Saturn demonstrates that clean, practical transportation and stunning design can go hand-in-hand with the electric-drive Saturn Flextreme concept, introduced at the 2008 North American International Auto Show. Featuring General Motors’ breakthrough E-Flex electric propulsion technology that provides up to 34 miles of all-electric, emissions-free range, as well as a sleek, monocab design, the Flextreme looks as clean as it drives.

With multiple aesthetic and functional innovations such as cameras that replace side-view mirrors and unconventional doors that allow easy entry and exit, Flextreme signals that the distinguishing features of Saturn’s portfolio will continue in future product introductions: striking, European-inspired designs; and a commitment to providing customers with functional, efficient vehicles that respect the environment.

"Clean design, innovative features and environmental technology are hallmarks of Saturn’s newly revitalized portfolio," said Saturn General Manager Jill Lajdziak. "The Flextreme concept demonstrates how these design-driven, innovative attributes will be applied in our next generation of vehicles, and it shows that unconventional thinking can result in great cars."

A collaborative effort between Saturn and GM’s European Opel brand, the Flextreme concept was developed to showcase the future design direction of both brands, which share many similar customer traits. This design partnership has resulted in several highly successful production vehicles in the U.S. and Europe such as the Saturn Aura; the Saturn Sky and Opel GT; Saturn Vue and Opel Antara; and the Saturn Astra and Opel Astra. The Flextreme concept debuted as an Opel at the 2007 Frankfurt Auto Show.

The Flextreme also represents Saturn’s ongoing commitment to deliver vehicles that use less fuel and produce fewer emissions. Unlike conventional vehicles and gas-electric hybrids, the Saturn Flextreme concept features GM’s E-Flex System that uses an electric motor powered by a lithium-ion battery to propel it for up to 34 miles of electric-drive-only range. The battery can be recharged at a household outlet in just three hours. On the road, a clean and efficient 1.3L turbo-diesel onboard engine generates additional electricity to replenish the battery and extend the vehicle’s driving range. Fully charged, the Flextreme’s 34-mile, all-electric driving range is enough for most daily commuters in the U.S. to travel without using any fuel or emitting any CO 2.

Saturn’s commitment to innovation and clean transportation is further illustrated by the two high-tech electric Segway® Personal Transporters ingeniously packaged below the Flextreme’s cargo floor. With a twist of the handlebar-mounted release, the handlebar retracts and rotates downward for easy loading into the rear compartment. Once docked, the batteries of these modified Segways can be charged along with the Flextreme’s batteries.

Exterior Design That Dares to Be Different

The Saturn Flextreme concept highlights the new elements of Saturn design language: more sculpted surfacing molding, clear style elements such as narrow, boomerang-shaped lights and a sloping feature line in the side graphics.

Aerodynamic details and lightweight materials help enhance the fuel savings of the electric-drive system. For example, the bottom edge of the windshield is pulled far forward so that the hood, with its characteristic crease, is very short. The integrated power socket is in the cowl panel.

The front grille and rims are covered by lightweight, polycarbonate transparent trim, which improves aerodynamics while maintaining visual aesthetics. Special light alloy wheels look like conventional wheels, yet are designed to avoid energy-robbing air turbulence.

Like the wheel design, the large, boomerang-like curved front light units are visually deceptive, and continue a theme that began with the Opel GTC Concept at the Geneva Motor Show. The vertically oriented front lights "slice up" the front end in an unusual manner. The LED headlamp unit houses a lightweight crossbeam, fog lamps and air intake for brake cooling, which are comparatively small. The curved rear lights are completely integrated into the tailgate and hidden beneath rear glass. If one of the tailgate doors is opened, an additional parking light switches on so that the Flextreme can be easily seen in the dark.

All windows, including the windshield, are made of lightweight polycarbonate, as is a large part of the roof. The Flextreme’s panoramic windshield provides a bright and spacious interior and stretches over most of the roof, which is reinforced by a spine-like composite structure that extends to the rear floor.

Innovative Doors Open Up New Possibilities

In keeping with Saturn’s philosophy of challenging conventional thinking, the Flextreme concept design team set out to create a vehicle that combined GM’s E-Flex chassis with a body style that is dynamic, yet efficiently makes the best use of space. To do so, it uses the FlexDoors® and FlexLoad® systems, two innovative, customer-focused solutions that enhance the Flextreme’s functionality.

With the FlexDoors system, access to the rear cargo area is throug h two butterfly-style rear tailgate doors that individually swing open upward along the central axis of the vehicle. This thoughtful feature allows the Flextreme’s trunk to be accessible from the side when parked tightly against a wall or another vehicle, or when a bicycle rack is fitted on the rear.

The rear doors are another key distinguishing feature of the Flextreme. While the front doors open in the conventional manner, the rear doors are rear-hinged. And as there is no center roof pillar (B-pillar), opening both doors on one side creates a large opening for easy entry. For families, this feature is especially useful when securing child seats and children into the rear seating positions.

High-tech Interior Features Enhance Convenience

The FlexLoad underfloor luggage compartment may be the Flextreme’s most customer-friendly feature. A practical yet flexible stowage option that extends and retracts electronically, it eliminates having to lift luggage up, over and into a trunk. In the Flextreme concept on display, the rechargeable Segway® Personal Transporters are docked in this underfloor luggage compartment.

Also inside the Flextreme concept are honeycomb structures that offer low weight and high rigidity. These functional, geometric structures can be found in the instrument panel’s lower portion, cabin floor, cargo floor and above the center tunnel where the lithium-ion batteries are located.

The seats use lightweight construction and are anchored to the car’s floor by a single track rather than the usual two, creating more foot space in the rear. Refined upholstery gives the seats a light and elegant look, with some parts in fabric/mesh and corners made of especially soft material. The steering wheel hub houses another high-tech feature: a full-size driver air bag packaged with a special vacuum technique that reduces its overall volume.

Large, panoramic, configurable displays are set directly under the windshield. They can show a complete, all-around view of the car’s surroundings, using the two side cameras (one front-facing, one rear-facing) that replace the conventional side mirrors. The displays can also show information about vehicle systems such as the audio system, phone and other equipment.

All The Right Touches

A second display on the center console features touch-screen operation. At the top, the programmable, one-touch buttons are designed like computer shortcuts. They provide easy access to various intuitive menus, including air conditioning, communication/infotainment and navigation functions. The buttons can be freely programmed and adapted to new infotainment systems. Further down is the Flextreme’s touch-screen drive selector gate, with three driving positions: D, P and R (drive, park and reverse). The gears can also be comfortably selected via touch-screen control.

A clever storage system at the front and back of the center tunnel allows front and rear passengers to stow items such as mobile phones, MP3 players, iPods and PDAs in two drawers. The best part about this system is that the electrical devices can be recharged in the drawers by induction, and Bluetooth-capable systems can transmit their data to the onboard infotainment system.

E-Flex System Reduces Emissions, Trips to The Gas Station

The Saturn Flextreme concept is part of GM’s ongoing commitment to develop vehicles that reduce emissions and the automobile’s dependency on petroleum. Unlike conventional vehicles and gas-electric hybrids, GM’s E-Flex System uses an electric motor, powered by a lithium-ion battery, to propel the Flextreme for up to 34 miles of all-electric and emissions-free range. The onboard engine creates additional electricity to extend the vehicle’s driving range to a total of 444 miles (715 km).

