Confused?  Just check out the power-flow display on the dash, a prominent feature in all of the Toyota/Lexus family hybrids.  The complicated dance of electric and gasoline power, battery charging and regenerative braking as well as engine shutoff and re-start, is evident only in the constantly changing power-flow arrows of the display.  Without it, you’d never know what this luxury hybrid crossover was up to.

And this vehicle is doing a lot, while it’s carrying you serenely down the road.  A 3.5 liter Atkinson-cycle V6 engine is working in concert with two electric motors to produce a total of 295 horsepower, which is enough to rival some V8s.  By cleverly switching from gasoline to electric propulsion and back agan, the RX 450h returns 32/28 fuel economy in front-wheel drive, and the all-wheel drive version does 30/28.  At low speeds, the RX 450h operates as a fully-electric vehicle, and the “EV” mode enables drivers to hold gasoline-free operation for short periods at moderate speed.  The nickel-metal hydride battery hides under the back seat so it doesn’t cut into cargo space, and a pair of motor-generators is on hand to assist the gasoline engine.  One serves as an engine-driven generator that charges the batteries, starts the engine after shutoff and powers the other electric motor as required.  The second is hooked up to the continuously variable transmission and powers the front wheels.  In the all-wheel drive RX 450h, a third motor drives the rear wheels.  All three electric motors function as generators that charge the battery during coasting or braking.  And when it’s not being hyper-efficient, the all-wheel drive enables the RX 450h to plow confidently through snow and inclement weather, as well.

All of this is run through a series of flywheels that effectively damps the transfer of power from gasoline to electric and that smoothes the bump when the gasoline engine starts up.  Additionally, the continuously variable transmission tunes itself for inclines and allows a comfortable amount of engine braking on long descents. The RX 450h is constantly busy maximizing economy, but it doesn’t let on that it’s working, just cruises seamlessly along, be it in the city or on the highway.

Lexus’ suspension is equally seamless in its operation. At the front, the RX 450h uses MacPherson struts with inversely wound coil springs that compress in opposite directions to keep steering feel good during cornering.  The rear uses a double-wishbone setup.  If it doesn’t quite manage a “fun to drive” rating, it’s at least pleasant and lacks any egregious bad habits.  Lexus’ Vehicle Dynamics Integrated Management (VDIM) driver-aid suite adds to the electronic complexity but keep the ride smooth and composed to the point of somnabulence.  The RX 450h is largely free of the squat and waddle common to many SUVs and crossovers, and drives like a car, only taller.  Braking is also good, thanks in part to the hybrid system’s eagerness to replenish its battery whenever the RX 450h is coasting.  The available Dynamic Radar Cruise Control adds an impact-mitigating Pre-Collision System that locks the seatbelts and pre-charges the braking system if a crash is imminent.

The RX 450h’s thoroughly high-tech components are matched by a svelte, single-curve exterior.  The basic shape of the RX has been the same since it was introduced, but it’s aging well and still looks modern thanks to a tucked-in waistline with distinct front fenders and a rear spoiler that hides the rear wiper.  The RX 450h is distinguished from the conventional version by subtle tweaks to the grille and front bumper that give it a more aerodynamic look.  The available LED headlamps have a blue tint, in keeping with Lexus’ blue-as-hybrid theme, which also adds a touch of color to the badges and light covers.  Lexus has added adaptive headlamps to LED headlight-equipped models; the front lighting changes angle slightly during turns, illuminating corners as you are entering them.  A choice of eighteen or nineteen-inch wheels is offered.

The interior is also familiar, and neatly integrated with all of the technology that’s riding along.  A standard keyless entry admits driver and up to four passengers to a handsomely equipped cabin.  Sharp eyes will note that the RX 450h’s dash lights don’t just switch on and off; they fade elegantly in, like theater lights.  A choice of interior environments, ranging from monochrome to three-tone and cloth to semi-aniline leather, allow for a broad range of tastes.  A choice of brown walnut or bird’s-eye maple trim is offered.  An XM satellite radio-ready sound system and iPod connectors are standard.  Lexus’ Remote Touch controller is standard with the available navigation system.  This computer mouse-like controller makes it easy to click through the information screen’s various menus with vibrating feedback, and it falls very easily to hand.  A head-up display is also available.  Since this is a Lexus, the Mark Levinson sound system upgrade is on the menu of course, as are a navigation system and backup cameras illuminating the side and rear.

It’s easy to come away from the RX 450h thinking that it’s merely “nice.”  This hybrid hides its light under a bushel, compared to many of its competitors, but don’t mistake a lack of obvious gadgetry for a lack of actual innovation.  This very well thought-out crossover combines luxury, capability and efficiency into an impressive package.  Pricing for the RX 450h starts at $44,825 (2011 models; 2012 will see a slight price walk to $45,235).  Add in all-wheel drive, a rear-seat entertainment system and the upgraded sound system among other options, and that rises to $54,414.

All specs are for the 2011 Lexus RX 450h
Length: 187.8 in.
Width:  74.2 in.
Height:     66.3 in.
Wheelbase:  107.9 in.
Curb weight:   4652 lb.
Towing capacity:  3500 lb. (AWD)
Cargo space:  40.0 cu.ft (seats up); 80.3 cu.ft. (seats folded)
Base price:  $44,825
Price as tested: $54,414
Engine:   3.5 liter 24-valve DOHC V6 mated to three 650V AC electric motors
Drivetrain:  continuously variable automatic transmission, all-wheel drive
Horsepower:  245 @ 6000 (3.5 V6); 295 (total system horsepower)
Torque:  234 @ 4800 (3.5 V6)
Fuel capacity:  17.2 gal.
Est. mileage:   30/28

The Prius comprised 53% of the United States hybrid market last year, according to Toyota.  It outsells every other U.S. hybrid combined, in other words.  And with gas prices still creeping ever upward, the market for fuel-efficient vehicles continues to grow.   The “v” stands for “versatility” according to Toyota, though the five-door hatchback Prius would seem to be plenty versatile enough.  There’s always a need for more cargo space, though, so the Prius v is longer and wider than the original.  It doesn’t look it at a glance, but the Prius v is large enough to compete with cars like the Volkswagen Jetta TDI wagon, Honda CR-V and Ford Escape Hybrid.  It’s also considerably more efficient than any non-hybrid SUV or crossover.

Styling updates are subtle.  The Prius v retains the flying-doorstop silhouette of the Prius, with a slightly longer hood and a more bulbous, cargo-friendly tail.  As it turns out, if you square off the rear of a Prius and lengthen the hood, it looks sort of like…a Mitsubishi.  A straight line appears to go from the front bumper to the top of the windshield.  Subtle aerodynamic tweaks are in place to improve efficiency, of course.   All of the car’s corners are slightly rounded, and a split spoiler and tiny fins on the headlamps are designed for airflow management and wind noise reduction.  It doesn’t look like it, but the Prius v is actually longer than the Prius.  The wheelbase has been stretched three inches, and overall length is up six inches.  The Prius v is also three inches taller and an inch wider.  The additional size is most noticeable in profile, where the Prius v’s additional length emphasizes the larger one-box form.  The available panoramic sunroof is made of lightweight resin rather than glass.

You won’t notice unless it’s parked next to a Prius, but car is bigger than it looks; the Prius v is comparable in size to compact and mid-size SUVs, in terms of interior room.  The interior is a patchwork of different textures that go well together; the Prius v features smooth trim on the center stack and cupholders, soft-touch fuzz on the console, padded, folded-paper texturing on the dash and a harder surface on the dash-top.  It’s laid out similarly to the rest of its brethren, but the driver’s controls are marked by a band of silver trim on the dash that offers a more upscale look.  Automatic climate controls are managed with a one-touch “joystick” that’s unique to the Prius v, while the upgraded JBL sound system uses a lightened amplifier and is designed for a lower energy draw.  High-efficiency speakers reduce power usage by 50% or more.  Sliding rear seats add several inches to the cargo area or rear-seat legroom, depending on which way they’re positioned.  The front seats are slightly higher, providing a more comfortable seating position, and uplevel models use a washable, lightweight faux leather called SofTex.

