but offers a proven hybrid platform. It has been popular in the old Fusion, and I was able to get 37.1 miles per gallon from my test car. This is remarkable compared to the standard car--but also in being significantly lower than the 47 City, 47 Highway and 47 Average claimed by Ford's EPA tests. Apparently other testers, including the buff magazines, have had similar results.

The Hybrid offers some extra fun with its configurable instrument panel. Choose from four levels of  small graphs that indicated gasoline usage, electricity use and generation, and much more. You can also see how much energy is "recovered" from the regenerative braking system. On the right side of the panel, the Efficiency Leaves display grows greenery when you drive efficiently--and the leaves flutter away when you don't (or can't), such as when accelerating uphill on the freeway. Driving on mostly electric power in commute traffic fills them back in. It's "gamification," but it's effective in influencing your driving behavior--if you pay attention.

The Hybrid is heavier, and feels more planted on the road, but loses four cubic feet of trunk space from the presence of the extra batteries. On the freeway, it was able to run in EV electric only mode at up to 62 miles per hour -- a bump from 47 mph in the old car. With its comfortable seats and silent powertrain, the Hybrid was a very pleasant commuter.

When you shut off the Hybrid, it tells you how many of the miles on your trip were as an EV--when you were driving with the engine off. I found that overall, it was about a third of the time, but in town, around half of the time. Like other hybrids, this dual powertrain is especially effective in city or bumper-to-bumper commute travel, since the gas engine shuts off so frequently, and when you're sitting still, neither petroleum nor electrons are consumed.

Pricing varies significantly for the Fusion. The S model starts at just $22,495 and the Titanium, with its leather interior, automatic climate control, greater power, larger wheels, upgraded audio system, and other extras, starts at $30,995. My SE, with the Luxury Package, Technology Package, Driver Assist Package, and more, came to $30,975. Other than having the 1.6-liter engine, it was practically a Titanium as equipped. All prices included shipping charges.

The Hybrid, sold in SE level only, starts at 27,995.

The new Fusion is tremendously impressive, and with its range of choices can provide affordable family transportation, environmental responsibility, and, loaded up as the Titanium, something approaching a luxury ride. It's more than just another pretty face, and from what Ford has been saying and doing, you can expect to see continuing improvement and innovation from Ford's midsize competitor.

Ford C-Max -- A Prius Alternative

The Toyota Prius has been successful partly because it offers something better--and is now an iconic presence on the road. Even people who don't own one or have even been in one know that a Prius is a hybrid that gets great mileage and is environmentally friendly.

Well, who says the Prius has to have all the attention? Ford has offered numerous hybrid alternatives, most notably the compact Fusion sedan and Escape SUV, but those cars look almost exactly like the gas-only versions and can't match the Prius' posted 50 mpg.

Ford has decided to build the Europe-designed C-Max in Wayne, Michigan. The C-Max is a compact but tall four-door hatchback, and will sell only as a hybrid in the U.S. And it not only looks like a member of the new Ford family--it stands apart as a hybrid only. Now the marketing people can take over and create a recognizable brand.

It's a very nice vehicle, as I discovered with a week of driving one. My Blue Candy Metallic Tint Clearcoat SEL model had the feel of a new car but also the familiarity of what a hybrid is supposed to be. The side window line was pretty close to a Prius, I have to admit, but the nose has the new Aston Martin" grille appearance--although it sits low on the prominent plastic bumper, close to the road. 

The real point of a hybrid, of course, is to get high fuel economy and drive clean while you're doing it. There may be a bit of "hey, look at me, I'm driving a hybrid," too, and Ford's high-tech screen actually thanks you for driving a hybrid!

Like a good hybrid should, the C-Max mates a 2.0-liter four-cylinder engine and an electric motor to make your fuel fill-ups take you further. The Prius has made a point of showing you a screen of wheels turning and where the energy is coming from and where it's going. The C-Max doesn't, but has a coach to guide in in driving intelligently. It shows you how much power is in the battery and displays when you're charging it by regenerating power while braking. It even tells you the percentage of energy you regenerated. One screen on the highly-configurable MyFordTouch instrument panel lets you grow leaves with your good driving behavior.