GM has initiated production engineering for the E-Flex System. Production timing depends on continued advancement of key enabling technologies; specifically, the development of lithium-ion batteries for hybrid and electric vehicle applications.

While the featured fuel in Saturn Flextreme concept is diesel, GM’s E-Flex System has previously been shown in gasoline and hydrogen fuel cell concepts. 

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Making its European debut at 2008 Paris Motor Show, the much-anticipated production version of the Chevrolet Volt delivers up to 60 kilometers of gasoline and emissions-free electric driving, with the extended-range capability of hundreds of additional kilometers.

"The Chevrolet Volt is symbolic of GM’s strong commitment to the future," says Rick Wagoner, GM Chairman and CEO. "It features just the kind of technology innovation that our industry needs to respond to today’s and tomorrow’s energy and environmental challenges."

Form Follows Function

The design of the Chevrolet Volt production car has evolved from the original concept that was unveiled at the 2007 North American International Auto Show in Detroit.

Because aerodynamics plays a key role in maximizing driving range, GM designers have created an aerodynamically efficient design for the production vehicle. Many of the design cues from the concept vehicle endure in the production Chevrolet Volt, including the closed front grille, athletic stance, rear design graphics, outside rearview mirrors and more. The Chevrolet Volt’s rounded and flush front fascia, tapered corners and grille are functional, enabling air to move easily around the car. At the rear, sharp edges and a carefully designed spoiler allow the air to flow off and away quickly. An aggressive rake on the windshield and rear screen help reduce turbulence and drag.

Working closely with GM aerodynamicists to shape the Chevrolet Volt, design and engineering teams have developed one of the most aerodynamic vehicles in GM’s history. They spent hundreds of hours with the Chevrolet Volt in GM’s wind tunnel, testing and re-testing parts such as the front and rear quarter panels, rear spoiler, side sills and side mirrors. Aerodynamic improvements enabled GM to reach the Volt’s target of driving up to 60 km (MVEG cycle) without using gasoline or producing emissions.

Inside, the Chevrolet Volt offers the space, comfort, convenience and safety features that customers expect in a four-passenger sedan, and it delivers them in a variety of interior color, lighting and trim options unlike any offered before on a Chevrolet sedan. Modern controls and attractive materials, two informational displays, and a touch-sensitive infotainment center with integrated shifter distinguish the Volt’s interior from other vehicles on the market.

New Era in Automotive Transportation

The Chevrolet Volt heralds a new era in the electrification of the automobile by creating a new class of vehicle known as the Extended-Range Electric Vehicle, or E-REV.

The Volt uses electricity to move the wheels at all times and speeds. For trips up to 60 km, the Chevrolet Volt is powered only by electricity stored in its 16-kWh, lithium-ion battery. When the battery’s energy is depleted, a gasoline/E85-powered engine generator seamlessly provides electricity to power the Volt’s electric drive unit while simultaneously sustaining the charge of the battery. This mode of operation extends the range of the Volt for several hundred additional kilometers, until the vehicle’s battery can be charged. Unlike a conventional battery-electric vehicle, the Volt eliminates "range anxiety," giving the confidence and peace of mind that the driver will not be stranded by a depleted battery.

The Chevrolet Volt can be plugged into a standard household 230v outlet for charging. The vehicle’s intelligent charging technology enables the Volt’s battery to be charged in less than three hours. Charge times are reduced if the battery has not been fully depleted. GM estimates that it will cost less than one euro at night for a full charge that will deliver up to 60 km of electric driving.

Charged Up for Performance

On the road, the Chevrolet Volt offers spirited driving performance in a remarkably quiet interior. More than 220 lithium-ion cells contained within the Volt’s battery pack provide ample power. The Volt’s electric drive unit delivers the equivalent of 150 hp/110 kW, 370 Nm of instant torque, and a top speed of 161 km/h. The lack of engine noise, combined with special sound-deadening materials, makes the Chevrolet Volt an extremely quiet vehicle to drive.

GM estimates that the Chevrolet Volt will cost about two euro cents per km to drive while under battery power, compared to 12 euro cents per km using gasoline priced at €1.50 per liter. For an average driver who drives 60 km per day (or 22,000 km per year), this amounts to cost savings of €2,200 annually. Using night-time electricity rates, GM estimates that an electrically driven kilometer in a Volt will be about one-sixth of the cost of a conventional gasoline-powered vehicle.

The Chevrolet Volt is expected to be built at GM’s Detroit-Hamtramck manufacturing facility, subject to GM successfully negotiating satisfactory government incentives. Production is scheduled to begin late 2010 for models in the United States. Pricing has not been announced.

Chevrolet Volt: What is an E-REV?

The 2011 Chevrolet Volt is a front-wheel-drive, four-passenger Extended-Range Electric Vehicle (E-REV) that uses electricity as its primary power source and gasoline as its secondary power source to propel the vehicle.

An E-REV like the Chevrolet Volt represents a significant departure from conventional hybrids. In a E-REV, the wheels are turned by an electric drive unit, whereas in conventional hybrids the wheels are turned by an electric motor, a gasoline engine, or both. For short trips, E-REVs will run on battery power alone.

For longer trips, additional electricity can be supplied by an internal combustion engine or a fuel cell. The battery and propulsion systems are sized so that when sufficient energy is available from the battery, the engine (or fuel cell) is not required for operation. During this electric only phase of driving, the battery, motor, and power electronics are designed to deliver full performance, acceleration, top speed, hill climbing on electric power alone.

How Chevrolet Volt Works

Energy is stored on board in a 16-kWh, "T"-shaped lithium-ion battery pack. The battery pack powers the electric drive unit, which is capable of meeting full vehicle speed and acceleration performance while driving the car electrically for up to 60 kilometers (based on MVEG city cycle) without using a drop of gas. For longer trips, the Chevrolet Volt’s on-board range-extending engine is used to drive an electric generator when the battery’s energy has been depleted. The range extender, which can be powered by gas/E85 Ethanol, is able to generate additional electricity to power the car for hundreds of miles.
 

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Fisker Automotive, Inc., the new American manufacturer of premium green automobiles, unveiled its first production car - the 2010 Fisker Karma - at the 2009 North American International Auto Show (NAIAS) in Detroit. With a starting price of $87,900 ($80,400 after US government tax credits), 1,000 orders for the 100 mile-per-gallon luxury plug-in hybrid have been received since the prototype debuted at the 2008 NAIAS. Fisker Karma deliveries are scheduled to begin in the fourth quarter of 2009 through the Fisker Automotive Retail network.

The four-door, four-seat Fisker Karma fuses the traditional and timeless styling of veteran auto designer and Fisker Automotive CEO Henrik Fisker, with Quantum Technologies’ clean Q-DRIVE® plug-in hybrid powertrain to become the world’s first luxury plug-in hybrid car.

Q-DRIVE^®: Powerful Technology

Exclusive to Fisker Automotive, Q-DRIVE® provides the best combination of power, efficiency and low emissions. The system is comprised of two 201hp electric motors powered by an advanced lithium-ion technology battery pack. A generator attached to a 260hp turbocharged 2.0-liter Ecotec® direct injection (D1) gasoline engine provides extended range capabilities.

"More than 60 percent of America’s 200 million drivers travel less than 50 miles per day. With Q-DRIVE®, the Fisker Karma can do that without using a drop of gas. This proprietary powertrain will provide a base for all future model derivatives from Fisker Automotive." said Alan Niedzwiecki, CEO Quantum Technologies.