Cargo space is 34.3 cubic feet with the seats up, and expands to 67.3 with them folded.  The rear seats fold flat and are carpet-free on the cargo surfaces.  Toyota’s signature dual glovebox is also used.  The cargo area has under-floor storage as well.

Offered for the first time in the Prius v but likely to spread to the rest of the Toyota lineup is the Entune system.  Similar to Ford’s SYNC infotainment system, Entune connects to smart cell phones and other data devices.  Entune synchs similarly to any Bluetooth system, but allows the use of several smartphone apps including Bing, movietickets.com, Pandora and Open Table.  Entune is voice-activated, and can be upgraded.  It’ll also read text messages aloud, and can send pre-set quick-reply messages.  Keeping the technology quotient high, a backup camera is standard equipment.  Dynamic Radar cruise control, parking assist, a smartkey, Smart Stop Brake Override, and the self-parking Advanced Parking Guidance system are all available.

Out on the road, the hybrid system’s 134 horsepower is adequate.  Then again, driving a Prius is not about acceleration times, and never has been.  Prius drivers tend to be a patient bunch.  The hybrid drive is the same as that of the standard Prius.  It’s got four drive modes, and has been more or less unchanged since the last major upgrade in 2009.  There have been a couple of powertrain tweaks for the Prius v–the 1.8 liter engine uses exhaust heat circulation to get up to its maximum efficient temperature quickly.  It lowers emissions as well.  The transmission has a slightly higher final drive ratio, to offset the additional weight load of the larger body.  Fuel economy is rated at 44/40.

Though it’s only 200 pounds heavier than the standard Prius, the suspension uses heavier springs and bushings, though the layout is the same, with MacPherson struts in the front and a single-beam trailing arm rear.  It drives…well, pretty much like a Prius.  On the road, the Prius v is an appliance, motoring from point A to point C without complaint or drama.  Thanks to the upgraded springs, the Prius v is a bit firmer and harsher over bumps than other cars.  A pitch and bounce control system tweaks the throttle response on washboard roads to reduce tossing and rapid up-down motions.  The regenerative brakes have an antilock function and stop confidently.

For safety in the city, the Prius v is available with Toyota’s new Vehicle Proximity Notification System, which addresses a growing complaint about electric vehicles–they don’t make enough noise for pedestrians to hear them coming.  A hidden speaker projects a low-pitched hum when the Prius v’s gasoline engine is not running.

Redundant?  Perhaps not.  This car actually makes a decent case for itself as a useful and valuable expansion to the Prius lineup.  Pricing hasn’t been set yet, but the Prius v will be available in three grades:  Two, Three and Five.  The Two has a standard backup camera.  Navigation and Entune are added to the mid-range Three, while the Five gets premium equipment like an upgraded navigation system, JBL sound system, Softex interior trim, seventeen-inch wheels and LED headlights.

All specs are for the 2012 Toyota Prius v
Length:  181.7 in.
Width:  69.9 in.
Height:      62.0 in.
Wheelbase:  109.4 in.
Curb weight:   3274 lb.
Cargo space:   34.3 cu.ft. (seats up); 67.3 cu.ft. (seats folded)
Base price:  TBD
Engine:   1.8 liter DOHC inline four-cylinder connected to 60kW motor-generator
Drivetrain:  continuously variable transmission, front-wheel drive
Horsepower: 134 (combined)
Torque:  153 lb-ft (electric), 105 @ 4000 (gasoline)
Fuel capacity:  11.9 gal.
Est. mileage:   44/40

“No,” I replied.  “It’s here now.”  I wasn’t just being pedantic.  In spite of its uncommon electric drivetrain, what’s most interesting about the Chevrolet Volt is how ordinary it is.

There’s a preconception that electric cars are little more than glorified golf carts, and the Volt should help to put that fallacy to rest for good.  Powered by electrons instead of burning gasoline it may be, but the Volt is capable of handling day-to-day life just as well as a Cruze or a Civic.
The biggest clue that the Volt is an electric vehicle is one that many onlookers won’t notice: the grille is solid, rather than being an air intake for the engine.  The lines are rounded at the front and sharp at the rear.  Other than that, the flying-doorstop design of this five-door fits with the rest of the Chevy family.  At the rear the roof slopes to an almost horizontal tailgate with secondary glass in the vertical section.  A full-length sunroof is available.

The Volt’s interior is unabashedly futuristic, with a smooth satin-silver band that flows around the interior and marks the large center console.  The Volt is bigger than you’d expect on the inside, with comfortable seating for four and 10.6 cubic feet of cargo.  The instrument panel is a reconfigurable seven-inch display screen.  HVAC and stereo controls are touchpad-based, making for a clean dash free of traditional buttons, and an information display with a touch screen is molded smoothly into the upper section.  The info screen includes programmable settings for the car’s powertrain, allowing the driver to select low- and high-efficiency modes wherein climate control and other functions can be set for maximum comfort or maximum battery life.  As you may have guessed, high-tech is the name of the game, of course, and a navigation system, Bluetooth connectivity and a high-efficiency Bose sound system are standard equipment on the well-equipped Volt.  A remote-start system and smartphone app that allows OnStar to communicate vehicle status to your phone are also available.

Push the start button, and…nothing happens.  The Volt comes to life with a programmed “whoosh” startup noise to let you know it’s ready to drive, but as long as the batteries are up there’s no telltale engine vibration.  The propulsion system is called “Voltec,” and uses a 16-kilowatt-hour battery pack and a 111-kW electric motor to provide full-electric power.   That’s a common enough setup for electric vehicles. Where the Volt goes beyond is with its 84-horsepower 1.4 liter gas engine.  Unlike in hybrid-electric powertrains, the Volt’s gas engine serves only to charge the batteries when the car is not plugged into a wall outlet.  This extends the Volt’s range far beyond the twenty-five to thirty miles provided by the battery alone.  When drawing its power from the gasoline engine, the electric motor can take the Volt up to 379 miles.  The gasoline engine is only used to power the electric motor, so it can operate at peak efficiency most of the time, which helps to maximize fuel economy.

The horsepower equivalent of the electric motor is about 149, but what’s really significant is the 273 pound-feet of torque that’s on tap from a standstill.  The Volt moves away from traffic lights with the gusto found of an average V6.
The Volt works best for short errands and commuting.  Battery charging takes about four hours with a 240-volt outlet, and nine to twelve with a standard 120-volt household plug–and it’s damned amusing going to work and asking if there’s someplace you can plug your car in for the day.  The twelve-hour charging cycle means that it can be ready to go every morning, but if you’re driving more than thirty miles during the day you’ll be burning gas.  I managed to use the Volt for everyday running about for three days without discharging the battery or altering my driving style, but the moment a longer trip was required–a thirty-mile jaunt out of town, for instance–the gasoline engine had to kick in.  This isn’t an entirely bad thing, however.  The “range-extended” electric vehicle concept promises to remove many of the limitations that have traditionally made electric cars a nonviable choice for many Americans.

Around town, the Volt’s low stance is noticeable.  To keep things aerodynamic, Chevrolet has put this car low to the ground, and the front spoiler’s flexible bottom section scrapes noisily on most driveways.  This aerodynamic advantage also provides a responsive ride, however, and the Volt drives like a vehicle bred for the suburbs.  It’s responsive and solidly planted, thanks in part to the massive T-shaped battery under the floor that keeps the center of gravity low.  MacPherson struts are used up front, with a torsion-beam rear suspension, and StabiliTrak stability control is standard equipment.  It’s not afraid of freeway travel, either.  The Volt feels a bit lighter than average, but it’s not intimidated by bridges or large trucks.  Regenerative anti-lock brakes stop the car without drama and trickle energy back into the battery at the same time.

A few years ago, much of this would have seemed like an engineer’s pipe-dream, but the Volt’s brought its concept-car goodies to the street, and–surprise!–it behaves just like a real car.  As far as pricing goes, the Volt is one of Chevrolet’s flagships and a technological showcase, so in spite of the bowtie badge, it doesn’t come cheap:  the MSRPis $40,280.  After goodies like a leather interior, rear camera and park assist and polished wheels were added, my tester stickered for $44,180, which is an awful lot to spend on what’s basically a family car.  That said, it’s arguably the family car of the future, so perhaps the premium is just a part of the cost of having the first one on the block.  Why dream of the future when the present is so exciting?