The airy cabin is welcome--and a buyer expectation from dedicated hybrids. The windshield goes way forward and there are little triangular panes in the substantial pillars. The various angles and surfaces in Ford of today are always moving your eyes around the cabin, so you don't get bored. The tall ceiling also lends a sense of connection with the outside, but you won't hear much from there. And, when the car's using the electric motor only, it's blissful silence.

Ford's SYNC system is a fascinating look at the future (and some might even say the present) of automotive technology. The problem is, it's frustrating to use. I spent substantial time testing the voice commands for the audio system, navigation system and climate control. I asked for an artist and sometimes got the wrong person. I set up a destination via voice and the car actually took me to the wrong address.

But when it worked, it was satisfying, and even when the system let me down, I kept going back for more. It discovered that it works a lot like software, in that you need to move from one screen to another, systematically. It would be great if the system understood a sentence and didn't need to be fed a series of commands, such as "Audio > USB > Sirius > artist > song." Ford has taken a hit for confusing and confounding its buyers, but this is exciting--even if it feels like we drivers are working as Ford's beta testers.

The car is listed by the EPA as averaging 47 miles per gallon (and the same for City and Highway ratings). Sadly, with my long stop-and-go commutes and in-town driving, I averaged just 37.9 mpg over my test week. That's actually great--and better than virtually any other car I've driven, but the Prius does better and the sticker said 47.

Perhaps it makes more sense to compare the C-Max to the new Prius V, which is more wagon-shaped. My test of a 2012 Prius V recently came up with 38.8 mpg--pretty much a wash.

The Prius has never been been renowned for it's sporty driving experience despite its undeniable competence at everything else. That may be the Ford's biggest selling point. The car handles tautly, and feels more alive on the road. Of course, you're up high, so it's not like a sports car, but the steering is more direct than the Toyota and the engine feels responsive.

At this point, C-Max models include the SE and the SEL, but a plug-in hybrid model is coming soon. Like the Prius Plug-In, it offers fuel-free motoring for a limited distance and you can charge it with a plug and cord to make that happen. For folks not intending on traveling major distances routinely, it could offer the advantages of an all-electric car with the freedom to add fuel and take off for wherever you want.

Prices for a C-Max SE start at $25,200. The SEL, with additional content, starts at $28,200. My car had a $3,080 optional equipment group that included Premium Audio and Navigation, a power liftgate, keyless entry, the high-tech parking technology package, and the charming and aggravating hands-free technology package. Like a Prius, the price range starts out fairly reasonable and moves into entry luxury territory in a hurry.

The C-Max is a new entry in the American car market, and seems to have the right ingredients. Perhaps passing on the SYNC voice interaction would be a good plan, but for hauling your family and gear--with some driving satisfaction--it seems poised for success.

Prius C - The Cute Prius

Photo: Victor Llana (www.boundlesscaptures.com)

In case you haven't been paying attention, the Toyota Prius, the world's most successful hybrid, is now a family of FOUR models. Not only is there the "regular" Prius, now subtitled the Liftback, but there's the Prius V, a larger wagon style model and an electric plug-in version of the Liftback. It's the first Prius you can charge--and you can get up to 13 miles of completely fuel-free motoring out of it.

The new Prius C brings gas/electric power to the masses, slotting in below the Liftback. The engine is smaller, but the principle is the same--a gas engine part of the time supplemented by an electric motor for maximum fuel economy. As with other Prii, you find yourself using gas on the freeway, but often running on battery power alone on surface streets. The car shuts off at traffic lights.

This means an average of 50 miles per gallon per the EPA--53 in town and 46 on the highway. In reality, I achieved 47.3 mpg--still about as good as it gets short of a pure electric. You can get a wealth of information about your fuel economy in charts, graphs, and lists of information on the numerous screens on the dash. Just push buttons on the steering wheel and it's all before you. There's the same flow diagram as on other Prii, but reduced in scale, that shows you where the energy to run the car is coming from--and how the battery is being charged. You have to be careful not to lose your focus on the road ahead. As in other Prii, you can learn to drive more efficiently by paying attention to the numbers.