Q-DRIVE^® features two operating modes: Stealth Mode and Sport Mode. In electric-only Stealth Mode, drivers can travel emission free for up to 50 miles on a full charge from any 110-, 220- or 240-volt electric outlet. A total range of up to 300 miles is estimated in Sport Mode, which utilizes the efficient Ecotec® gasoline engine to turn a generator that powers two electric motors on the rear differential. A fully charged Fisker Karma can achieve an annual average of more than 100 miles per gallon.

With a top speed of 125 mph and a 0-60 mph time of 5.8 seconds, the Fisker Karma is the world’s first true premium plug-in hybrid sports sedan. The Karma’s low center of gravity and performance oriented, A-arm suspension system offer a world class driving experience. Tall, wide tires deliver immense lateral grip while electrohydaulic disc brakes provide effortless stopping power.

Luxury And Style

Fisker Karma’s exterior design features the continual flow of sculpture and dramatic proportion that is signature Fisker style. A low, wide stance and raised front fenders offer the driver a unique view of the car’s design. Modest changes from the original Fisker Karma prototype include an enhanced upper grill and an enlarged lower intake for improved airflow. A new aerodynamic diffuser under the rear bumper helps cool the electric drivetrain. Instantly recognizable, the Fisker Karma also benefits from having the world’s largest continuously formed glass solar panel roof on a car - an industry first and a standard feature on all Fisker Karma sedans.

"From initial concept to final production, it is important for Fisker to maintain a singular design language and to keep the integrity of the original design, inside and out. Extreme proportions, beautiful sculpture and earth-friendly materials are key elements that set the Fisker Karma apart," said Fisker Automotive, Inc. CEO Henrik Fisker. "An inspiring drive is also an important and crucial element. Our hope is that the Fisker Karma will create a new segment of eco-friendly transportation and will become the most desirable plug-in hybrid sports sedan available."

A desirable car of any kind requires an inviting cockpit. Fisker’s interior design team focused on sustainable design held accountable to the environment. Inspiration from nature’s timeless beauty and the quality of classic design composition provided immense inspiration. Fisker Karma’s Sustainable and Accountable Design is reflected in the use of reusable materials enhanced with modern technology. For example, wood trim is sourced from non-living trees: ‘Fallen Trees’ that have succumbed to age; ‘Rescued Trees’ burned in forest fires; and ‘Sunken Trees’ lying in American lake bottoms.

Fisker Karma’s instrumentation and controls focus on ease of use. Embedded in the layered EcoGlass™ center console is a 10.2-inch touch sensitive screen controlling HVAC, audio and other vehicle systems. LCD gauges behind the steering wheel provide display critical information like battery charge and vehicle speed.

"The Fisker Karma’s material philosophy balances sensuality and accountability," said Fisker. "We have gone to great lengths to use only environmentally conscious, classic automotive materials that support a commitment to our eco initiatives. At Fisker Automotive we are trying to inspire change for the better."

Fisker Karma buyers will choose from three trim levels: EcoBase™, EcoSport™ and EcoChic™. The most advanced sustainable material series, EcoChic™, is based on an animal-free approach that still offers a luxurious environment. Leather is replaced by 100% Bamboo Viscose, a soft hand textile, while EcoGlass™ trim frames authentic fossilized leaves. Karma’s EcoSport™ series incorporates hand-wrapped premium leather using a 100% sustainable manufacturing strategy, which minimizes the number of hides required and highlights natural markings.

Karma Production And Delivery

To meet production goals, Fisker turned to specialty builder Valmet Automotive in Finland. Delivery of the more than 1,000 pre-ordered Karmas will begin this year. To commemorate initial production, the first 99 examples will be trimmed to match both interior and exterior specifications of the Fisker Karma prototype originally showcased at the 2008 NAIAS. Each will feature a personalized plaque with a designated car number and signature from Henrik Fisker

Also at the heart of defining the future is Fisker’s retail network. A selective process to support initial deliveries is underway and interest from established dealers is high. Customers can expect a high level of service from retail partners that share their environmental and energy values. 

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The four-passenger Converj concept is intended to show how GM’s revolutionary electric propulsion technology – called Voltec – can power a luxury coupe with a typically Cadillac "no compromises" design. The technology enables up to 40 miles of gas- and emissions-free electric driving with extended-range capability of hundreds of miles.

Bob Lutz, GM’s vice chairman of Global Product Development, said the Converj concept has production substance. "It’s a logical extension of our plan to reinvent the automobile," he said. "It clearly shows what a Cadillac electric vehicle could look like, and clearly indicates that global luxury customers can have a car that has both strong design and electric propulsion with a total range of hundreds of anxiety-free miles."

Cadillac’s extended-range electric vehicle (E-REV) concept has a new body style that is an evolution of the brand’s traditional Art and Science design theme. An aggressive, forward-leaning arc profile is the foundation for the sporting stance. And more than a Cadillac in form, Converj is also intended to be a Cadillac in substance, with the premium materials, technology and driving dynamics that are hallmarks of the brand.

Voltec – innovative propulsion technology

The Cadillac Converj’s Voltec electric propulsion system is made up of a 16-kWh, T-shaped battery, an electric drive unit, and a four-cylinder engine-generator. It uses electricity as its primary source to drive the car.

A thermally managed battery pack contains more than 220 lithium-ion cells that provide the primary power to drive the Converj electrically up to 40 miles without using fuel or producing tailpipe emissions. The battery is integrated into the Converj’s chassis and stores electricity from the grid when the vehicle is plugged in. It takes less than three hours to recharge the battery at 240V, or about eight hours from a 120V outlet.

When the battery’s energy is low, the Converj seamlessly switches to extended-range mode. During this secondary level of operation, electricity needed to power the vehicle is created on-board by a flex-fuel-powered engine that operates much like a home generator to create electricity. The engine-generator ensures a constant supply of power for hundreds of miles until the car is refueled or plugged in to recharge the battery. This extended-range mode eliminates the range anxiety that comes with driving pure electric vehicles that offer no backup power when the battery charge is low.

Whether in electric or extended-range mode, the Converj is propelled all the time by an electric drive unit. It converts electrical energy from the battery or the engine-generator into mechanical energy to drive the front wheels. It also delivers 273 lb.-ft. (370 Nm) of instant torque, for a quick launch, and 120 kW of power. The top speed is 100 mph.

There is no compromise in vehicle performance in either mode of operation. To enhance the ride feel, the Converj also features GM’s Magnetic Ride Control; and for even greater efficiency, energy during braking is captured and stored in the battery.

Pure Cadillac design

There’s no mistaking the Converj for anything but a Cadillac, according to Lutz. "An aggressive, forward-leaning profile hints at a new, progressive theme and proportion in Cadillac’s design evolution," he says. "The new proportion showcases a uniquely shaped, modern vision of a personal luxury 2+2."

The overall shape is reinforced by a prominent, sweeping body line with large, 21-inch (front) and 22-inch (rear) wheels pushed to the edges of the body. The Converj exterior is painted a dark silver tri-coat that GM designers dubbed "Reaction."

An all-glass roof incorporates solar panels that help offset power drain from the vehicle’s accessories. Additionally, several aerodynamic and design efficiencies were incorporated to enhance the driving range, including:

• A full under-vehicle cover (belly pan).
• Minimal grille openings that reduce drag at the front of the vehicle.
• Low-profile rearview cameras replace conventional outside mirrors to reduce drag.
• Wheels are shaped to push air outward for smoother body side airflow.

