It’s a great feeling knowing that someone has been listening. We’ve been banging the drum here at MPGomatic for two years now.

An average of 35.5 MPG is not a lofty goal, even in this shortened time frame. Back in March of 2008, MPGomatic opened some eyeballs and raised a lot of eyebrows when we published 35 MPG: Why Wait Until 2020, an article that provided details on the export-only fuel-efficient diesel-powered cars and SUVs that Chrysler builds right here in North America, half of which already hit the 35 MPG mark. Hundreds of thousands of folks have read that article and learned the truth over the past fourteen months.

In Europe, 35 MPG isn’t a goal. It’s the norm.

America need not and must not fear this change. We must embrace it with the realization that it is the best way forward.

35 MPG does not = wimpy cars.

BMW’s current lineup in Germany already hits an average of 35 MPG. To this point, this has been achieved without selling hybrid vehicles. Roughly fifty percent of the vehicles sold by BMW in Germany are powered by fuel-efficient clean diesel engines.

We’ve had the good fortune to spend time with two of BMW’s clean diesels, the 123d and the 335d. These are fantastically fun-to-drive driving machines.

While the little 123d is yet to be imported into the States, the 335d is currently available … with a federal tax credit, no less … and it’s a ball of clean green fun. In our week with the 335d, we were able to easily achieve highway mileage in the mid-forty MPG range, while blasting out six second 0-60 MPH times.

Why isn’t the conventional press screaming the praises of this car?

The road to the future will take multiple alternative fuel technologies, including clean diesel, NGV, hybrid, plug-in electric, extended-range electric, small-displacement direct-injected gasoline, and yes … even hydrogen.

Through our auto industry may be in tumult, the automakers now have a clear path to follow. Ford, Chrysler, and General Motors aren’t down for the count. They’re between rounds. Each one of these companies has the technology and the will to get this done.

Bring It On.

How heavy- footed are you?

While the current official fuel economy estimates are a reasonable starting point, a conscientious driver can beat the numbers. Although earlier estimates may have overstated mileage, the current figures can dramatically understate certain vehicles capabilities.

Depending on the car, good gas mileage is relative. If you have six people to move about, a four-seat vehicle won’t do. It’s important to compare apples to apples. Some small car zealots forget about the transportation requirements of extended families as well as the need to transport friends, along with family.

Ready to Replace Your Ride?

While the Toyota Prius (shown at left) and Honda Civic Hybrid are two long-running darlings, there’s an expanded range of new vehicles with good gas mileage on the market these days.

The 2009 Volkswagen Jetta TDI (shown at right) marked the return of high-MPG diesel cars to the United States, while the 2010 Honda Insight carves out a new niche as the most affordable hybrid. With gas prices at less than half their peak, there are some great bargains out there.

Can’t afford (or don’t want) to buy a brand new car? The previously-owned market offers plenty of choices. The Honda Civic is one of the most popular conventional used cars with good gas mileage. Other popular choices include the Ford Focus (shown at left), Nissan Sentra, and Toyota Corolla. All four of these vehicles have been on the market for years and the supply of these vehicles is plentiful.

Other popular used cars with good gas mileage include the Mini Cooper (shown at right), Toyota Yaris, and Honda Fit. The cumulative sales numbers are lower on these vehicles however, and they may be harder to find in the used car market.

As always, the laws of supply and demand apply.

We’ve seen the cycle repeat itself; when the price of fuel goes up, good gas mileage cars are in high demand and prices go up. When the price of fuel drops, so does the demand for, and the price of, fuel-efficient vehicles.

As a country, we need to realize that the current lull in gas prices cannot last. As individuals, we must take note of the sales price reductions in these vehicles and take advantage of the situation, when and if possible.

Carpe diem.

There are other benefits as well.

While at the 2009 New York Auto Show, I had the good fortune to meet Stephanie Reaves, a professional race driver representing EcoDrivingUSA. Stephanie demonstrated some of the principles of EcoDriving while piloting a 2009 Volkswagen Jetta TDI through afternoon traffic.

As she made her way up Manhattan’s West Side Highway, Stephanie shared an experience from last year’s LA Auto Show that illustrated a key benefit of EcoDriving.

Sometimes we lose sight of what’s most important in our hectic day-to-day lives. Giving up a minute or two of time isn’t a loss … it’s a blessing … if you look at your daily commute as the chance to reduce, rather than raise your blood pressure.