The thing is, despite its fuel-saving mission, this car is nice to live with on a day-to-day basis. Inside, the surfaces have the multiple textures that other Prii have. It used to be that all plastic in cars tried to replicate leather or pigskin. Now, it could be rice paper or a kind of wavy line pattern. It's light gray and charcoal here, with some fanciful rolling gridwork that makes the surfaces pulse organically. A blue trim line tones in with the blue plastic motif on the floor shift lever of the automatic--the same plastic insert as found on the big Prii.

The car is a good foot shorter than a Liftback--I know because I parked next to one--but it doesn't feel shortchanged inside. There is real rear seat room for a full-sized person back there, and adequate headroom, too.

The Prius C comes in four levels. Level one gets a surprisingly level of standard fare, including full climate control, a multi-information display, AM/FM/CD with Bluetooth, Level two throws in cruise control, split rear seats and a rear cargo cover. Level three adds a smart key--a real upscale feeling item--and upgrades the screen interface. My test car was a three--in Habanero--a friendly and comment-inducing orange. Want alloy wheels? That's level four--with artificial leather covered heated front seats.

Prices start at $19,710--including shipping. The top price, not including any options, is $23,990. So, it gives you lots of choices before you even touch the Liftback.

With 1.5 liters of engine putting out just 73 horsepower, and a combined horsepower rating of just 99 including the electric motor, performance is not exciting. With just me in the car, it was a competent hauler on streets and freeways--quiet and smooth. And with nearly 50 miles per gallon, it's cheap to run.

This is a cheerful, easy-to-like little car. The small dash screen greets you with a cute Prius C image zooming by and says goodbye when you turn it off. It should make the Prius an even stronger brand--and make it a purchase option for young, first-time buyers.

Getting a Charge out of the Chevy Volt

The Chevrolet Volt is unique in the world of hybrid and electric vehicles. It is powered by an electric motor all the time, unlike a hybrid, in which the gasoline engine powers the car part of the time. However, an on-board gas engine is called in to service the charge the battery when the car runs out of electricity, which, in my case, was when the 32 miles worth of power was exhausted. The engine itself never powers the wheels directly.

This gas engine is meant to remove "range anxiety," a malady suffered by owners of all-electric cars like the Nissan Leaf. The Leaf can go up to 90 miles on a charge, but when you're out, you're stranded.

The Volt is a compact sedan--not a large one--and will hold four people--not five. The rear seat has a console along the middle to prevent that. I'm not sure why, but I'm guessing today that it limits the weight the car must bear, thereby increasing the range of the electric powertrain.

Chevy showed a concept car of the Volt several years ago and it was much more angular than today's car. However, it was "futuristic" and the production car is, too. Styling is a little bit advanced and different from end to end. Especially notable is the silvery "grille," through which no air can pass (it comes in under the bumper for the engine--a common setup today). The dark strips below the side windows are an iteration of a design concept from the original show car and make the smallish windows look--but not feel--larger.

The interior is where the Volt goes wild. Despite being finished in hard plastics throughout, it is very evocative of modernity and even a little adventurous. The twin cockpit theme--from as far back as the original Corvette, is in evidence, and the shiny plastic door inserts convey the old painted feeling of those cars. But of course this car is built like a fortress and has umpteen airbags to protect you.

The instrument panel has two rectangular screens-one directly behind the steering wheel and one in the center spot on the dash Both convey, in brightly colored graphics, what's happening with the car, and you can make numerous selections to monitor such functions as where the power is coming from, how the battery is being charged, and recent fuel economy. It tells you after every charge how well you did--and what proportion of your mileage was powered by electrons and how much was thanks to hydrocarbons.

I was thrilled to be able to drive my Crystal Red test car the entire 23 miles to work each day on pure electricity. The car feels strong, pulls eagerly away from stops, and sails down the road in blissful silence. My car's stereo was happy to put out the music, although one time, I sat and let it play for about 20 minutes and I could see that it was draining my battery!

Everything you do affects range, and you learn to behave carefully to maximize that. You can monitor your habits to see how efficient you are. And, there's a little gadget you can select for the panel directly in front that shows you visually, using a rising or falling sphere, whether you're rolling along fine or are accelerating or braking too much. The goal, for economy, is to keep the ball in the middle, and it stays there if you are just rolling along. Hard acceleration or braking make the ball stop move off-center. It's a learning tool, much like the ones in Hybrids, but this is especially three-dimensional--as are all the displays in the Volt.