All specs are for the 2011 Chevrolet Volt
Length:  177.1 in.
Width:  70.4 in.
Height:      56.3 in.
Wheelbase:  105.7 in.
Curb weight:   3781 lb.
Cargo space:   10.6 cu.ft.
Base price:  $40,280
Engine:   1.4 liter DOHC inline four-cylinder
Battery:  288-cell lithium-ion battery pack
Drivetrain:  111-kW drive motor and 55-kW motor-generator
Horsepower:  (gasoline) 84 @ 4800; (electric) 149
Torque:  273 @ 0
Fuel capacity:  9.3 gal.
Est. mileage:   93 full electric; 37 gas only; 60 combined

Take away that distracting hybrid-ness, and the CT200h makes somewhat more sense.  The premium compact market is still a limited one, but with cars like the Volvo C30, Audi A3 and now the BMW 1-Series running about, there’s definitely a place for a smaller and more efficient luxury vehicle in the hearts of a few American buyers.  Lexus has just chosen to sweeten the pot on its new entry-level car by making it an extremely efficient hybrid.

It’s not a bad looking hybrid, either.  Riding the Prius platform didn’t work so well for the forgettable HS250h, which I predict the CT200h will eventually replace, so this car has its own chassis and a look that’s very distinctive from the other gas-electric hybrids.  Like the Honda CR-Z, the CT200h features a sporty design and a suspension bred for curvy roads, and it’s clear from the first glance that the words “engage” and “dynamic” feature very heavily in the marketing materials.   LED daytime running lights and taillights are standard, and a full-LED headlight system is available. This svelte five-door gets its looks from science, as the body is fluid-dynamic designed for maximum aerodynamics.  Underbelly panels improve airflow below the car.  To keep weight down, the hood is aluminum.  In spite of its hybrid system, the CT200h is the lightest Lexus.  Lexus even reduced the weight of the sound system.

The interior’s very comfortable, with laid-back seating and next to no engine noise.  The base interior is trimmed in a faux-leather material called NuLuxe.  It feels good, has a distinctive pattern to set it apart from the perforated leather that’s an upgrade, and is actually lighter than cowhide.  The instrument panel is dramatically sloped and multi-tiered.   A choice of ash burl, bamboo or metal interior trim is available.  There’s also a cool “universal device holder” available, that mounts to the console and can hold anything from an iPod nano to a handheld GPS system.  Serious environmentalists should note that the floormats use 30% plant materials, and the CT200h’s interior is designed to be easily disassembled and recycled.  It’s a clever do-all thanks to fold-flat rear seats that open up a 14 cubic-foot cargo area.  The Lexus luxury is still present, in the form of an available navigation system, seat heaters, backup camera and moonroof.  This is not the sort of hybrid you’ve gotten used to seeing.

That’s not to say that the CT200h is completely unrelated to the Prius; while it rides its own chassis, the engine and ECVT transmission are basically the same, with some upgrades for the CT200h.  What sets this car apart is a two-stage battery boost that raises the power of its compact next-generation nickel-metal hydride battery from 500 to 650 volts.  With 80 horsepower from the electrical side and 98 from the 1.8 liter Atkinson-cycle engine, the CT200h’s total output is 178 horses.  That’s not much, unfortunately, especially in these days of 200-horsepower compact cars.  The CT200h’s acceleration is lukewarm at best, and it’s liable to disappoint buyers who are comparing it to the much swifter C30 and A3.  That said, it’s got long legs, and once up to freeway speeds it’ll cruise with traffic without complaint.  The CT200h’s 43/40 fuel economy blows everything else in its class out of the water, including the diesels.

The CT200h’s hybrid system features four modes: EV, ECO, Normal and Sport.  Like the Prius, the EV mode locks the powertrain into electric-only mode for short-distance, low-speed travel.   In Sport mode, the CT200h changes mood.  The electronic power steering becomes firmer, throttle response becomes quicker and battery output is boosted to 650 volts.  Like the GS450h, the hybrid system becomes a power-boost instead of a fuel-saver, in this mode.   To reflect this change, the dash lighting turns red, and the fuel economy gauge on the far left becomes a tachometer.

The suspension consists of MacPherson struts up front and a double-wishbone trailing arm layout at the rear.  Under the hood, what looks like a strut tower brace is actually a “performance damper” which works like a horizontal shock absorber to reduce the body-structure vibration common to stiff-structured vehicles.  The reduction in noise, vibration and harshness is obvious on the freeway.  A second performance damper connects the rear frame horns.

All of Lexus’ usual driver aid alphabet soup is here:  ABS, TRAC, VSC, EBD and PCS.  Eight airbags assure a high level of safety in the event that all of the electronic aids still can’t keep you from crashing into something.  There’s some tire noise on coarse pavement, but the CT200h comes much closer to Lexus’ dead-silent ideal than the HS250h ever did.  The CT200h feels light yet sorted–by comparison, the Europeans it competes with tend to feel tanklike.

It’s arguably the most entertaining hybrid to come along, with more personality than the (much less expensive) Honda CR-Z.  Five-doors and premium compacts are always cool, and the CT200h is definitely in step with the rest of the class.  If it seems like a five-door sporty hybrid has limited appeal, that’s part of its intended charm.  Sales projections are actually rather conservative for this car.  Lexus wants CT200h to impress younger buyers who will be experiencing the brand’s legendary customer service and new prepaid preventive maintenance program.  With the CT200h, Lexus hopes to make new-car ownership almost entirely trouble-free.   Pricing for the CT200h is in line with other premium compacts, starting at $29,120.

Specifications:
All specifications are for the 2011 Lexus CT200h.
Length:  170.1 in.
Width:  69.5 in.
Height:      56.7 in.
Wheelbase:  102.4 in.
Curb weight:   3130 lb.
Cargo space:   14.3 cu.ft.
Base price:  $29,120
Engine:   1.8 liter DOHC 16-valve four-cylinder with 650V permanent-magnet motor-generator
Drivetrain:  continuously variable automatic transmission, front-wheel drive
Horsepower:  98 @ 5200 (gas); 80 (electric)
Torque:  105 @ 4000 (gas)
Fuel capacity:  11.9 gal.
Est. mileage:   43/40

We’re happy to say that we went with economy over brute strength, and it turned out to be the right decision.  Although their fuel-saving qualities are touted with city driving in mind, Honda’s hybrid-electric cars are actually more efficient on the highway.  Unlike Toyota’s Prius and other hybrids, which are “full” hybrids that can shut off the gasoline engine when it’s not needed, Honda’s hybrid strategy keeps the gasoline engine running at all times.  By using an absurdly small gasoline engine paired with an electric motor that provides additional torque, Honda’s hybrids are able to achieve excellent freeway fuel economy without sacrificing power or performance.

Considering the diminutive 1.3 liter four-cylinder engine under the hood, we didn’t think it was possible, either, but the Civic Hybrid didn’t disappoint in the least.  Honda’s Integrated Motor Assist (IMA) system incorporates a 13.4 horsepower permanent-magnet electric motor to boost the gas engine’s power when necessary.  Unlike the Toyota Prius, the Civic is not a “full hybrid,” meaning it can’t shut the gasoline engine off and tootle around on electric power.  This car is designed to maximize freeway efficiency, where the Prius’ forte is stop and go city traffic.  The Civic Hybrid will kill the gas engine at long traffic lights and when the car is at rest for extended periods, but when you step on the accelerator it bumps to life.  The IMA also charges its own batteries during braking.  We cruised all the way to NYC at our usual arrest-me speeds and still got over 45mpg.  Because the IMA steps in seamlessly to assist the gasoline engine when needed, we didn’t notice any weakness when climbing the Appalachian mountains.  When was the last time you were able to climb a long grade in a small, four-cylinder car without downshifting?  The Civic Hybrid manages this trick nicely.  Going almost six hundred miles between fill-ups isn’t bad, either.

Honda offers the Civic Hybrid with a choice of five-speed manual or continuously variable automatic transmissions.  We drove the stick, which was as direct and well-mannered as we’ve come to expect from Honda.