The Converj also incorporates vertical headlamp and taillamp elements, with light pipe technology.

"Vertical lamps are Cadillac signatures and the Converj builds on the brand’s light pipe technology with bolder light emitting diode (LED) and high-intensity discharge elements front and rear," said Clay Dean, global design director for Cadillac. "There is also a unique daylight light "spear" at the top of the headlamps."

Luxury meets technology inside

The Converj’s interior has advanced features and luxurious appointments blending efficiency and environmental consciousness. The 2+2 configuration is trimmed in contrasting Winter White synthetic suede – including the top of the instrument panel – and Midnight Black leather, with polished aluminum and wood grain accents. Renewable materials are used throughout such as wool-blend carpeting, a headliner made from silk, suede made from post-industrial content and more.

A technologically advanced driver center increases efficiency and reduces the draw on the battery. Features include:

• New, organic light-emitting diode technology used on reconfigurable instrument cluster.
• Touch-screen navigation, climate, center-stack controls and audio systems.
• Adjustable, overhead white ambient lighting.
• Unique "power on" sequence featuring blue-lit console graphics Screen displays for features including regenerative braking, battery charge level and power output No inside rearview or outside mirrors; cameras provide surrounding images on a screen placed high on the instrument panel for a full, panoramic view Push-button ignition and power-folding front seats.

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For most of this decade, Toyota’s 46-mpg Prius has enjoyed a virtual monopoly in the extreme fuel-miser segment. Only Honda’s 42-mpg Civic Hybrid comes close, and its sales have been hampered by lethargic acceleration and a not-hybrid-looking-enough sedan body design. Enter the four-door 2010 Honda Insight, which takes dead aim at Toyota’s green machine by offering comparable fuel economy and a look-alike hatchback layout at a considerably lower price. Of course, those with a longer memory might recall the first-generation Honda Insight, too, but its futuristic look was too impractical for most people despite stellar fuel efficiency. Not so version 2.0.

Under the new Insight’s hood is Honda’s familiar Integrated Motor Assist (IMA) hybrid system. IMA starts with a 1.3-liter four-cylinder gasoline engine that produces 88 horsepower and 88 pound-feet of torque, and it adds an electric motor that generates another 13 hp and 58 lb-ft, enough to propel the Insight up to 30 mph without the gas engine’s help. A nickel-metal hydride battery pack keeps the electric motor whirring, and the electric motor returns the favor via regenerative braking, becoming a battery-charging generator when the brakes are activated. Notably, the gas engine’s crankshaft never stops spinning, even when the Insight is operating solely on electric power, so there’s no unseemly coughing or rumbling as the gas engine comes online.

In addition to seamless and adequately perky performance, the payoff is an EPA-estimated 40 mpg city/43 highway and 41 combined, according to Honda. That’s a bit off the Toyota’s pace, but the deficit shouldn’t be a significant factor for most buyers. Over the course of a 15,000-mile year of driving, the Insight will run you an extra 40 gallons of gas, which accounts for a tiny fraction of the money you’ll save by choosing the Insight in the first place. With a starting price in the high teens, the Insight handily undercuts its crosstown rival’s $22,000 base price, not to mention the Civic Hybrid’s $23,550 cost of entry. In fact, the loaded Insight EX with the navigation system won’t cost too much more than a bare-bones Prius.

The Insight has two significant warts: Its backseat is considerably tighter than the Toyota’s family-sedan-grade rear quarters, and there’s plenty of Honda’s trademark road noise at higher speeds. On the flip side, though, it has sensible gauges and a superior driving position. Given its impressive talents and attractive price, it’s hard to fault the 2010 Honda Insight. Until the next Prius arrives, at least, the Insight is the new ruler of the hybrid-hatchback roost.

Body Styles, Trim Levels, and Options

The 2010 Honda Insight is a four-door hatchback available in base LX and uplevel EX trims. The LX comes standard with 15-inch steel wheels, full power accessories, automatic climate control, a tilt/telescoping steering column, a height-adjustable driver seat and a four-speaker CD audio system with an auxiliary audio jack. The EX adds alloy wheels, side-mirror-mounted turn signal indicators, stability control, cruise control, variable intermittent wipers, steering-wheel-mounted paddle shifters and a six-speaker audio system with a USB port and a fully integrated iPod connection. The lone option is a navigation system (EX only) that includes voice-activated controls and Bluetooth connectivity

Powertrains and Performance

The 2010 Honda Insight’s hybrid system consists of a 1.3-liter four-cylinder gasoline engine and an electric motor paired with a nickel-metal hydride battery pack. The gas engine is good for 88 hp and 88 lb-ft of torque, while the electric motor chips in 13 hp and 58 lb-ft. Due to varying power peaks, the maximum combined output is 98 hp and 123 lb-ft of torque. At our test track, the Insight zipped from zero to 60 mph in 10.9 seconds — a few tenths slower than the Prius, but a substantial 2.6 seconds quicker than the Civic Hybrid.

According to Honda, EPA fuel economy ratings are 40 mpg city/43 highway and 41 combined.

Safety

All Insights come standard with antilock brakes (front disc/rear drum), front-seat side airbags and side curtain airbags. However, the base Insight LX lacks stability control and traction control, which come standard on the EX.

Interior Design and Special Features

Inside, the 2010 Honda Insight is a distinctive mix of familiar Honda design elements and edgy hybrid-themed flourishes. Taller drivers will appreciate the telescoping steering column, while shorter ones will enjoy the height-adjustable driver seat. Most major controls are intuitive in operation, including the standard automatic climate control system — a nice perk at this price. Thankfully, the gauges are mounted directly forward of the steering wheel, as opposed to the Prius’ wonky center-mounted readout.

Charmingly or annoyingly, depending on your disposition, the background color of the Civic-style digital speedometer switches from blue to green when you’re being judicious with your right foot. An "ECON" button to the left of the steering wheel makes the powertrain even more efficient, albeit at a tangible cost in straight-line performance. Unfortunately, the rear quarters are uncomfortably tight for adults. Toyota’s roomy hybrid still trumps the Insight in this regard. The convenient hatchback lifts up to reveal 15.4 cubic feet of luggage space — 31.5 cubes with the 60/40-split rear seats folded down.

Driving Impressions

The words "hybrid" and "sporty" remain mutually exclusive at this modest price point, but the 2010 Honda Insight is by far the most enjoyable hybrid hatchback to drive. The ride is firm, the steering is relatively responsive and the crankshaft’s constant rotation makes for seamless transitions between electric-only and full hybrid power. Braking, too, feels refreshingly normal relative to the wonky regenerative systems found in some other hybrids. No one would call the Insight quick, but its acceleration should prove adequate for shoppers in this segment. On the downside, there’s bothersome road noise at highway speeds, and the gas engine gets buzzy under heavy acceleration.

Pros:

Affordable price, excellent fuel economy, seamless hybrid powertrain, pleasant driving experience.

Cons:

Tight backseat, invasive road noise.

MSRP: $19,800

Fuel Economy: 41 mpg

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Honda says its FCX Clarity is the first fuel-cell powered vehicle to be offered to the general public in the United States.

Two hundred examples of the FCX have been produced, and offered through three California Honda dealerships. The vehicle is available only via a 36-month lease for $600 per month, and only in the Torrance, Santa Monica and Irvine, California areas - chosen for their proximity to hydrogen refueling stations. Reviewers say the Clarity offers a driving experience similar to that of the Honda Accord, with a beautiful design made possible only by its unique fuel-cell drivetrain.