Charging is easy. You just uncoil the thick orange cord and plug it in the wall. Then, pop open the nicely-finished mini door on the left front fender and plug in the flashlight-sized plug. It has a handle and a built-in light to locate the outlet easily. The lights on the charger glow green, the car chirps its horn once, and a small green light goes on on the dash near the windshield. You can check how it's doing by opening the car and looking at the dash display.

I was happy to see, each morning, that I had a full battery. It's displayed like a row of gold bars in the T shape of the actual battery, which is hidden below the central tunnel and back seat. I enjoyed the quality of the car--despite its non-luxurious interior materials, it felt sold, looked fine, and worked perfectly. The seats, with optional leather in my tester, held me comfortably.

Two regrets. One--I wish the car had a longer range, because it feels great to drive under electric power. Two--the price. My car had a $40,000 base price, plus $4,000 worth of options. At $44,000, I could be looking at a Mercedes-Benz. But--only Chevy makes the Volt. I assume that future versions will increase the electric battery range and, with volume sales, the prices should come down. There is a $7,500 tax credit to help ease the pain, as well.

Toyota Prius V - Bigger, but Thirstier

The Prius V has arrived! It provides more cargo space and practicality than the standard Prius, and is the third member of what is becoming the Prius family of cars. Besides the Plug-in Prius, a fourth model will arrive this year, the Prius C (compact, or, perhaps "cheaper"). The C will not offer significantly greater fuel economy numbers, but will be 19 inches shorter than the standard Prius and will, most importantly, have a lower entry price, bringing hybrid ownership to first-time compact car buyers.

The Prius has never been a particularly small car, but in the interests of maximum efficiency, it tapers down at the back.This gives it a coefficient of drag (cd) of just.25--excellent. The new V is more of a crossover/wagon configuration, with a more straight-back roofline and full vertical tailgate, so it rates at .29 for its cd. That, along with a weight gain of 232 pounds using the same 134 horsepower gasoline/electric powertrain, drops the fuel economy numbers. While the familiar Prius hatchback averages 50 mpg, the Prius V gets just 42. I averaged 38.8 mpg over my test week, which included a lot of freeway driving. Incidentally, the 0-60 time drops from 9.8 seconds to 10.4 with the V.

Those fuel economy numbers bring up an interesting point. One big difference between hybrids and normal cars is that the City rating for hybrids is usually higher than the Highway figure (it's 44/40 for the Prius V). So, oddly, if I had spent more time in town my average might have been a bit closer to the EPA's 42 mpg.

Toyota has made the Prius V feel a little more like a crossover SUV inside by giving it a more symmetrical and solid-looking dash panel. My Prius-owning neighbor noticed that the center console is not attached to the dash, so it feels more spacious up front. Of course the wagon-like practicality behind adds cargo space. Cargo space jumps from 21.6 cubic feet to 34.3 with the V, and with the seats folded, it can be up to 67.3 cubic feet--that's generous for a car that can get 40 mpg.

The price is a bit scary. My tester, a top-of-the-line level 5 model, was $36,692--approaching entry luxury territory. The list for the level 5 starts at $30,750, including shipping, but mine had the Advanced Technology Package, which added many things, including $5,580 to the bottom line. Prices for the Prius V level 2 start at a more affordable $27,160.

Prii for everyone! Stay tuned.

Cars of the (Sustainable) Future

It's a tough time in the automotive business now. Most of the companies are struggling to sell enough vehicles to make a profit, GM and Chrysler are emerging from bankruptcy, Saab is R.I P. But there's more. The manufacturers will have to meet greatly increased environmental standards.

The corporate Average Fuel Economy (CAFE) standards in the U.S. now require that a manufacturer's cars average 27.5 miles per gallon. However, plans by the president would move that to 54.5 mpg by 2025. That's a huge jump, but it's based on many factors, including environmental concerns and a depleting supply of oil.