Saving gas is just the starting point. Driving conscientiously resets the clock. By driving in a cool and composed manner, you lose a tiny sliver of time, but you gain immense benefits.

Many thanks to:

Stephanie Reaves,
EcoDrivingUSA.com,
The Pro Formance Group
PFGEvents.com – Eco Driving Training

No fooling.

The 27.3 mile per gallon (MPG) figure represents an average of 2001 new car, light truck, and SUV mileage. New cars must average 30.2 MPG. New light trucks and SUVs must average 24.1 MPG.

I’ve been driving a 2009 Chevy Tahoe Hybrid this week that has a combined estimate of 20 MPG. While I’ve been able to beat the official numbers by a bit, it’s a forgone conclusion that that traditional SUVs will be getting smaller and hybrid battery packs will be getting larger. On the flip side, I’m in the midst of producing a video review of the Audi Q7 TDI clean diesel SUV, in which I easily exceeded the 2011 requirements.

Source: Ken Thomas/Associated Press

We’ve been able to exceed the cruise control numbers, vehicle after vehicle, simply by using a light foot. Significant gains in mileage are possible when you take advantage of inertia, and these gains are maximized with advanced automatic transmissions. To be clear, we always keep it in gear. Our mileage review procedure never includes coasting in neutral. Nor do we rely on other dangerous techniques such as drafting.

We rely on the on-board fuel consumption displays for highway figures, averaging out the runs. While this data can fluctuate, we always confirm the combined mileage via tank fills. Our mileage reviews are typically limited to a one-week period and we strive to put at least 400 miles on each vehicle over the course of the week. Ideally, we would like to test for thousands of miles with each vehicle, but this is not currently practical from either an economic or logistical standpoint.

As of this writing, we have yet to see a vehicle that has failed to hit its numbers. It’s essential to keep in mind that the stated official estimates are just that … the fine print always shows a range and our goal in real world road testing is to come as close to the high end of the range as possible. Our experience has provided a rather interesting perspective on the performance and capabilities of the various manufacturers, as they relate to the official estimates. A white paper is in the works.

As we consider future direction, one possible scenario includes a fully transparent mileage review procedure that presents a comprehensive data set for each vehicle for public consumption. While this avenue would require a significant infusion of capital, it will provide a remarkable alternative.

Our legislators recently set the goal of a national fleet average of 35 miles per gallon by the year 2020. This was not a lofty or ambitious goal. In fact, it’s achievable today … should we choose to express a preference to buy a small vehicle. The automakers are in a pickle: they need to sell what the public will buy. Our perceptions need to change. Folks have to look at small vehicles as a desirable purchase, rather then a compromise.

We’ve test driven some fantastic small vehicles over the past year. While our absolute favorites – the MINI Cooper D and BMW 123d – are diesel-powered European models that have not yet been imported to America, the trend is clear. All of the German automakers are now marketing highly fuel-efficient clean diesels in the United States, and we’ll be reviewing each and every one, as schedules permit.

Small Vehicle Reviews

	Chevy Aveo5 GM’s entry-level small car offers fuel efficiency and a low sticker price.
	Ford Focus An efficient four-cylinder engine and Microsoft Sync audio system make the Focus a popular choice.
	Honda Civic Hybrid Honda’s low-key, high-MPG hybrid delivers excellent fuel economy in a well-rounded package.
	Mazda3 The fun-to-drive Mazda3 easily exceeds the official estimates when driven sensibly.
	MINI Cooper Clubman The ever-so-slightly larger Mini Cooper Clubman handles like a dream and gets great mileage.
	Nissan Altima Hybrid While it’s not exactly a small vehicle, the Nissan Altima Hybrid is the sportiest of the hybrids.
	Nissan Versa The Nissan Versa isn’t just a highly affordable fuel-efficient vehicle, it has a quite a roomy interior, to boot.
	Pontiac G5 XFE Think American cars can’t deliver the MPGs? Think again. The Pontiac G5 XFE’s highway MPGs top the charts.
	Saturn Astra The Saturn Astra could sell like hotcakes here in America, as it does in Europe … if GM made one simple change.
	Scion xD The Scion xD scoots about with style. Consider it a canvas just waiting for customization.
	Suzuki SX4 Crossover The AWD Suzuki SX4 Crossover isn’t just the least expensive AWD in America, it’s packed with features.
	Toyota Corolla Toyota Corolla is the perennial choice for mileage conscious commuters.
	Toyota Prius The space-age Toyota Prius hybrid achieves remarkable gas mileage when driven sensibly.
	Toyota Yaris Real world MPG results on the Yaris are so good, there must be a conspiracy to cover them up.
	Volkswagen EOS The convertible VW EOS is like nothing else on the road.
	Volvo C30 A rare sight on the streets, the Volvo C30 is one of our favorite small vehicles.