Drivers who lease one of the first 200 vehicles must also accept range limitations - Honda limits where the vehicle can be driven because of the limited availability of hydrogen fuel and qualified dealer support. Lessees will not have the option to purchase the vehicle after the lease term expires.

Honda says the FCX Clarity could be put into mass-production within a few years if a hydrogen infrastructure were built to make it practical. Reviewers generally say it already feels like a production car, with a driving experience close to that of the midsize Accord.

The FCX uses an electric motor, powered by the energy produced by a hydrogen fuel-cell stack. The fuel cell combines hydrogen, which is stored in a fuel tank much like gasoline, with oxygen from ambient air to generate electricity. This reaction produces only water vapor, making the Clarity a zero-emissions vehicle. It also functions like a hybrid vehicle, capturing energy through regenerative brakes, which is then stored in a lithium-ion battery pack for use by the motor.

The car’s design is utterly unique. The fuel cell stack, lithium-ion battery and electric motor are distributed through the center of the chassis, with no need for an engine in front or a transmission down the center of the car. This allows for an expansive passenger cabin and a view of the road not possible in more conventional cars. Many reviewers find the look beautiful.

In fact, reviewers find little to criticize in the Clarity. Those who have something negative to say generally express concerns about hydrogen as a fuel source since it is often still produced from fossil fuels, and is rare and expensive. Few have anything negative to say about Honda’s fuel cell car itself.
 

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Imagine a fuel-efficient car that can play cat-and-mouse with full-fledged sports cars on a tight, twisty road. A car that’s peppy, space-efficient, uniquely styled and even somewhat practical. You might be tempted to say, "Keep dreaming." If so, you haven’t met the 2009 Mini Cooper Clubman.

Ever since its American rebirth seven years ago, the Mini Cooper has been to driving enthusiasts what Lindt truffles are to chocoholics. On a curvy road, few cars are as entertaining and playful as a Mini Cooper, particularly at its relatively attainable price point. The only problem is that the regular Cooper is simply too mini for many people, thanks to its cramped backseat and limited cargo capacity. These demerits are deal breakers for those who need to tote more than their significant other and some take-out from the local Chinese restaurant.

Mini addressed this issue last year with the debut of the Mini Cooper Clubman, a stretched version of its jovial little runabout. In addition to nearly 10 extra inches of overall length, which increases rear legroom by a useful 2.5 inches, the Clubman sports a rear-hinged third door on the passenger side to allow easier access to the rear compartment. There are also a larger cargo area and, instead of the regular Cooper’s liftgate, a pair of vertically split rear doors like you’d find on a cargo van. Nonetheless, the Clubman retains all the inherent goodness of the standard Mini, including quick steering, nimble handling, peppy performance and impressive fuel mileage.

For 2009, the big news is the debut of the John Cooper Works model, which appeared for a short period of time in the previous-generation Mini Cooper lineup. Essentially a hopped-up version of the turbocharged Cooper S Clubman, the "JCW" Clubman features a 208-horsepower engine, dual exhaust outlets, 17-inch wheels, Brembo brakes and a few visual tweaks.

No matter what trim level you’re looking at, the Clubman still competes with the same batch of compact hatchbacks as the regular Cooper. In fact, its increased cargo and backseat space mean it’s even easier to cross-shop against hatchbacks like the Saturn Astra, VW GTI and Volvo C30. Certainly, the 2009 Mini Cooper Clubman isn’t perfect. The interior controls are confusing, the backseat may be tight for adults, it can ride harshly and it gets surprisingly expensive when a lot of options are chosen. Yet nothing can match the personality that oozes from all Minis, and even if the Clubman’s quirks occasionally work against it, they’re part of a car that’s like nothing else on the road.

Body Styles, Trim Levels, and Options

The 2009 Mini Cooper Clubman is a four-seat, two-door hatchback with a passenger-side reverse-opening rear door. In place of the regular Cooper’s liftgate is a pair of outward-swinging doors. There are three trim levels available: base Cooper, sportier Cooper S and highest-performing John Cooper Works.

The base Cooper comes standard with 15-inch alloy wheels, full power accessories, air-conditioning, leatherette upholstery, multicolor mood lighting, a tilt and telescoping leather-wrapped steering wheel, a trip computer and a six-speaker stereo with a CD player and an auxiliary audio jack. The Cooper S adds a more powerful engine, 16-inch wheels with run-flat tires, firmer suspension tuning and sport seats. Step up to the John Cooper Works edition and you’ll get even more power, dual exhausts, 17-inch wheels, Brembo brakes and a sophisticated limited-slip differential that Mini calls "electronic differential lock control."

Mini is one of the few non-exotic brands that allows its customers extensive customization options. Depending on the trim level, these choices include different wheel designs, body styling tweaks including a roof spoiler, roof rails, a sport-tuned suspension, a limited-slip differential, a dual-pane sunroof, xenon headlights, cruise control and rear parking assist. Interior options include automatic climate control, leather upholstery, multiple color schemes and trim options, heated front seats, a multifunction steering wheel, Bluetooth, keyless ignition, a navigation system, HD radio, satellite radio, iPod connectivity and an upgraded 10-speaker sound system.

Powertrains and Performance

The base Cooper Clubman is powered by a 1.6-liter inline-4 that produces 118 hp and 114 pound-feet of torque. The Cooper S raises the bar considerably, packing a turbocharged version of the base Cooper’s four-cylinder that generates a robust 172 hp and 177 lb-ft of torque (192 lb-ft at full throttle, thanks to an "overboost" function). The John Cooper Works packs 208 hp and 192 lb-ft of torque (207 lb-ft with overboost). The regular Cooper and the Cooper S come standard with a six-speed manual transmission, while a six-speed automatic with manual shift control is optional. The JCW can only be had with the six-speed manual

With the manual transmission, the base Clubman achieves 28 mpg city/37 mpg highway and 32 mpg combined. The S and the John Cooper Works versions are rated at 26/34/29 mpg. Opting for the automatic hurts the base and S versions’ mileage by 3 combined mpg, according to the EPA.

Safety

The 2009 Mini Cooper Clubman comes standard with antilock disc brakes, front-seat side airbags, full-length side curtain airbags and stability control.

Interior Design and Special Features

The Mini Clubman’s biggest advantage over the standard Cooper is rear-seat legroom — as in, it actually has some. If you’ve ever ridden in the backseat of a regular Mini, you know what we mean. The Clubman’s passenger-side access door also makes climbing in and out of the backseat a much easier proposition. It’s still pretty cozy back there, however, particularly for larger-than-average adults. Swing open the twin rear doors and you’ll find a cargo area more than 50 percent larger than the regular Cooper’s, although with only 9.2 cubic feet of capacity behind the rear seatback, it’s not exactly cavernous. Flip the rear seats down, however, and the cargo bay expands to a useful 32.8 cubes.

Just like the regular Cooper, the Clubman features a snazzy, retro-inspired control setup that unfortunately works poorly in practice. The audio controls are bunched confusingly below the huge center speedometer, and both manual and automatic climate controls are poorly designed.