The only difference we noticed on the road compared to the “normal” Civic was a slightly tauter ride, thanks to the skinny tires that are exclusive to the Civic Hybrid.  These tires also aren’t big fans of grooved pavement, where we noticed some squirreliness.  Like the Civic, the Civic Hybrid uses a fully independent suspension with MacPherson struts up front and double wishbones out back.  It’s nimble around town, thanks to a diminutive 2700-pound curb weight.  Anti-lock brakes are standard, as is an efficiency-friendly electric rack-and-pinion power steering unit.  Don’t be intimidated by all of the electronic parts; the Civic Hybrid’s electric steering feels just like a traditional hydraulic unit.

Design quirks are subtle.  The Civic Hybrid looks pretty much like a regular Civic.  The body-colored grille panel has a flatter, more streamlined appearance.  The familiar triangular headlamps and taillamps are shared with the rest of the Civic lineup.  Bright 14″ alloy wheels are unique, and sharp-eyed car spotters will notice the narrow 185/70 series tires, the better for high-efficiency motoring.

The Civic Hybrid’s interior helps to combat the mistaken notion that all hybrids are no-frills economy cars.  Power windows, cruise control, side airbags and a tilt wheel are all standard equipment.  Quiet and comfortable, this car looks just like any other Civic inside, with the exception of the power-assist gauge on the dash.  We never got bored of keeping an eye on this gauge, which indicates the level of battery charge and engine assist, in an effort to maximize our fuel economy.  The seats are better than they’ve been in the past but are still prone to cause leg cramps in long-legged drivers like yours truly.  The cloth interior and dash materials are first-rate.  The rear seats do not fold down, but the 10.1 cubic-foot trunk is decently spacious without being expandable.  Quite a few passengers didn’t even know the Civic was a hybrid until it was pointed out to them.

In the end, we split the growing hybrid-electric market this way:  Toyota makes the best in-city hybrids, whereas Hondas are the long-haul roadtrippers.  As the hybrid market becomes more crowded in the coming years of course, this may change.  The Honda Civic Hybrid is priced comparably to the Toyota Prius, with an MSRP of $19,800.  After shipping charges, our test car stickered at $20,315.  If you’re a habitual road-tripper and a fan of the Civic, the fuel savings is more than worth it.

Specifications:
All specs are for the 2005 Honda Civic Hybrid, which we tested.
Length:     175.4 in.
Width:        67.5 in.
Height:        56.3 in.
Wheelbase:    103.1 in.
Curb weight:    2732 lb.
Cargo space:    10.1 cu.ft.
Base price:        $19,800
Price as tested:        $20,315
Engine:     1.3 liter SOHC inline four-cylinder
Drivetrain:     five-speed manual, front-wheel drive
Horsepower:     85 @ 5700    (est. 93 with IMA)
Torque:     87 @ 3300    (est. 116 with IMA)
Fuel capacity:    13.2 gal.
Est. mileage:    46/51

.

Had it not been our job to do so, we might not have even noticed that the last Accord to grace the test fleet was a hybrid-electric car.  Following in the footsteps of the Honda Insight and Civic Hybrid, the new-for-2005 Accord Hybrid brings improved fuel efficiency to the middle class.  Offering improved fuel economy and emissions and giving up almost nothing in return, the Accord Hybrid is about as close to a win-win prospect as you can get these days.

The Accord Hybrid shares the face of the rest of the Accord lineup, last freshened in 2003.  It’s available only as a four-door sedan.  The Accord’s clean, elegant lines seem at a glance to belong to a much more expensive automobile than a mere family sedan, thanks to jewel-like headlamps and a bright chrome grille.  The Accord has a high beltline, giving it a less petite look than in the past, and the car’s shape rises toward the rear, culminating in a bevel-edged trunklid with a unique spoiler.  The special spoiler and a set of wheels are the only features that distinguish the Accord Hybrid from its conventional siblings.  Under the skin, an aluminum hood and bumper beams help to reduce weight.

Inside, the Accord’s dashboard and instrument panel are equally futuristic and well-built.  The fit and finish is as good as can be found in any Acura–in fact, the Accord’s interior bears a passing resemblance to that of the Acura RL.  A trapezoidal center stack contains radio and air conditioning controls.  The layout is slightly different from the norm, and takes some getting used to, but it’s easy to use once learned.  Seating is comfortable, and the battery pack has been located such that it doesn’t take up the whole trunk, either.  Front, side and side-curtain airbags are standard equipment.  XM satellite radio is also offered.  Not on the list but no less impressive is Honda’s Active Noise Control (ANC) system which monitors engine noise and generates a counter-cycling sound through the radio speakers to mute it.  The only option available from the factory is a navigation system.

The Integrated Motor Assist (IMA) hybrid powerplant is similar to what’s found in other Honda hybrids, with a gas engine augmented by a torquey electric motor to reduce emissions and improve fuel economy when accelerating.  The electric motor serves as a starter as well, which allows the gas engine to shut off and restart almost instantaneously at traffic lights.  The telling difference is that unlike most other hybrids, which rely on small four-cylinder engines, the Accord hybrid carries a 3.0 liter V6.  This engine is similar to the 3.0 V6 found in the standard Accord, but a dual-stage intake manifold and lightweight components increase its efficiency and offers a slight bump in horsepower.  The 3.0 in the Accord Hybrid produces 240 horsepower.  Total output is boosted another 16 horses by the electric motor–more importantly, the electric component provides an additional 100 ft-lb. of torque to spin the wheels.  As a result the Accord Hybrid is quicker than its non-augmented counterpart.  The Accord Hybrid is also equipped with Honda’s Variable Cylinder Management (VCM) system, which shuts off three of the V6 engine’s cylinders when the extra power isn’t needed.

On the road, the most noticeable thing about the Accord hybrid is…nothing.  Like the Civic and Toyota’s new Highlander, hybrid, the exotic powertrain’s operation is nearly seamless.  Although IMA shuts off the gas engine whenever the car’s speed drops below ten miles per hour, many passengers won’t even notice the engine bumping off at traffic lights, thanks to the smoothness of the five-speed automatic transmission.  When the VCM shuts off cylinders, there is a slightly rougher feel to the engine, but no loss in power.  The gravelly engine note will only be noticeable to engineers and race drivers.  The ultimate benefit is a 38% improvement in fuel economy, and 29/37 EPA mileage.

The suspension is surprisingly sophisticated, with double wishbones at all four corners.  The ride seems slightly harsher than that of the standard Accord, but the difference is very much like arguing the benefits of green leaf versus romaine lettuce; the salad is pretty much the same.  The Accord Hybrid is equipped with electric power steering; for those who haven’t driven a car without traditional hydraulic power steering, the difference is negligible.  We noticed some abruptness in the brakes, courtesy of the regenerative brakes, which charge the battery as the car slows down.  Anti-lock brakes and traction control are standard equipment on the Accord Hybrid.

The Accord Hybrid is a great bit of high-tech for people who aren’t that interested in knowing or feeling exactly how it works.  This car doesn’t talk to you, just goes about its business–which is exactly what it’s supposed to do.  The Honda Accord Hybrid starts at $32,140.  That’s comparable to the cost of a well-equipped Accord or Toyota Camry.  Is a 37-mpg family sedan worth it to you?

Specifications:
All specs are for the 2005 Honda Accord hybrid which we tested.
Length:     189.5 in.
Width:        71.5 in.
Height:        57.1 in.
Wheelbase:    107.9 in.
Curb weight:    3501 lb.
Cargo space:    11.2 cu.ft.
Base price:        $32,140
Price as tested:        $32,655
Engine:     3.0 liter V6 and integrated 12-kW electric motor
Drivetrain:     five-speed automatic transmission, front-wheel drive
Horsepower:     240 @ 6000 (gas); 16 @ 840 (electric)
Torque:     217 @ 5000 (gas); 100 @ 840 (electric)
Fuel capacity:    17.1 gal.
Est. mileage:    29/37

Beating Toyota to the punch by just weeks, the Escape hybrid is the first hybrid SUV on the market.  It’s a full hybrid, unlike GMC’s Sierra hybrid pickup that can’t run on full-electric power.  The Escape hybrid operates on the same theory as Toyota’s successful Prius; a small gasoline engine is assisted by an electric motor, and the electric motor’s batteries are charged with the help of regenerative brakes.  By reducing the load on the gasoline engine when it’s at its least efficient, the Escape hybrid is able to minimize fuel consumption.  