Manufacturers have explored alternative vehicles for years. Hybrid vehicles, exemplified by the Toyota Prius, can achieve higher fuel economy and run more cleanly, but there are also electric cars such as the Nissan Leaf now on the market, and other options includes (clean) Diesel vehicles, offered by multiple manufacturers, plug-in hybrids, such as the Chevrolet Volt, and in an emerging technology, hydrogen-powered fuel-cell vehicles. There are also numerous efforts to bring greater efficiency to existing gasoline vehicles, such as Mazda's SKYACTIV Technology.

It's not a time to worry about the shape of a fender or how fast it'll go. There are some certainties and some uncertainties, but one thing is clear--to meet that 54.5 CAFE standard, something major is going to have to change.

Yesterday, at the Future Cars, Future Transportation Forum, put on by the Western Automotive Journalists (WAJ), I got to drive several vehicles that will be doing their part to help in this effort. I also got to hear industry experts from several manufacturers and two writers from major automotive publications give their thoughts on what's coming. Local TV station KGO Channel 7 covered the event.

My first drive was in the Mercedes-Benz B-Class F-Cell electric vehicle. It's a compact hatchback, small but not teeny, that uses a hydrogen-powered fuel cell. Fuel cells generate electricity electricity in a chemical reaction between hydrogen and oxygen that yields only pure water vapor. It sounds like a dream come true.

But--the downsides include the need to manufacture the hydrogen (it's everywhere, but not in the form you need for the car) and the biggest issue of all--there's no infrastructure. There are 250,000 gas stations in the country but virtually no hydrogen stations. Los Angeles has a few, and that's where you can lease one of a few initial Mercedes B-Class F-Cells.

Driving the car on a short test loop showed that besides being a very sweet little people carrier (with Mercedes styling), there is absolutely no loss of performance or utility running on hydrogen. Smooth and silent, it would be a guaranteed winner, if there was a place to fuel it. And--what would it cost? That could be a problem, at least until enough were produced that economies of scale kicked in.

I also sampled Toyota's FCHV-adv, fresh fuel cell technology in a previous-generation Toyota Highlander body. Like the Mercedes-Benz, it drove very nicely and quietly. Toyota has been working on this problem for decades. This latest model has improvements to the cells, the control system, the tanks, cold-weather startup, fuel efficiency and cruising range. But there are still no hydrogen stations around.

Electric vehicles have been in the experimental stage for many years and have even been on the market for limited purposes, essentially overgrown golf carts. The Nissan Leaf represents the first viable "regular car" that you can buy. I tested one recently, but at the event, I got to sample Mitsubushi's i-MiEV, a compact hatch that looks like a future pod more than anything else on the road. The bottom line? It drove silently and smoothly, like one would expect. It has rear seats that fold down and a handy hatch, a pleasant, if simple linterior, and would serve my personal commute needs exactly. However, Like all electrics, with the possible exception of the $100,000 + Tesla Roadster, it has a range of less than 100 miles, though, and would cost nearly $30,000 before national and state rebates dropped it down closer to $20,000. Dave Patterson of Mitsubishi is enthusiastic about the future of electric cars, and told us that the company will introduce multiple electrics over the next few years, including a crossover that seats seven.

The problems with electric cars, besides range, include the time (hours) it takes to refill the tank. With improvements in battery technology and quick charging, electric cars will have to play a big part in the future automotive market to help meet the CAFE standards.

The Chevrolet Volt tries to work it both ways by giving about 35 miles of service on pure electricity before switching to a hybrid mode, in which a gasoline engine kicks in to power the electric motor. It seems like an interim solution, but the Volt I drove yesterday felt solid, and with all its colorful displays inside, it would be  very entertaining for a while. If you had a 15-mile commute each way, you could end up using no gasoline at all. 

What about simply improving the cars we already have? Mazda is attempting this with the SKYACTIV Technology. I drove a Mazda3 with this recently, and also took a short run at the event. Nice: a six-speed manual for sportiness. The friendly Mazda rep explained the changes in the engine and transmission, and how the technology would include many more aspects in upcoming vehicles, including the brand-new CX-5 crossover, which will be out very soon. The experts in the panels all agreed that the internal combustion gasoline engine was going to be around for a while, so improving every aspect of it, and the cars that use it, makes a lot of sense.