But when you consider the changes in today’s cars, compared to those of the late seventies and early eighties, it all begins to make sense. The modern Civic is much more complex, much larger, and much heavier than its counterpart three decades ago.

Today’s Honda Fit is more akin to yesteryear’s Civic, yet it’s so much more.

I’m in the midst of testing a Fit this week and I can’t help but think how much it reminds me of my trusty old 1983 Honda Civic S. (I didn’t leave the “i” off … the S model predated the Si.) But the Civic’s interior was much tighter inside than the Fit. That’s not to say that it couldn’t haul stuff. I used the little hatchback as a moving van more than once, back in the day. But when I flipped the Fit’s Magic Seat around the first time, I was flabbergasted. There’s a remarkable amount of cargo space inside the little critter.

And the highway mileage?

It’s good. Really good. This is one of the cars that responds so well to light-footed driving that you have to question the official numbers …

MPGomatic: Barb, can you tell us a little bit about where Ford’s going with regard to gasoline technology and electrification?

Barb Samardzich: Sure. If I had to sum it up real succinctly, I’d say it’s not a one-size-fits-all strategy.

I think we’re going to see various propulsion systems available in a given platform so that consumers can make a choice that’s right for their driving needs, their driving styles and where they sit with respect to environmental conscientiousness.

From our perspective at Ford, the way we see that vision is a global platform so we have the body, various bodies on a given chassis, and then our job in the power train arena is to make sure that we provide those power train options.

So, whether it’s a traditional gasoline engine, an EcoBoost engine, a diesel engine or the various forms of hybridization that we’ve announced as well as those that we have already in the marketplace, from a full hybrid to micro-hybrids to plug-in hybrids and then our recent announcement on the battery electric vehicle.

So, if you think about a consumer coming into a showroom having a variety of top hats off of a given size platform, and then being able to choose a power train or propulsion system that’s right for them, I think that’s where things are going to be for awhile as we transition from the state we’re in now, which is heavily fossil fuel-dependent, to one that is electrified.

MPGomatic: So, in Europe, for example, it’s 50 percent or more diesel, and they look at what we’re doing with hybrids here and they think, “Why would you want to do that when diesel is already there?”

You do quite well with diesels in Europe, but it’s going to take awhile before it happens here.

Barb Samardzich: It’s interesting, the answer to that question isn’t a technology answer, it’s a public policy answer.

In Europe, the European nations made a decision to drive an energy policy to drive CO2 down. To do that, they taxed petrol and they kept the price of diesel below petrol.

Consumers will always make; at the end of the day, they are rational and they make a rational decision. So, it didn’t take consumers long to figure out that from a pocketbook perspective, diesel was the better solution for them.

And diesels took off, fulfilling the energy policy that was set in place. And today it’s about 65 percent diesel engines, and they are great engines, as you said.

In the U.S., we haven’t had that type of an energy policy. Diesel fuel, over the past year, has been anywhere from 30-40 cents more a gallon than gasoline, up to over a dollar, I’ve seen it.

At that price delta, regardless of the absolute value of the fuel, at that price delta, it’s a hard value equation for consumers to make in the U.S., because they’re going to be paying a premium for the diesel engine in the dealership to begin with, because the diesel’s more expensive both as an engine as well as to emissionize it.

And then every time they go to the filling station, they pay a premium. And when they look at that and just do the simple calculations, they can see that the payback from that diesel engine just isn’t going to be there for them.

MPGomatic: So, EcoBoost is intended to provide many of the same benefits that diesel does, with a higher level of energy out of every gallon of gas ñ better mileage.

From the start, it’s been targeted at the higher, the larger engines, higher horsepower. It seems more of a horsepower issue. You know, we’re putting this in the V6s and the V8s?