Does it work?  Don’t expect Honda Insight-like mileage figures in the fifty-mpg range, but the Escape Hybrid’s high-efficiency Atkinson-cycle 2.3 liter four-cylinder engine does a convincing job of acting like a V6, thanks to the electric assist.  It’s noisier than a V6 but the Escape doesn’t lack for acceleration.  The four-cylinder is thrashy when it’s working hard thanks in part to the continuously variable transmission (CVT), which is always smooth but not always quiet.  The electronically controlled CVT modulates power between the two drive systems well.  The Escape definitely provides V6 power with four-cylinder economy, with 33-mpg economy in the city and 29 on the highway.  We were happy with the little truck’s four-hundred mile range.  In traffic, the gasoline engine shuts off entirely, only kicking in at higher speeds.  A separate 28-kW electric motor bump-starts the gasoline engine without drama when it’s needed, and becomes a generator during braking to charge the batteries.  Full-electric operations is limited partly by the belt-driven air conditioning compressor, however, so if the A/C is on, the engine must be running.  By contrast, the Prius, in its second generation, features an electric A/C compressor.  We suspect Ford will make the change when it comes time for the second-generation Escape hybrid as well.

Fuel-sipper or not, this is a sport-ute, so yes, we took it off-road.  On most two-tracks the Escape hybrid will putt along in full-electric mode.  Running with the gas engine off, which the Escape will do up to about 25mph, is fun, especially in the woods where the nearly silent ride adds to the back-to-nature flavor.  Steep off-road hills require a goose of the gas pedal to get the engine bump-started, but with the electric motor’s torque there’s enough twisting power to get the wheels turning.  Torque is frequently a concern with four-cylinder off-roaders, and the Escape Hybrid shines nicely in this department.  Two- and four-wheel drive are offered.

The Escape Hybrid shares the Escape’s fantastic driving dynamics, and that’s a wonderful thing.  On the road, the nimble Escape is one of the best-handling SUVs around, thanks to the independent MacPherson strut suspension up front and electric power steering.  The multi-link rear is also responsive.  Our hybrid-powered tester felt a bit softer on the road than the standard Escape.  It’s got the weird, grabby-feeling regenerative brakes that are common to most modern hybrids as well.  The hard brakes take some getting used to, but the Escape Hybrid stops well.  Anti-lock brakes are available.  Escape safety features like side-impact airbags are also shared.

The Escape Hybrid is distinguishable from standard Escapes by its silver two-tone trim and cladding, and special 16″ wheels.  The driver’s rear quarter window is replaced by an air vent, for the batteries’ health.  Otherwise, the styling is the same as the rest of the wallflowerish Escape lineup.  The handsome little two-box design allows for great visibility, but doesn’t stand out in a crowd.  The chrome-ringed and big plastic bumpers look sturdy, but not particularly exciting.

The Escape Hybrid also shares an interior with its gas-powered siblings, including the larger console and more comfortable seats that were added in 2004.  The hybrid-related additions are subtle.  There’s a “green” gauge that displays when the Escape Hybrid is working most efficiently; it’s largely useless.  You can check on the fuel economy and power flow by calling up a display on the tiny navigation screen, which is just as well since the screen is too small to serve as a useful navigation aid anyway.  An available 110-volt plug in the console can power a television or other household electric device, if needed.  Cargo space is on par with the standard Escape, as the electric motor’s battery pack has an extremely compact design, and there’s 27 cubic feet of space behind the rear seats.  The split-fold rear seats and close-quarters five-passenger seating are the same as the Escape’s.  Several of our passengers had no idea they were riding in a hybrid vehicle until it was pointed out to them.

Unfortunately, technology comes at a price.  The Escape Hybrid commands a significant price premium over the standard model, with well-equipped versions touching $34.000.  Our test truck featured an Audiophile sound system and a leather interior and stickered for $32,450, which brought it perilously close to the price of a larger Explorer.

Specifications:
All specs are for the 2005 Ford Escape Hybrid, which we tested.
Length:     174.9 in.
Width:        71.8 in.
Height:        70.0 in.
Wheelbase:    103.2 in.
Curb weight:        3782 lb.
Cargo space:        27.6 cu.ft. (seats up); 65.5 cu.ft (seats folded)
Towing capacity:    1000 lb.
Base price:        $28,005
Price as tested:        $32,450
Engine:     2.3 liter DOHC 16-valve Atkinson-cycle four-cylinder (gas); permanent magnet AC synchronous motor (electric)
Drivetrain:     continuously variable transmission, four-wheel drive
Horsepower:     133 @ 6000 (gas); 94 @ 3000-5000 (electric)
Torque:     129 @ 4500 (gas)
Fuel capacity:    15.0 gal.
Est. mileage:    33/29

It’s not, though.  Don’t forget that Honda is “not about chasing market share,” as they put it.  This company has a strong corporate vision of sustainable performance, in marketing-speak.  In plain English that means that Honda has a good idea of the sort of cars it wants to build, and it’s not driven solely by focus groups or public opinion.  
Nowhere is this more evident than in the new CR-Z.  The sports car folks are underwhelmed, which could be the kiss of death to any other vehicle with sporting pretensions.  Not Honda.  The idea behind this car is that it’s a combination of café racer and hybrid.  And, indeed, it’s the smallest and least expensive hybrid currently for sale in the US.

The design is substantial, masking the car’s small size at first glance.  Many have cried blasphemy at the CR-Z’s obvious styling and nomenclature links to the Honda CR-X.  The hood and front end are similar to that of the Civic, but a low, narrow grille opening and strong hood lines are more similar to that of the S2000.  Extravagant “speed” lines mark the body sides and flow back to an abrupt, almost vertical tail.  It’s an extremely aerodynamic design, but it’s intensely sporty as well.

Inside, there’s a three-dimensional instrument panel , a soft-touch dash pad, high-gloss metal-foiled “chrome” trim.   The driver sits extremely low, because the CR-Z’s a very low car.  This is a two-seater, like the original CRX.  There’s no back seat, but a divider can be raised to put smaller objects within easy reach of the driver.  A three-mode rear cargo cover extends to cover the whole cargo area, but also has a “privacy” setting that keeps small items out of sight and holds them in place.   From the driver’s seat, the CR-Z is snug enough to feel sporty, but spacious and above-all, high-tech.  The “ambient meter” dash has a ring that changes color depending on the efficiency of your driving.  Improving economy is getting kind of like a video game, isn’t it?  Standard equipment includes keyless entry and automatic climate control.   Satellite radio, Bluetooth connectivity, a navigation system, and a 310-watt sound system are available on uplevel models.
The CR-Z makes a good errand-runner.   The large hatch with Honda’s signature auxiliary rear windshield is light, and opens onto a cargo hold that will hold over 25 cubic feet of stuff.

The 1.5 liter engine under the hood is one of the things that the CR-X fans don’t like.  Performance is the idea, according to Honda, but 113 horsepower doesn’t sound impressive on paper, especially considering the car’s 2600-pound curb weight.  The Integrated Motor Assist (IMA) hybrid system adds a bit of power, bringing the total output to 122 horses, but performance is definitely on the tepid side of average.   0-60 comes up in about ten seconds, as compared to just under eight for a MINI Cooper and about eight an a half for a Scion tC.  A “one-valve” VTEC variable valve timing system improves combustion efficiency.  This system has actually been around since 1994, when it was used in the Accord.  Though the IMA is essentially borrowed from the Insight, the CR-Z’s engine is larger and has four valves per cylinder rather than three.    Nevertheless, it’s not that impressive on the road, from a sporting standpoint.  As a ’round-towner, it’s pleasant and capable.  The CR-Z’s three-mode hybrid system is switchable, with Normal, Eco and Sport modes that change throttle response, power steering response and the amount of assist from the electric motor.  There’s a noticeable difference between the Sport, Normal and Eco modes, as well.  Eco is really, really slow, perhaps not surprisingly.  The Sport mode does a good job of making the CR-Z more responsive and fun to drive, if not honestly fast.  Additional fuel savings is provided by the idle-stop system which shuts the gasoline engine off at traffic lights.

A choice of six-speed manual or continuously variable automatic transmissions is offered.  Opting for the confident-feeling, short-throw manual makes it easier to take advantage of the low-end torque, but ultimately the CR-Z is not a performance car as most people know it.