Diesel cars have been around for a long time. Mercedes-Benz has sold tons of them. Nowadays, Volkswagen is a major Diesel marketer in the U.S. I drove the brand-new Passat TDI, which boasts amazingly high fuel economy (43 mpg Highway) and a huge range of nearly 800 miles! The downside of Diesel is that it's still burning a fuel, and Diesel emits more particulate matter than gasoline. But as a short-term solution, especially towards hitting that 54.5 mpg average, it's a player. And the performance can be quite thrilling with its high torque.

So, what's coming? None of the expert panelists could say for sure, but they all agreed that for a technology to have an impact it would have to represent at least 15 percent of the automotive market. Today, none of these alternative vehicle types comes close. Even the ubiquitous Toyota Prius barely makes a dent.

It's going to be very interesting, and 13 years is not a long time to get this very important job done.

2013 Ford Fusion - European Beauty Comes Stateside

Ford has been doing everything right lately. Alan Mulally, it's visionary president and CEO since 2006, has helped the company weather the storm of the last few years while building up a new lineup of vehicles. Some of these, such as the subcompact Fiesta and compact Focus, have their origins to Europe, and add the graceful aesthetics and taut packaging that's expected there.

With the arrival of the surprisingly beautiful Fusion, Ford's lineup is now completely refreshed. Sitting in the volume middle of the product line and competing with midsize entries from Toyota, Honda, Nissan, Chevy and others, it looks like another winner from the blue oval folks.

Ford introduced the Evos concept car last year with a new look--a pretty face with lean headlamps and a finely detailed grille like an Aston Martin. It signaled a new look for Ford, and the Fusion gets it. And, the car will offer gasoline, hybrid and plug-in hybrid versions, so it can give Prius shoppers something different to consider.

The new Fusion is due out in the second half of this year.

Prius C - Baby of the Family

Toyota released photos of the Prius C yesterday. The car will be formally introduced at the North American International Auto Show in Detroit next month and will be available at dealerships in 2012. The question is, why didn't they think of this sooner?

The Prius, Toyota's hybrid vehicle, is the poster child for high efficiency driving. It's by far the largest selling hybrid and is almost the generic name for gas/electric vehicles--like "Kleenex" for tissues or "iPod" for MP3 player. Expanding the family makes good marketing sense, since the name is already familiar and associated with high efficiency motoring.

One way to give a car higher fuel efficiency is to make it smaller and lighter. That's why a car like the excellent Mazda2 can get superior mileage without the extra cost, complexity and weight of a hybrid. Remember -- a hybrid has to use a gas engine and an electric motor -- and all the technology that links them together, including extra-large batteries and the regenerative braking system.

All that being said, the Prius C (compact?) will be smaller and lighter than the standard Prius, which actually is much larger than you might think (check out the back seat and cargo capacity). Based on the subcompact Yaris platform, the Prius C should already be pretty efficient just by its size and weight. If the standard Prius can average 50 miles per gallon, could the new baby Prius get 60? If so, it would immediately carve itself a nice fat slice out of the high efficiency car market. Being smaller and lighter, it should be more affordable too, putting a Prius in even more garages across the U.S. and the world.

The Prius V, a bigger wagon model, just debuted. It's a lovely thing, but with its larger size and greater weight, its fuel economy numbers are lower than a standard Prius (44/40).

I eagerly await a test of the new Prius C and will report on it right here.

Infiniti M Hybrid - Save Gas in Style

I just stepped out of a week with one of the most luxurious hybrids I've ever driven. Yes, I did spend time with the Lexus LS 600h L a couple of years ago ($112,000) but this new Infiniti M Hybrid coddles while it sips the fuel. An EPA rating of 27 City, 32 Highway (I averaged 25.8 miles per gallon) is excellent--for a 4,200-pound luxury sedan.

The standard M35 without the hybrid is rated at 18 City, 26 Highway, so there's a significant difference in economy. The price is about $6,000 more for the M Hybrid, so it could take quite a while to make up the difference on cost alone.

The M Hybrid uses a powerful 3.5-liter V6 plus an electric motor to generate 360 horsepower (a lot) and 457 lb.-ft. of torque (huge), all through a 7-speed automatic. So, you can at one hand be rolling slowly through a parking lot or in commute traffic using no fuel at all--electric motor only--or be accelerating onto the freeway like a rocket with the engine.