Barb Samardzich: Well, let me give you our strategy. The start of our strategy was, it’s still fuel economy as well as performance, and the concept is: no compromise here to consumers.

First of all, just so everyone knows what we’re talking about here with an EcoBoost: It’s a gasoline engine with direct injection as well as turbo charging.

The direct injection, combined with the turbo charging, enables you to not sacrifice any kind of fuel economy, with respect to a compression ratio, and the turbo charging gives you great, great improvements in horsepower and torque.

So you get diesel-like torque curves.

One of the things that makes diesel so fun to drive is that you hit that peak torque the minute you step on the throttle. It just goes straight up.

Same with the turbo-charged gasoline engine. So, we’ve got the “fun to drive.”

Now, our strategy is, given that huge increase in the horsepower and the torque associated with the turbos, we can downsize the engine and take the displacement down, provide the customer with as-good or better performance feel, and get the benefits of a smaller displacement engine.

In the engine world, the biggest lever you can pull for fuel economy improvement is downsizing displacement.

So, for example, in our Flex and in our Lincoln MKS, where we’re introducing EcoBoost engines, instead of having V8 engines, which would be traditional larger horsepower and torque displacement engines for consumers that perhaps have a lot of towing needs or they like a performance feel; they want to, you know, they enjoy that.

They would traditionally have bought V8 engines. And most of the competitors to our products would have V8 engine offerings for that consumer.

We have a V6 offering, so no delta in fuel here ñ same fuel you’re gonna get in your naturally aspirated, what people would think as entry-level V6, but you get all the performance feel of a V8.

So, it is an environmentally conscientious strategy, and we’re taking that same strategy and very shortly we’ll be seeing those announcements coming.

And taking a V6 and displacing it with an I4 and doing exactly the same thing: getting I4 fuel economy, V6 performance.

So, it’s really a no-compromise strategy.

Now, it doesn’t hit the absolute fuel economy of a diesel engine, but it does come close ñ especially when we combine it with technologies like stop-start where, you know, you pull up to a light, your engine shuts off, then when you take off again it keeps going.

And other technologies that we have around in our full line of six-speed transmissions.

But again, in the U.S., where diesel is priced, always, at a premium to petrol, it’s the right strategy to really make a substantial difference in our CO2 footprint.

MPGomatic: So, with stop-start, and with the six-speed automatic transmissions, you can gain a lot of the benefits that hybrids presently have? In town, one of the ways that a hybrid is ahead in mileage is because of stop-start.

Barb Samardzich: Well, the ability to run on the electric motor is what gives the hybrids their advantage. And no conventional engine is going to approach that.

You have to have a battery to store the energy and a motor to drive the vehicle, and once you do that it allows you to completely wean yourself off the gasoline and provide electric power.

MPGomatic: But, I’ve driven a couple of diesels that have stop-start technology, so the BMW 123d, the Mini D, you pull up to a lightóit’s disconcerting at first.

Barb Samardzich: It is.

MPGomatic: You throw it in neutral and the engine stops. It takes a little while to get used to it. But that’s going to start to happen with gasoline engines here.

Barb Samardzich: Absolutely. But that’s maybe an incremental 3 percent or so fuel economy, versus a hybrid, which are substantial fuel economy improvement.

Again, with the hybrid you shut the engine off not just when you’ve stopped the car, but you shut the engine off when you’re driving around at, you know, 30 miles per hour in a medium torque situation for quite a range.

MPGomatic: And with the six-speed transmission, the ability, at highway speeds, to drop down to a close-to-idle speed with enough torque is where you really gain the benefits for highway.

Barb Samardzich: That’s the benefits of having an increasing number of gear ratios in your transmission, is you allow the engine to run at its optimum RPM, right. You can keep taking the engine speed down, because you have different gear ratios to choose from, and keep optimizing that relationship.

MPGomatic: Well, Barb, I want to thank you very much for taking time to speak with us.

Barb Samardzich: My pleasure. Thank you. It was a pleasure to talk to you.

A good number of the current AWD gas mileage champs use hybrid technology. I’ve put the Lexus 400h, Ford Escape Hybrid, and Toyota Highlander Hybrid to the gas mileage test over the past year and have achieved excellent results with each vehicle.

But make no mistake about it, the best AWD gas mileage isn’t confined to just the hybrids. If you need AWD but can’t afford the payments on an expensive hybrid, there are plenty of vehicles that can deliver highway mileage in the high-twenty mile per gallon range on the highway, if driven mindfully.