On the road, the CR-Z has a stiff ride, reminiscent of the first-generation Insight.  It’s sporty-firm, rather than unrefined.  MacPherson struts are used in the front, with a torsion beam at the rear.  Underbody aerodynamics plus low height plus a stiff body mean that stability and responsiveness are sports-car swift.  The CR-Z has a wide track with cast-aluminum lower arms for weight savings, and a center of gravity that’s practically on the ground.  The electronic power steering is fast, with up to 30% more input than in other Honda vehicles, and stability control and anti-lock brakes are standard.

In the end, this is really a more refined, more mainstream version of the first Insight.  The CR-Z is more interesting than the average hybrid, almost-sporty without being a full-blown sports car.  Whether that’s a good thing or a bad one is up to you to decide.  Is it fun?  Sure, it is.  It’s not Miata-fun, it’s more of a tossable-subcompact kind of fun.  This is not an S2000 replacement by any stretch.  The light weight and wide track contribute to an engaging drive, however.  If you’re looking for the intersection of compact performance car and hybrid, it’s either this or the Ford Fusion.  CR-Z pricing starts at $19,200, making this one of the most affordable hybrids on the market.  Loaded up with a navigation system, the CR-Z tops out at just under $23,000.

All specs are for the 2011 Honda CR-Z.
Length:  160.6 in.
Width:  54.9 in.
Height:     68.5 in.
Wheelbase:  95.9 in.
Curb weight:   2637 lb.
Cargo space:   25.1 cu.ft.
Base price:  $19,200
Engine:   1.5 liter four-cylinder with electric motor/generator
Drivetrain:  six-speed manual transmission, front-wheel drive
Horsepower:  122 @ 6000 (gas); 13 @ 1500 (electric)
Torque:  128 @ 1000-1750 (gas); 58 @ 1000 (electric)
Fuel capacity:  10.6 gal.
Est. mileage:   31/37

Spiritual successor to the 1957 Mercury Turnpike Cruiser?  Not exactly.  The 2010 Milan Hybrid doesn’t even appear to be from the same species as that chrome-frosted beast with whom it shares a parent company.  Nevertheless, I cruised the turnpikes with Mercury’s hybrid sedan, and it was quite a good match.

New for 2010, the Milan Hybrid offers a capable balance between the extreme-green, in-your-face hybrid systems of the Toyota Prius and Honda Insight and real-world usability.  Rather than carrying a bunch of technology for gadgetry’s sake, the Milan Hybrid just quietly makes sense.

I took the Milan Hybrid on a quick trip from Detroit to Manhattan, racking up miles on the turnpike and then sharing the mean streets of New York City with hordes of Ford Escape Hybrid taxis, of which there are more every year.  The hybrid system that powers the Milan is similar to that used in the Escape, and both are well-suited to urban duty.  A 2.4 liter 155-horsepower Atkinson-cycle engine is coupled to a 275-volt electric motor and a compact nickel-metal hydride battery.  Variable cam timing helps to smooth the transition from gasoline to electric power.  The ability to travel up to 47 mph on fully electric power coupled with the automatic engine shutoff means that the Milan Hybrid isn’t burning any gas at all when it’s stuck in traffic.  It’ll coast up to speed without kicking the engine on too, but this requires a light foot on the accelerator–something that won’t make you many friends in Manhattan.  Still, it’s good for 36 miles per gallon on the freeway.  Out on the turnpike, the Milan Hybrid takes advantage of the 2.4 liter’s frugality at speed, and maintaining a steady 70mph netted me about 35mpg.  This meant that the trip to New York and back was dispatched on just two tanks of fuel.  As with most hybrids, a continuously variable transmission gets the power to the road seamlessly.
Those two tanks of gas went by quickly in the Milan Hybrid’s comfortable cabin.  Though it’s not a luxury car, the Milan Hybrid is a comfortable place to spend a road trip, thanks to pleasant appointments, an attractive, airy cabin, and a healthy dose of technology.  The available navigation system features a large, easy to use full-color screen and is voice-activated.  The Sync infotainment system is also included.  The SmartGauge dash is an animated, fully electronic and configurable LCD display, allowing drivers to take advantage of Ford’s leaf-growing EcoGuide efficiency monitor or to display other selected vehicle information on screens entitled, “Inform,” “Enlighten,” “Engage” and “Empower.”  The cabin is quiet on the freeway, and with its satin silver trim, wood accents and contrasting stitching the Milan Hybrid could easily pass for a full-on luxury vehicle, even with its eco-friendly recycled seat fabric.  The only obvious difference between the Milan and the Milan Hybrid is the lack of a trunk pass-through; the Milan Hybrid’s battery pack is mounted behind the back seat, precluding a folding seat.  With barely twelve cubic feet of trunk space, some of my luggage had to ride in the back seat.  The Milan Hybrid’s a road-tripper for two, not four.

The ride is comfortable and responsive, thanks to a short-long arm front, independent rear suspension. The Milan Hybrid is just as engaging as its conventional counterpart on the road.  Regenerative brakes help to charge the batteries, and Mercury has dialed out the grabby feeling that often characterizes hybrid vehicles’ brakes.  Anti-lock brakes and stability control are standard equipment.  To make things easier when dealing with the unforgiving traffic in Manhattan, the Milan Hybrid is available with Ford’s Blind Spot Information System with Cross-Traffic Alert, which sounds an alert to keep you aware of the cars you don’t see.  Fighting with the taxis and limousines was almost stress-free in the Milan Hybrid.

Handsome, contemporary looks have always been one of Mercury’s strong suits, and the Milan Hybrid doesn’t disappoint.  Where many hybrids are deliberately aerodynamic and kind of strange-looking, the Milan Hybrid is differentiated from its conventional counterpart only by badging and a set of unique seventeen-inch wheels.  Mercury’s trademark waterfall grille has been deepened for 2010, and drops into the bumper.

The Milan Hybrid’s handsome looks and high-tech interior appointments help to justify the $27,500 starting price.  Add in options like a moonroof, rearview camera, Blind Spot Information System and a navigation system, and you’ve got a $34,000 vehicle like my test car.  There are quite a few other excellent road-trippers and urban traffic-fighters available at that price, some with more prestigious names.  The Milan Hybrid’s edge is in eco-friendliness without compromise.

Specifications:
All specs are for the 2010 Mercury Milan Hybrid
Length:  189.0 in.
Width:  72.2 in.
Height:  56.9 in.
Wheelbase:  107.4 in.
Curb weight:  3729 lb.
Cargo space:  11.8 cu.ft.
Base price:  $27,500
Price as tested:  $33,735
Engine:   2.5 liter DOHC 16-valve Atkinson-cycle inline four-cylinder
Drivetrain:  continuously variable automatic transmission, front-wheel drive
Horsepower: 156 @ 6000
Torque:  136 @ 2250
Fuel capacity:  17.0 gal.
Est. mileage:   41/36

All this talk about the New York Auto Show being “boring,” what’s up with that?  If there’s new stuff, I’m not bored.  There’s a shortage of dream cars, perhaps, but that’s been chronic in the industry the past few years.  What is interesting is that this trend has been offset in recent years by a tendency to actually build the dream cars.  So really, I don’t have a problem with that.  The Big Apple has always been a show that’s more about what’s actually going to happen, rather than dreams, and this year New York saw North American and world debuts of several new vehicles that’ll be hitting the streets in 2010 and 2011, not to mention the A-Team’s van, which I hung out in for a while.  Isn’t that more exciting than pie-in-the-sky dream cars?
Well, maybe not, some folks who call themselves car people are no doubt whining.  After all, it’s just a lot of hybrids and crossover vehicles, right?  Well, okay, there were station wagons, too, which are arguably more exciting than crossovers.  But I’m not going to argue semantics–my point is this:  I enjoy these shows whether there are concept cars or not.  Besides, New York showed me that there are some pretty cool things that are about to arrive for real.