There are simple, understandable graphic displays to understand where the power is coming from and when the battery is being used or charged, so you can monitor your consumption and behavior.

Being the Infiniti flagship, the car is loaded with comforts, starting with the leather-wrapped seats and continuing with silvered Japanese Ash trim (see photo). The design of the car is soft and voluptuous, from the sweep of trim across the doors and twin-cupped "bustier" over the gauges to the Jaguaresque curve of the fenders--visible through the windshield as you drive.

At $67,565, my fully loaded car was much more expensive than anything I'm every likely to buy--you could get two 50-mile-per gallon Prii for that. If you hold off on the extra fancy options you can get it down to $53,700 (base price). But then you'd miss out on the Bose 10-speaker premium audio system and the gorgeous wood.

Now that I'm back in a "normal" Nissan Rogue I remember the way the Infiniti transported me. Now, if it could get 40 mpg...

Photo by Chris Kidwell.

Honda CR-Z Hybrid--Shift for Yourself

The Honda CR-Z is the first hybrid car with a manual transmission. This makes it more fun to drive, but doesn't improve the fuel economy. Today's automatics are better at driving "green" than we are. I achieved 33.7 mpg, a fine figure for a car, but a number that pales next to the almighty Prius.

The reason is, Hondas use the gas engine/electric motor combination differently from Toyotas. A Prius can run on gas only, electric only, or, normally, a combination. Honda's Integrated Motor Assist system uses the electric motor as a supplement to the gas engine, which runs all the time--except during "Auto Stop," when it shuts off at a traffic light or stop sign. This means the fuel savings come from using a smaller gas engine (a 1.5-liter, 122-horsepower 4 in this case) and from the stops. However, I found that with a clutch, I occasionally ended up shifting into nothingness--outsmarting the automatic-on function of the engine. It was a little disconcerting in traffic.

The CR-Z is the modern successor to the popular two-seat CR-X sold from 1983-91. It was a junior-size Civic. I looked at one in 1986 and ended up buying the Civic Si hatchback instead, because it offered rear seats. The CR-Z, like the CR-X, is strictly a two-seater, with storage behind the seats, but there are rear "panels" that fold down to create a large cargo area--big enough to carry my upright bass. Several people doubted I could do that and were amazed to see the large instrument materialize out of the diminutive vehicle.

My red tester, with a crisp light gray interior, drove smoothly and quietly along all roads and didn't feel as small as it looked from the outside. A few people commented on its cute appearance--it got more comments than most other test cars.

My tester priced out at $23,310 in the EX level with a navigation system. Prices start at $20,295 for the regular model. An automatic transmission is available.

Hybrid Trucks and Fascinating Truckdrivers

Yesterday, as I walked between the post office and my bank, I came upon a shiny new Pepsi delivery truck. Across its tall hood was the word "HYBRID." Apparently, Pepsi is using new hybrid diesel/electric heavy duty trucks from Freightliner. In this industrial application, the electric motor saves fuel and the regenerative braking prolongs brake life. Here's some information from another Pepsi distributor's hybrid efforts in central Florida.

It's a start. I wonder when the first all-electric industrial truck will make its debut--and who will make it?

The friendly truck driver, Javier, and I got into a conversation about the hybrid. Then, he noticed my music-themed tattoo, and we then talked about his ink--same place on the left arm--and he had more. Then we got into discussing music, and it turns out he's interested in Flamenco guitar. He's also, apparently, well read in philosophy. Never prejudge those around you! I didn't want to keep him from his work, as the end of the day was approaching so we parted ways. But here were two surprises in just a short time, and I had made a new friend, too.

Kia Optima Hybrid Another Advance for the Brand

I got a chance tonight to drive Kia's new Optima Hybrid. Just arriving in dealerships now, it offers another choice in the green midsize sedan field. While its 35 City, 40 Highway mileage is less than, say, a Prius, it is fully competitive with cars like the Camry Hybrid or the Ford Fusion Hybrid.

And what a nice package it is. I cruised along effortlessly hearing practically nothing. Like a full-time hybrid should do, it alternates between gas engine, electric motor or both--and neither at stops.