Driving Impressions

The 2009 Mini Cooper Clubman may be longer than the regular Mini, but it retains the phenomenally fun driving experience associated with its smaller brethren. Responses to driver inputs are cat-quick, and the Cooper Clubman delivers lots of feedback through the steering wheel, driver seat and pedals. The electric power steering makes turning at slow speeds less of an arm workout, while hitting the Sport button — standard on all Clubmans — weights up the steering to match the last-generation Cooper’s stiff, go-kart feel. One downside is a somewhat stiff ride quality, particularly on the John Cooper Works model and the Cooper S with the optional sport-tuned suspension.

In terms of power, the base Cooper’s engine is surprisingly zesty. Drivers will have to row gears fairly frequently (or toggle the paddle shifters with the automatic), but generally, the base engine provides more than enough power for most buyers. That said, the turbocharged Cooper S and John Cooper Works versions are superb, providing a satisfying swell of low-end power whenever the driver dips into the accelerator. With so much power routed to the front wheels, though, torque steer can yank the tires to-and-fro when you really gun it. No matter which Clubman you choose, prepare to have fun.

Pros:

Retro British style with modern BMW engineering, immensely fun to drive, roomier than the regular Cooper, excellent fuel economy, highly customizable.

Cons:

Form-over-function interior controls, backseat legroom and cargo space still aren’t great, suspension may be too stiff for some, noisy on the highway, potentially high price. 

MSRP: $19,900

Fuel Economy: 32 mpg

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As the diminutive Smart Fortwo enters its second year stateside, it benefits from being in the right place at the right time. Capitalizing on instabilities in the economy and fluctuating fuel prices, the Smart has enjoyed a successful introduction into the American market. While initially the Smart may have been thought of more as a novelty, its solid sales and growing, cultlike following suggest the Smart is here to stay.

For one thing, many people find the Smart car adorably cute. The charming exterior is unlike anything on the road, defying most preconceptions. With its golf-cartlike proportions, people often expect it to be as roomy as a straitjacket, suitable for city driving only and as safe as a soapbox racer. On the contrary, the Smart has enough room to comfortably seat tall adults, is highway legal and protects occupants surprisingly well in crashes.

Unfortunately, the 2009 Smart Fortwo is beset by a host of other problems. Power output is OK when pulling away from traffic lights, but the rear-mounted engine quickly loses steam as the revs rise, and its fuel economy isn’t that much better than what you’d get from many other larger and more practical vehicles. Meanwhile, its narrow track combined with a tall profile serves to blow the Smart about like a tumbleweed in gusty conditions, and the automated manual transmission is slow and produces herky-jerky shifts between gears. This is not only irritating on the move, but it can make parking in tight spaces difficult — an area the tiny Smart should obviously excel at.

We’ve had a 2008 Fortwo in our long-term test fleet. Our staff’s opinion about it has varied from "I never want to drive it again" to "Yeah, I actually kind of like driving it." But even those who like it admit that the Smart car is poorly executed. Subcompact choices like the Honda Fit or Toyota Yaris offer more room and practicality, while the Mini Cooper is vastly more entertaining and higher in quality. But we understand rationality isn’t everything when it comes to car purchases. For those who rarely leave their city’s confines, desire a car with an eco-friendly image and don’t mind putting up with the vehicle’s many faults, the stylish Smart Fortwo is a respectable choice.

Body Styles, Trim Levels, and Options

The 2009 Smart Fortwo is a two-seat subcompact available as either a hatchback coupe or convertible (cabriolet). These cars are available in three different trim levels: Pure (coupe only), Passion and the new, higher-performing Brabus limited edition. The Pure model comes standard with 15-inch steel wheels, keyless entry, a two-spoke leather steering wheel and an electric rear window defroster. Options include power steering, air-conditioning, a radio, power windows and alloy wheels. The Passion model includes the Pure features and options, plus a panoramic glass roof, a sport steering wheel with shift paddles, power heated side mirrors and a CD player. The Passion Cabriolet adds an upgraded stereo with an MP3-compatible in-dash six-CD changer, along with a manually operated canvas roof. Passion options include partial leather upholstery and additional gauges.

Coming out later in the year is the new limited-edition Brabus model. Developed by the renowned German tuning firm of the same name, the Brabus edition includes sporty 15-inch alloy wheels in front with 17-inch wheels in the rear, added aerodynamic side skirts, front and rear spoilers, fender flairs, halogen projector headlights, foglights, Brabus exterior and interior badging, a stiffer and lower sport suspension, a sport-tuned exhaust system, heated leather seats and ambient lighting.

Powertrains and Performance

The 2009 Smart Fortwo is powered by a rear-mounted 1.0-liter three-cylinder engine that squeezes out 71 horsepower and 68 pound-feet of torque. Oddly enough, it requires premium fuel. Power is sent to the rear wheels through a five-speed automated manual transmission that can be driven as a typical automatic or with manual shift control via a console-mounted stick or column-mounted paddles on the Passion models.

In testing, we accelerated the Smart Fortwo to 60 mph in an unhurried 14.1 seconds on the way to its 90-mph top speed. Though its fuel capacity is only 8.7 gallons, the range is acceptable, considering its EPA-estimated fuel economy of 33 mpg city/41 mpg highway and 36 mpg in combined driving.

Safety

Since the 2009 Smart Fortwo is built by Mercedes-Benz, ample occupant protection would be expected, and the Smart delivers. Standard safety equipment includes side airbags, antilock brakes (front discs and rear drums), stability control and traction control. Despite its tiny size, the Smart car has performed well in crash testing. In government crash tests, the Smart was awarded four out of five stars for frontal crash protection of the driver and three stars for passenger protection. In side impacts, the Smart was awarded a perfect five out of five stars. The Insurance Institute for Highway Safety awarded the Smart its highest rating of "Good" for both frontal and side impact protection.

Interior Design and Special Features

Though the Fortwo’s cabin is on the snug side, it is still comfortable for two tall adults. Legroom is ample, with an extra 6 inches provided for the passenger seat, which also folds flat for added cargo space. The trunk offers 12 cubic feet of space when packed to the roof — blocking the rearward view. With the trunk loaded to the waistline, storage drops to 7 cubes.

The interior is simple but attractive, with a number of monochromatic and two-tone options available. The Passion trim level’s cloth upholstery is available in several vivid colors with whimsical patterns that breathe some life into the well-designed cabin. The base Pure model lacks these accents and is quite subdued and bare bones in comparison.

Driving Impressions

With its extraordinarily short wheelbase, one would expect the 2009 Smart Fortwo to feel like a shopping cart on the road. Surprisingly, the suspension manages to reduce everyday bumps and potholes to acceptable levels. Though it’s a bit harrowing among trucks on a flowing highway, high-speed stability is adequate. A decent crosswind or truck gust can easily upset that stability, however, tossing the boxy shape side to side in its lane. On city streets, the Fortwo is much more enjoyable to drive, and it could even be described as sporty. We have yet to drive the sharper Brabus edition, but we would expect it to add even more enjoyment.

The Smart’s transmission is its Achilles’ heel. Between the slow upshifts, the car lurches back and forth, especially between 1st and 2nd gears. This sort of rough shifting is unacceptable in any car at any price, making it a deal breaker for some. Drivers can work around this by shifting manually and lifting off the throttle momentarily (as you would with a traditional stick shift). But there’s no cure for the slow-to-engage automated clutch at low speeds, which prevents you from rolling forward as you normally would with an automatic when parallel parking. Instead, the Smart can suddenly dart forward more than you expect. Another drawback is the floor-mounted brake pedal, which is inconsistent in travel and mounted at an awkward angle relative to the driver’s foot.