2010 Nissan Juke: With more and more compact crossovers entering the market, nobody’s going to accuse the Nissan Juke of blending in with the crowd.  Slotting into the lineup below the Rogue, the Juke is…what is it, exactly?  It’s a cheeky little goblin of a crossover sport-ute, that’s what it is.  The wildly flared fenders and front-end lighting that seems to have been applied with a shotgun give the Juke a very distinctive face, there’s no doubt about that.  Relatively good ground clearance even hints at some off-road ability, though the Juke is definitely designed for the street.  A direct-injection 1.6 liter four-cylinder provides about 180 horsepower.

2011 Volkswagen Touareg Hybrid: Is there a point in selling a hybrid-electric Touareg alongside the Touareg TDI?  Apparently Volkswagen thinks so, because it’s planning to do just that.  The Touareg gets a beefy version of Volkswagen’s new family face for 2011, with a narrower grille and cleaner looks to go with its longer wheelbase and wider stance.  The hybrid is powered by a 3.0 liter supercharged V6 with direct injection.  Coupled to an electric motor, the Touareg Hybrid has a total of 375 horsepower, and a towing capacity of 7700 pounds.  The engine can be disengaged from the wheels when it’s not powering the vehicle, providing a fuel-saving coasting mode, and regenerative brakes help to charge the nickel-metal hydride battery pack.  Fuel economy is rated at 21/25.  The other alt-fuel Touareg, the diesel-powered TDI, is also equipped with a 3.0 liter V6 that’s more efficient than last year’s model.

2011 Mercedes R-Class: Mercedes’ road-tripping zeppelin gets an update for 2011.  Gasoline and diesel models are available, providing a choice of 268 horsepower and 258 pound-feet of torque in the R350 and 210 horsepower and 410 pound-feet of torque in the R350 BlueTEC.  The styling is updated with cues from the E-Class sedan.  The R-Class still has no direct competition, being neither minivan, crossover, wagon nor SUV.

2011 Mercedes E-Class wagon: Mercedes’ E-Class is an icon in sedan form, but the cargo-hauling version has a loyal following in its own right.  There wasn’t much doubt that there would be one when the E-Class was redesigned for 2010, and the wagon made its official debut in New York as a 2011 model.  Will the BlueTEC diesel version convince owners of classic oil-burning Mercedes wagons to part with theirs?  Probably not:  old Mercedes diesel wagons fall in the “cold dead hands” category when it comes to changing owners.

2011 Infiniti QX56:  Infiniti’s awkward-looking brick is now a bit sleeker, slightly more awkward-looking, and a lot more luxurious.  Its lineup being absent a full-size flagship sedan like BMW, Mercedes and Lexus have, Infiniti has turned the QX56 into its technobarge, as well as making it look more like a Toyota Land Cruiser than it should.  The options list could have been borrowed from a Mercedes S-Class:  Power-reclining third-row seats, 400hp direct-injection 5.6 liter V8, seven-speed automatic transmission.  The only difference is the 8500-pound towing capacity.  It’s a risky move on Infiniti’s part, considering the moribund state of the full-size luxury SUV market these days.

2011 Lincoln MKZ Hybrid: Not entirely unexpected, considering the existence of the Milan and Fusion hybrids with which it shares underpinnings.  Besides, Lexus’ HS250h can’t be allowed to have the market all to itself, now can it?  The MKZ Hybrid has a definite advantage over the HS250h, considering that its riding on a fun-to-drive sedan chassis, while the Lexus makes do with Prius underpinnings.  Ford’s SmartGauge with EcoGuide is included, just like in the MKZ’s siblings.  The MKZ Hybrid also shares Lincoln Sync infotainment and all of its amenities with the standard MKZ.

2011 Lexus CT200h: This racy-looking five-door debuted in Geneva a couple of months ago, and Lexus announced that the CT200h will go on sale in North America for 2011.  The “h” in the name means that it’s a hybrid, of course, and it becomes Lexus’ second dedicated premium hybrid alongside the HS250h.  The familiar two-motor Lexus Hybrid Drive propulsion system offers a choice of four drive modes, including a sporty setting that boosts engine and steering response for a more engaging drive.

2011 Saab 9-5: Saab lives!   There was a great deal of uncertainty as to if the redesigned 9-5 would ever see production, thanks to the unclear fortunes of its parent.  With its purchase by Spyker, Saab once again has a future, and the 9-5 is here to be a part of it.  The new 9-5 looks more impressive than any of its predecessors, with a bold, racing-helmet silhouette and clean lines.  It’s powered by Saab’s 2.8 liter turbocharged V6,to the tune of 300 horsepower, and a six-speed automatic transmission puts the power to the ground.

2011 Chevrolet Cruze Eco: When it debuts this fall, Chevrolet’s new subcompact Cruze has a surprise up its sleeve. The Cruze Eco doesn’t look that different from the rest of the lineup, but features tweaks beneath the skin that boost its fuel economy to 40mpg on the freeway.  The Cruze Eco is lightened, aerodynamically optimized and has special gearing in its six-speed transmission.  An obsessive weight-savings program addressed minutia like the excess metal on welds and the thickness of the sheet metal, as well as special lightweight 17-inch wheels.  The Cruze Eco also gets special underbody cladding to improve airflow under the car, and an air shutter in the lower front grille that closes to improve high-speed aerodynamics.

2011 Volvo S60: Volvo says the new S60 is “naughty,” perhaps as a means of distancing it from the many “green” cars at the show.  That’s ironic, because the new S60 is actually rather nice, what with the all-new infotainment system, 300-plus horsepower 3.0 liter straight-six engine with all-wheel drive, and a smart, proactive traction control system.  The design is svelte, with hidden rear doors and a dramatically sloped rear window and trunk.  The latest development is Pedestrian Protection with Full Auto Brake, which works similarly to the City Safety system debuted last year on the XC60.  Pedestrian Protection warns the driver of people on foot, and below 22 mph the S60 will stop itself, if you’re not going to.  So much for “accidentally” running over that annoying neighbor.

2011 Scion iQ: As expected (at least by me), the Toyota iQ, introduced last year in Europe, will be joining the lineup in North America as a Scion-badged product.  Scion’s fourth nameplate will give the micro-compact smart fortwo a direct challenger.  The 120-inch long iQ is the smallest four-seater out there (not counting golf carts), and its “long-slide” front seats improve legroom fore and aft, whichever is needed.  Vehicle Stability Control, anti-lock brakes and traction control are standard equipment, as are 10 airbags, even though it looks like it you’d only need one really big one.  The 1.3 liter engine is backed up by a continuously variable transmission.

2011 Scion tC: We were starting to worry about Scion–the tC’s been hanging out mostly unchanged for six years now, which is an eternity in this industry unless you’re a Porsche 911 or Volkswagen Beetle.  Fortunately, the brand’s not completely asleep, and there’s an all-new tC on the way.  The second generation of Scion’s sport coupe adds some more sport to the mix, with more aggressive styling and clean-cut evolutionary lines.  Power from the 2.5 liter four-cylinder is bumped to 180 horses, and there’s a choice of six-speed manual or automatic transmissions.  The hot-rod quotient is dialed up on the inside with a flat-bottomed steering wheel.  The new tC arrives late this year.

Honda Odyssey Concept: They call it a “concept,” but I’m always suspicious of a vehicle’s dream-car status when it’s sporting side-view mirrors and windshield wipers.  This slick and almost-sexy minivan, unveiled a week or so before the New York show, is basically the next-generation Honda Odyssey minivan, coming soon to attempt to raise the bar recently reset by the Toyota Sienna.  2011 looks like it’l be a good year for minivans, as there’s a new Nissan Quest on the way as well.  The Odyssey Concept’s flush-mounted door handles may not make production, but the eccentric window cut-line and smooth front fascia likely will.

2011 Hyundai Sonata 2.0T: The new hot-rod Sonata is powered by a four-cylinder direct-injection turbocharged four-cylinder.  Don’t let the relatively small two-liter displacement fool you; the Sonata 2.0T has the goods under the hood, with 274 horsepower and 269 pound-feet of torque available.  The twin-scroll turbocharger enables this smallish engine to return 22/34 fuel economy while providing an impressive power to weight ratio.  Hyundai didn’t say much about the Sonata 2.0T’s suspension, however.