The tiny Suzuki SX4 Crossover is one of our favorite small AWDs, pulling down an impressive 32 MPG in our Interstate highway testing. While you can’t haul a big crowd to the slopes with the SX4’s diminutive dimensions, the little Suzuki does well if it’s just you and a buddy or two.

Apart from the hybrids, clean diesel technology holds the biggest hope for improving AWD mileage. Audi has announced that its A3 2.0 TDI clean diesel (shown above) will go on sale by the first quarter of 2010. While an AWD Quattro version has not been announced, the front wheel drive A3 2.0 TDI is said to deliver over 40 MPG highway.

To get the best AWD gas mileage results, choose the right AWD vehicle and drive mindfully. Achieving the optimum gas mileage is easy, once you know the tricks.

It all starts by asking yourself this basic question …

When you’re driving, what percentage of the time is your foot completely off the accelerator? To be clear: not resting on the accelerator, but resting on the carpet.

Simply put: a lazy foot wastes gas. The less time your foot currently spends off the gas pedal, the greater your potential for savings.

If your foot rests on the pedal 100% of the time, you could easily see a 25% reduction in the amount of gas you consume through the effective use of this technique.

The easiest way to see the direct results are to watch your vehicle’s real-time or “instant” mile per gallon (MPG) display, if it is so equipped. When you lift your foot off the gas, the real-time MPG numbers will skyrocket. When you reapply your foot, you can more easily modulate the pressure you exert on the pedal.

The accelerator pedal was designed over 100 years ago, and despite nifty advances like electronic drive-by-wire, remains a relatively crude way for the driver to tell the engine how much fuel to deliver. The biggest problem is that the (available) data is hidden. But just as importantly, the ankle is easily fatigued, and unless you’re Ronaldinho, can be a rather imprecise device when it comes to precisely metering fuel. (Hence the popularity of cruise control.)

The Engine Control Unit (ECU) provides a highly relevant data stream that lets you know exactly how much pressure you’re placing on the pedal. Unfortunately, this Throttle Position (TPI) data is displayed on precious few dashboards (if any). That’s not to say that you can’t easily get at the TPI. All you need to do is plug a display device like the ScanGaugeII into your (1996 or later) vehicle’s OBDII port.

I started using this feather-footed method while test driving the Toyota-technology equipped hybrids — the Ford Escape Hybrid, Nissan Altima Hybrid, Lexus 400h, Highlander Hybrid, and Camry Hybrid, and Prius — as a means to provoke the Hybrid Synergy drive systems into electric mode. After a few weeks of switching back and forth between driving hybrids and conventional vehicles, I realized that the same pulse and glide technique could yield considerable benefits no matter the method of propulsion.

A proper modern automatic transmission can allow an engine to drop RPMs in cruising mode, sometimes to near idle levels. The easiest way to see this is to lift your foot while descending a hill. Through the magic of inertia, you will maintain speed, while slashing the amount of fuel consumed.

Ecodrive.org explains the phenomena in their Golden Rules of Eco-Driving:

Petrol and diesel cars manufactured from 1990 onwards, are generally equipped with fuel injection combined with an electronic function that cuts off the engine’s fuel supply under engine braking (accelerator released and a gear engaged). The advantages of this fuel cut off function can be used by releasing the accelerator in time, for example when approaching traffic lights. This also reduces wear and tear on the brakes, reducing maintenance costs. Engine braking, not only has a positive effect on fuel consumption, but also on exhaust emissions, traffic safety, traffic flow and passenger comfort.

In case of less modern cars with a carburetor and older diesel cars (generally manufactured before 1990), it makes no difference whether you decelerate with gears engaged or disengaged, for the carburettor is a mechanical device that is not equipped with electronics to cut off fuel supply. These cars consume an equal amount of fuel under engine braking and when idling. However, releasing the accelerator in time still avoids hard braking and improves the durability of the brakes.

As your vehicle ends its decent, gently reapply throttle, while watching the real-time MPG gauge. Keep your foot as light as possible to maintain speed.

I’m working on a new video this week that will break down this technique into its basic elements. If all goes well, I’ll do this as a three camera shoot, with one camera on the floorboards, one focused on the ScanGauge, and the other on the road.