Kia has introduced seven new cars since the sporty Soul arrived in March of 2009, essentially remaking the brand. With exciting interior and exterior styling by led by former Audi designer Peter Schreyer, and lots of standard equipment for a good price, Kia has grown each of the 17 years since opening shop in the U.S. in 1994. Kia's market share, while small, has gone up significantly, making Kia one of the big success stories of the last few troubled years for the auto industry.

Prices are quite reasonable, starting at $27,250, including shipping, for the standard hybrid. With the $5,000 Hybrid Premium Technology Package, you get a panoramic sunroof, heated and cooled seats, heated rear seats and steering wheel, a navigation system and more.

I'll have more to say when I've spent a week with this car.

Toyota Prius PHV Gives Long Electric Cruises

I'm one of the lucky journalists who gets to spend a week with Toyota's upcoming Prius PHV. PHV is a new acronym, which stands for plug-in hybrid vehicle. It's a compromise, like all hybrid cars, but it solves the problem of all-electric vehicles, such as the Nissan Leaf, which could strand you if you happen to run out of juice out on the road. Sadly, there's no AAA truck with a gallon of electricity who can come by.

The PHV looks and feels like a Prius, which is not sporty but is quite solid and dreamy quiet. However, rather than simply using electricity that it generates itself, the PHV has a great big lithium ion battery where the spare tire would normally live that can take a charge that will last you about 14 miles. If you live six miles from work, it's possible you could travel gas free.

My commute is 27 miles, but I was able to drive the first seven miles--all on city streets--completely on electricity. Also, the car would drive electrically for significant periods of time on the freeway under conditions that didn't require strong acceleration.

Electronic gauges at the front of the dash, under the windshield, let you monitor your fuel consumption and especially important, where the power for moving the car is coming from. You can see the motor working--or the engine--or both--or neither, if you're stopped at a light.

It was exciting to zoom along for nearly 15 minutes without using any fuel at all. But, the show came to an end and it was back to plain hybrid life--which isn't all that bad, really. After six days, I have averaged 54.8 miles per gallon--about 5 mpg better than a normal Prius. One of those gauges shows what percentage of the time the car was an "EV" or a hybrid, which tells the story. I got in about 8 percent as a pure electric. Someone else, with short jaunts every day, could make that 8 percent hybrid, 92 percent electric.

The plugging in to charge part was easy, but I had to remember to do it. I ran the heavy cord out of my garage and into the plug, which sits behind a door in the left front fender. The battery charges fully in just three hours on normal household 110 volt current.

Pricing is likely to be in the low to mid $30,000 range. The car's due out next spring, but folks are already signing up for their Prius PHV. Here--you can too.

More Posh than a Prius

The Lexus CT 200h offers a higher level of accommodations than its cousin, the Toyota Prius, and a different style, too.

Lexus' fifth hybrid, it boasts the best average fuel economy in the luxury hybrid industry--42 mpg. I averaged just over 40 mpg during my time with it, which ends today.

The Prius is a fine car, but the Lexus has luxury touches, from the aromatic leather on the seats to the stitched panels on the dash and doors. It feels well damped, thanks to an advanced independent suspension to filter out road irregularities. Styling is reminiscent of recent BMWs inside and out.

I was able to cruise on pure electricity on city streets at up to 35 miles per hour. It was almost like flying.

The rear seats fold flat, providing a nicely carpeted, flat cargo area.

Prices start at about $30,000 with shipping costs.

Uh Oh--Four Dollar Gas is Here

I drove past my neighborhood Chevron today and there it was--four dollar gas. I've found that filling my premium-ingesting Audi and BMW is already costing an extra $10 a tank.

As it happened last time, we are likely to see a move to people buying more economical cars. This time, the manufacturers are more ready than they were. Here are some suggestions:

Electric: Nissan Leaf

Plug-in Hybrid: Chevrolet Volt

Hybrids: Toyota Prius, Honda Insight

Economical small cars: Mazda3, MINI Cooper, Scion XD, Ford Fiesta, Hyundai Elantra

Midsize: Four-cylinder Honda Accord, Toyota Camry, Hyundai Sonata

There are many other options, and many more electric and hybrid vehicles coming soon.