2011 Hyundai Sonata hybrid: You’ll know it by its bizarrely redesigned front end; the Sonata hybrid is a break from Hyundai’s typical MO.  Usually content to match the competition while costing a bit less, the gas-electric Sonata goes in an entirely new direction with a hybrid system that’s different from those offered by Toyota and Ford.  A 2.4 liter four-cylinder engine is coupled to a 40-horsepower electric motor for a total system output of 209 horsepower.   More efficient and compact lithium-polymer batteries are unique in the industry, and the Sonata uses a full-parallel hybrid system that’s designed to improve fuel consumption at all speeds.  As a result, the fuel economy isn’t biased toward the urban cycle, and it’s rated at 37/39.  The hybrid system produces a combined 209 horsepower, and can run on full electric power up to 62mph.  One last departure:  the Sonata Hybrid uses a six-speed automatic transmission rather than the CVT that has become the default for the average hybrid.  Like the Sonata 2.0T, the Sonata Hybrid will be on sale this fall.

2011 Porsche Cayenne: With the coming of a new Volkswagen Touareg, there’s a new Cayenne as well–not a surprise, since the two vehicles share underpinnings.   Porsche’s updated SUV line is slightly redesigned and features more powerful V8 models, but the big news is the introduction of a hybrid-electric version.  Powered by a supercharged V6, the Cayenne S Hybrid produces a combined 380 horsepower and features the usual hybrid technologies of full-electric drive at low speed and regenerative brakes to charge the lithium-ion batteries.  A unique feature is the “sail” capability, which can shut the gasoline engine off entirely at speeds up to 97mph, enabling the Cayenne S Hybrid to coast and save gas.

2011 BMW 5-Series:  If the all-new BMW 5-Series sedan looks slightly familiar, that’s because it’s adopted the styling theme already premiered on the 3-Series and 7-Series.   The drastically smoothed 5-Series enters its sixth generation with a choice of 300 horsepower twin-turbo six-cylinder and 400-horse V8 power.

Ford Focus EV: Not that there’s much to see, but Ford brought out the upcoming electric version of the Focus, just to remind Chevrolet that the Volt won’t be the only mainstream electric vehicle out there for long.

Mercedes SLS AMG GT3: You won’t be able to buy this one, at least not for the street, but there’s no denying that it’s a pretty thing.  Mercedes will take its new SLS AMG racing next year, in the FIA’s GT3 class.  It’ll face cars like the Porsche 911, Chevrolet Corvette and Ferrari 430 on the track.

2011 Acura TSX Sport Wagon: Is there much to add beyond this vehicle’s name?  It’s a TSX sedan with a handy cargo hold, and there’s not that much more to it.  Performance is basically unchanged, according to Acura.  The 2.4 liter four-cylinder engine is the same, as is the five-speed automatic transmission.  That said, what’s the difference between this and an RDX?  Cadillac’s CTS Sport Wagon and SRX can co-exist because the SRX has no sporting pretensions, but it would seem that other than all-wheel drive, there’s little to distinguish the TSX Sport Wagon and RDX.

2011 MINI Cooper Countryman: Is MINI’s new crossover vehicle evidence that the party is over and the iconoclastic manufacturer is going mainstream, or is the brand’s cheeky, fun to drive spirit still intact even with five doors, available ALL4 all-wheel drive and a raised ride height?  That will probably depend on who you ask.  The Cooper Countryman shares its 1.6 liter four-cylinder powerplants with the Cooper and Cooper S hatchbacks, and the wheels have been pushed out to the corners of the larger body, just like in its smaller siblings.  Inside, up to 40 cubic feet of cargo space can be had with the seats folded, and all four seats slide for improved passenger comfort.  A cool center “rail” can power accessories and contains mood lighting and an adjustable armrest.   The Cooper Countryman goes on sale early in 2011.

Mitsubishi compact crossover: Mitsubishi’s got an all-new compact crossover on the way to enter the lineup below the Outlander for 2011, but it hasn’t got a name yet.  The mystery cute-ute features a 2.0 liter four-cylinder engine with 148 horsepower, All-Wheel Control all-wheel drive and a strong resemblance to the new Lancer.  It’s about twelve inches shorter than the Outlander, and lightweight construction means it’s just over a hundred pounds lighter than the current flyweight in this class, the Hyundai Tucson.   By this fall, we should know what to call it.

2011 Hyundai Equus: Finally, an official introduction.  The Equus has been popping up on the radar periodically for several years, kind of like someone you keep seeing at parties but never get a chance to talk to.  The North American version debuts at long last with a 385-horsepower V8, six-speed automatic transmission, a raft of luxury features and bold proclamations of a new buying experience.  The car itself is a conservative and attractive four-door with a Buick-ish curve to its hip, and it’s larger than a Lexus LS460.  The amenities list is familiar enough:  cameras front and rear to aid in parking, radar-driven intelligent cruise control, adaptive lights, air suspension, 608-watt sound system, reclining heated and cooled rear seats, French-stitched leather, faux-suede headliner and an available rear-seat cool box.  On top of that, Hyundai promises a Bentley-like ownership experience, with personal vehicle consultants who’ll make house calls rather than traditional salesmen and a multimedia tablet replacing the owner’s manual.  Equus pricing is expected to come in between $50,000 and $60,000.

2011 Subaru WRX and STi: Subaru provided a bit of good news for performance enthusiasts in the form of a new WRX and STi.  The rally-bred all-wheel drive sport compacts now share the “wide-body” styling that was previously only available on the STi.  The wider body allows for a 1.5 inch wider track, an enhancement which improves the WRX’ handling.  The 265-horsepower boxer engine introduced for 2009 carries over for 2011, while the top-dog STi gets 305 horses, lighter eighteen-inch wheels and an upgraded suspension.  The STi is also set apart by a luridly tall (but still functional) spoiler.

2011 Kia Sportage: The all-new Kia Sportage goes on sale this summer.  The revised styling is borrowed from the Kia Kue concept car from 2007, and a six-speed automatic transmission is available for the first time.  There’s a more powerful turbocharged version on the way as well.

2011 Kia Forte 5-door: The Forte family just grows and grows, doesn’t it?  Kia’s new line of subcompacts spawns a five-door version for 2011.  Additions available on all Fortes include a pushbutton start and a choice of six-speed manual or automatic transmissions.

2011 Kia Optima: Who needs dream cars when you’ve got production cars that look like this?  Kia’s all-new Optima is such a departure from the current vehicle that the three-inch longer wheelbase and panoramic sunroof are practically footnotes.  The available luxury quotient is definitely upgraded, with heated and cooled seats and Kia’s new UVO infotainment system on board.  A choice of naturally-aspirated and turbocharged four-cylinder engines is offered; the turbo puts out 274 horsepower.  Both engines use direct injection and feature six-speed automatic transmissions.  Kia says there will be an Optima Hybrid as well.  The new Optima goes on sale later this year.

2011 Bentley Continental Supersports Convertible: How do you make the hot Bentley Continental Supersports even better?  Hack the roof off, of course.  Although “hack” might not be the right word to use in reference to a Bentley product, the theory is sound, and the Continental Supersports Convertible made its much-welcome North American debut in New York.  The 6.0 liter W12 engine produces 621 horsepower and, like the rest of the Bentley lineup, can run on gasoline or E85 ethanol.  A quick-shifting ZF automatic transmission and sport-tuned Continuous Damping Control (CDC) active suspension keep the drive entertaining.  The Continental Supersports Convertible goes on sale this summer.

2011 Cadillac CTS-V Sport Wagon: Like the Acura TSX Sport Wagon, there’s not much to add that the name doesn’t already tell you.  The impressive CTS Sport Wagon will get the same high-performance treatment as the CTS-V sometime late in 2010. That way, you’ll be able to enjoy your 556-horsepower 6.2 liter V8 goodness and fit a good-sized load of groceries, too.

Infiniti Essence: Just in case you can’t feel like it’s really an auto show if you haven’t seen a concept car of some kind, I’ll close with the Infiniti Essence.  This one made the rounds almost a year ago, but it’s the first time I’ve gotten to meet it in the metal, and it’s a relentlessly sexy thing.  I don’t use that term lightly; if you were to drape a blanket over the Essence and take a picture of it, it’d look like there was some serious hanky-panky going on under there.  Infiniti used this vehicle as an inspiration car for its design language, and you can see its curves in many of its current products.  It’s also got specially-made, custom-fitted luggage.