Pros:

Fits in spaces others cannot, zippy around-town handling, surprisingly accommodating interior, high fuel economy, attention-getting style.

Cons:

Herky-jerky automanual transmission, expensive compared to larger subcompact cars, awkward floor-mounted brake pedal, ill-suited for highway travel.
 

MSRP: From $11,990

Fuel Economy: 36 mpg

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Chrysler has an alternative to premium sport-utility vehicles that come with premium prices: the 2009 Chrysler Aspen, which offers sophisticated styling, luxurious amenities, performance and capability – plus great value. And for the first time, a hybrid powertrain is available.

The 2009 Chrysler Aspen offers customers the kinds of features found in competitors costing thousands more, including the available uconnect gps, three-row seating, abundant standard safety features including Chrysler Group’s exclusive Trailer Sway Control, plus best-in-class cargo capacity and towing ability.

Compared with mid-size SUVs, Chrysler Aspen features more interior passenger space and cargo room, unmatched towing and hauling capability, and more fuel efficiency and maneuverability.

The 2009 Chrysler Aspen is offered in Limited trim and 4×2 or 4×4 configurations. Powertrain choices include a standard 4.7-liter V-8 engine producing 303 horsepower and 330 lb.-ft. of torque; and an available new 5.7-liter HEMI® V-8 engine featuring best-in-class 376 horsepower and Chrysler LLC’s fuel-saving Multi-displacement System (MDS) that seamlessly alternates between four- and eight-cylinder modes depending on power demand.

The new 2009 Chrysler Aspen HEMI Hybrid offers a blend of performance, utility, capability and vastly improved fuel economy, in a single package. Combined with fuel-saving MDS technology, the advanced, two-mode hybrid technology delivers an overall improvement of more than 25 percent in fuel economy and up to a 40 percent improvement in the city.

From its broad chromed grille, to its distinctive straked hood to the winged badge on its tailgate, Chrysler Aspen is bold and distinctive.

Chrysler wings flow seamlessly into the grille header and contain the gold seal of the brand, providing a proud and instantly recognizable design cue. Front and rear fenders, rear doors and rear-quarter panels feature clean, precise angles, creating a seamless profile. Individual chromed ‘Chrysler’ lettering adorns the bodyside on each of the front doors and the liftgate. Chromed accents on bodyside moldings, door handles, side mirrors, belt molding and roof rack, as well as available 20-inch chrome-clad aluminum wheels, add premium panache.

Offered in the Chrysler Aspen for the first time is Chrysler’s advanced, state-of-the-art two-mode full hybrid system, developed in partnership with General Motors, Mercedes-Benz and The BMW Group. It delivers a ‘two-mode’ full hybrid system by integrating proven automatic-transmission technology with a patented hybrid-electric drive system.

The two modes in the hybrid system result from low- and high-speed electric continuously variable transmission (ECVT) modes. During the two ECVT modes, the system uses electric motors for acceleration, improving fuel economy, or for regenerative braking to utilize energy that would normally be lost during braking or deceleration. The energy is stored in a 300-volt battery pack for later use. The system’s two modes are optimized for city and highway driving. In addition, there are four fixed gear ratios for high efficiency and power-handling capabilities.

The first mode is designed for low speeds and light loads. In this mode, the vehicle can operate in three ways: electric power only, engine power only, or any combination of electric and engine power.

In electric-only operation, the engine is shut off, with the vehicle moving under electric-only power at low speed. The result is a significant reduction in fuel consumption in heavy stop-and-go traffic.

The second mode is used primarily at highway speeds. In addition to electric assist, the second mode provides full power from the 5.7-liter HEMI V-8 when conditions demand it, such as when passing, pulling a trailer or climbing a steep grade.

A sophisticated controller determines when the vehicle should operate in the first or second mode. Input from the controller determines the necessary torque for driving conditions and sends a corresponding command to the engine and electric motors. The engine and electric motors transfer torque to a series of gears in the transmission, which multiply torque similar to a conventional automatic transmission in order to propel the vehicle. Unlike conventional continuously variable transmissions, however, the two-mode full hybrid’s electrically controlled system uses no mechanical belts or bands. Shifts between the two modes do not require engine speed changes, resulting in seamless accelerations.

A 300-volt battery pack provides electric power for the system, and is designed to fit in the vehicle without compromising passenger space. A rectifier located under the vehicle’s hood converts AC to DC in order to power conventional 12-volt accessories including interior lighting, climate control and the audio system. The Chrysler Aspen Hybrid’s 5.7-liter HEMI engine efficiently maintains the battery pack. The Chrysler Aspen Hybrid’s powertrain produces a total of 385 horsepower (287 kW) and 380 lb.-ft. (515 N•m) of torque.

The 2009 Chrysler Aspen’s standard powertrain with the E Package is the 4.7-liter V-8 offering better fuel economy, power and torque than previous 4.7-liter engines, while at the same time delivering improvements in refinement. The 4.7-liter V-8 incorporates two spark plugs per cylinder (the only Chrysler engine to do so other than the 5.7-liter HEMI), increased compression ratio, improved cylinder-head port flow and a new combustion system. The result is 303 horsepower (226 kW) and 330 lb.-ft. (447 N•m) of torque.

The 4.7-liter V-8 is remarkably refined as a result of a quiet and efficient induction system, a lightweight piston/rod assembly and low accessory drive noise through lower accessory drive speed. The 4.7-liter V-8 is equipped with Electronic Throttle Control, which provides engine torque control while compensating for changes in engine load caused by the air conditioning compressor, alternator and power-steering pump.

The 4.7-liter powerplant is also E85 compatible, earning the flexible-fuel vehicle (FFV) designation that provides customers the option of operating their Chrysler Aspen on ethanol, gasoline or a mixture of the two.

Standard on the 2009 Chrysler Aspen with the J Package is the new 5.7-liter HEMI V-8 engine, featuring Chrysler’s fuel-saving MDS technology, provides best-in-class 376 horsepower (280 kW) and 401 lb.-ft. (544 N•m) of torque. Without compromising performance, the 2009 Chrysler Aspen’s HEMI V-8 engine seamlessly alternates between four-cylinder mode when less power is needed and V-8 mode when more power is in demand.

The 2009 Chrysler Aspen provides best-in-class horsepower and torque with the towing and hauling capability of a large SUV and the fuel efficiency of smaller full-size SUVs.

Both the 4.7-liter and 5.7-liter V-8 engines are offered with a five-speed automatic transmission.

The 2009 Chrysler Aspen rides on a torsionally stiff, hydroformed frame and independent front suspension with rack-and-pinion steering, providing a smooth and quiet ride and precise handling. Suspension and steering are tuned to deliver superior ride and steering.

In the rear is a unique suspension setup with coil springs and a solid rear axle that delivers durability, substantial payload capability and best-in-class towing ability. A Watt’s linkage system is fitted to the rear axle, centering the axle and reducing rear-end skate over rough surfaces. The rear suspension supports a Gross Vehicle Weight Rating (GVWR) of 6,650 lbs. and towing capacity of 8,900 lbs. The 2009 Chrysler Aspen HEMI Hybrid is capable of towing 6,000 lbs.

All-wheel-drive models of the 2009 Chrysler Aspen are available with a choice of two transfer cases. A single-speed transfer case is standard with AWD models that feature the 4.7-liter V-8 engine. A two-speed transfer case is standard with AWD models that feature the 5.7-liter HEMI V-8 engine. Chrysler Aspen’s two-speed transfer case features AWD electronically shifted into either ‘high’ or ‘low’ operating modes. Both transfer cases feature a 48-52 torque split between front and rear axles when AWD mode is selected.

Interior appointments are notable for a long list of standard features, including wood-accented door panels and instrument-panel center stack, air conditioning, overhead console with HomeLink Universal Home Security System Transceiver and Electronic Vehicle Information Center (EVIC), front and rear aimable LED lamps, uconnect gps, floor console with rear power accessory outlet, and 60/40 third-row bench seat.

Seating options include leather-trimmed bucket seats, eight-way power driver’s seat with memory, heated front- and second-row seats, and either bucket or fold-and-tumble second-row seats.

Pros:

Powerful V8 engines, generous towing and cargo capacities, simple interior controls, high-tech features, hybrid model’s enhanced fuel economy and power.

Cons:

Poor gas mileage of regular models, cramped second-row legroom, rough ride, numb steering, subpar interior quality, hybrid sticker shock.
 

MSRP: $44,700

Fuel Economy: 19 MPG

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When it debuted four years ago, the Lexus RX 400h answered what many thought was an obvious question: Why doesn’t someone make a midsize hybrid SUV? Better yet, how about a luxury-branded midsize hybrid SUV? That first RX hybrid offered the typical Lexus attributes of luxury, a smooth and quiet ride and top-notch build quality. It also provided strong performance along with fuel mileage ratings in the mid-20s. The 2010 Lexus RX 450h represents the next generation of this successful offering.

Among the changes made for 2010 are more power along with slightly better fuel efficiency. The RX 450h produces a maximum output of 295 horsepower, 27 more ponies than before, while the fuel numbers go up a couple of mpg. The hybrid version also shares the same changes made to all 2010 RX models, including an increase in width (though other dimensions remain essentially unchanged), a beefier structure to promote greater crashworthiness, bigger wheels and brakes, more airbags (now at 10 total), a keyless ignition system and a new computer mouselike multifunction controller for the optional navigation system.

Unfortunately, another change for the 450h is a weight gain of more than 400 pounds. However, it seems to have little effect on the RX 450h’s dynamics, as performance is still strong and handling feels sharper than before, thanks to revised steering and suspension systems. As before, the hybrid can function in gas-engine-only, electric-only or combination modes depending on conditions. During light acceleration or when coasting, the 450h saves fuel by running solely on battery power. When full power is called for, the 450h offers acceleration similar to that of some V8-powered rivals while achieving the best fuel economy in the midsize luxury SUV class.

Of course, none of this comes cheap. A typically equipped 2010 Lexus RX 450h will cost about $4,000 more than a similar RX 350. Given that, it would take many miles and years of driving to recoup the hybrid’s additional cost via reduced fuel consumption. And from a pure "save the planet" standpoint, buying a 50-mpg Prius makes much more sense than buying a 28-mpg crossover. But it’s hard not to like the RX 450h — quick, luxurious and relatively fuel-efficient, it seemingly offers the best of all worlds, virtually guaranteeing its appeal to the luxury SUV buyer.

Body Styles, Trim Levels, and Options

The 2010 Lexus RX 450h is a midsize luxury SUV available in front- or all-wheel-drive versions. It comes in one trim level, with standard and optional equipment levels similar to those of the RX 350. Standard equipment includes 18-inch wheels, auto-dimming exterior mirrors, keyless ignition/entry, 10-way power front seats, a power tilt/telescoping steering wheel, wood interior trim, sliding and reclining second-row seats and a nine-speaker audio system with a six-CD changer and an auxiliary audio jack.

Options are bundled in a number of packages. The Sport package adds 19-inch wheels and a sport-tuned suspension. The Premium package adds leather seating, a sunroof, a power tailgate, driver seat memory and an iPod interface. Selecting this package allows further upgrades via the Comfort package (adaptive xenon headlights and heated/cooled front seats) and the Luxury package (19-inch wheels, upgraded leather seating, side-monitoring system, wood/leather steering wheel and extendable front seat cushions). The Navigation package (also requires the Premium package) includes a hard-drive-based navigation system, real-time traffic updates, a back-up camera, Bluetooth and upgraded speakers.

Individual options include LED headlights, park assist, a Mark Levinson premium stereo system, a dual rear-screen entertainment system, a head-up display, and the Pre-Collision system (which primes the brakes and tightens the seatbelts if a collision is deemed imminent). Many of the various package features are also available as stand-alone options.

Powertrains and Performance

The 2010 Lexus RX 450h hybrid combines a 3.5-liter gasoline V6 engine with electric motor-generators to power vehicle systems and the driving wheels. Front-wheel-drive models use two motor-generators — one acting as a starter/generator and the other providing motive force — while the all-wheel-drive version adds a third electric motor to drive the rear wheels. Producing up to 295 hp and working through a specialized continuously variable transmission (CVT), the RX 450h provides smooth, strong performance. We’ve timed the 450h from zero to 60 mph in 7.6 seconds, a time that’s about the same as the regular RX 350’s. Fuel economy estimates stand at 28 mpg city/27 mpg highway and 28 mpg combined for the FWD model, with the AWD version rating 1 mpg less. Properly equipped, the RX 450h can tow up to 3,500 pounds.

Safety

The RX 350 comes standard with front- and rear-seat side airbags, full-length side curtain airbags and dual front knee bags. Standard stability- and traction-control systems as well as antilock brakes with brake assist are on hand to help you avoid an accident in the first place.

Interior Design and Special Features

Although the RX 450h is part of Lexus’ entry-level SUV lineup, the 450h’s cabin gives the impression that this could be the company’s flagship. Real wood and leather trim make for a rich ambience. The optional Mark Levinson sound system rivals the best systems available from any manufacturer, and the optional navigation system boasts one of the most user-friendly interfaces around. In addition to voice command capability, the latter employs a new "Remote Touch" interface that replaces the former touchscreen setup with a mouselike controller located on the center console. Remote Touch is immediately intuitive and generally easier to use than interfaces offered by the RX’s competitors.

Rear passengers can get comfortable thanks to the seat’s reclining and sliding adjustments. That seat is split 40/20/40 to optimize both passenger comfort and cargo-carrying flexibility. When it’s time to turn this luxury cruiser into a beast of burden, the RX 450h is ready with 40 cubic feet of cargo capacity with the rear seats up and 80 cubes with those seats down.

Driving Impressions

The 2010 Lexus RX 450h drives a lot like its gas-powered RX 350 sibling, delivering both a smooth ride and reasonably tight handling despite its extra weight (which is only noticeable when changing direction at higher speeds). That smooth ride comes thanks to soft suspension tuning, which makes the RX feel a little too spongy for those who appreciate a more spirited driving experience. However, the Sport package does firm things up a bit.

The RX 450h is capable of approaching 30 mph in electric mode alone, which is of great fuel-saving benefit in stop-and-go traffic. This year brings a new "EV" mode that allows solely electric propulsion for lower speeds over short distances. Under maximum acceleration, though, an un-Lexus-like amount of engine noise is generated as the gas engine revs all the way up to redline.

Pros:

Fuel-efficient hybrid powertrain, smooth ride, luxurious and comfortable interior, smart electronics interface.

Cons:

No third-row seat, expensive option packages, questionable economic and environmental benefit.

MSRP: $41,660

Fuel Economy: 27 - 28 mpg

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