In order to do so, you have to consider the specifics. You need to look at the characteristics of your driving cycles, then apply these to the equation. This can only happen when you take your annual miles driven into consideration, along with the percentage of city driving (as opposed to highway or rural driving), and your average local fuel prices.

As with the comparison between diesel- and gasoline-powered vehicles, you need to make a fair assessment, that’s model-by-model and trim level-to-trim level. Check out the chart below, then hop over to Fueleconomy.gov to check out their new hybrid vs non-hybrid comparison tool that takes MSRP, fuel savings, and payback period into full consideration.

It’s worth noting that the Buick LaCrosse eAssist and Lincoln MKZ Hybrid are priced at the same level as their non-hybrid counterparts. These two luxury cruisers deliver fuel cost savings, right out of the starting gate.

Hybrid vs Non-Hybrid

Source: fueleconomy.gov

- by Daniel Gray

Diesel engines can be as much as 30% more fuel efficient than the equivalent gasoline engine. The cost-differential between diesel fuel and regular unleaded varies depending on factors that include seasonal fluctuations, geographic location, and market demand.

So how do diesel cars save money over their gasoline engine counterparts, when diesel fuel is more expensive than regular unleaded gasoline?

Do the math and it becomes apparent. That thirty cent per gallon difference can be quickly eclipsed.

We’ll compare two hypothetical cars – both the same make and model – one with a conventional gasoline engine that gets 30 MPG and one with a diesel engine that gets 40 MPG. Lets say that regular unleaded is $4.00 per gallon and ultra-low sulfur diesel fuel is $4.30 per gallon. Over 20,000 miles the total fuel cost for the gasoline-powered car is $2,660, compared to a total fuel cost for the diesel-powered car of $2,160. That works out to a savings of $500 per year, or 0.025 cents per mile.

You will not get a true reading when comparing disparate cars. It’s crucial to compare apples-to-apples. This is done most easily with Volkswagen’s vehicles, which offer a range of engine choices.

The gasoline-powered 2012 VW Jetta is officially rated at 24 city / 34 highway, while the TDI version is rated at 30 / 42. In this case, the city figure represents a 25% improvement. If you take driveability into consideration, the numbers are more dramatic. The gas Jetta delivers 115 horsepower (HP) and 125 foot-pounds of torque, while the diesel version cranks out 140 HP and 236 foot-pounds of torque. Get behind the wheel and you’ll feel the difference.

So now lets compare apples to oranges …

Pit the VW Jetta against the Mazda3 Skyactiv, and it’s a whole new story, with the Skyactiv delivering 28 city / 40 highway, as well as a respectable 155 HP and 148 foot-pounds of torque. But it’s not just about engine technology. Advanced aerodynamics are key to the Skyactiv 3’s success and Mazda isn’t content with the gasoline engine’s current fuel economy figures. They’ll be bringing a diesel version – the SkyactivD – to the States in the coming years and we expect the diesel’s highway MPG ratings to rise into the fifties.

It’s important to consider residual value, as well. Diesel vehicles may cost more initially, but they historically maintain a much higher resale value, due to the longevity of the engines.. When you look at the total cost of ownership – from purchase and maintenance, through fueling and residual value – diesel versions tend to be more frugal than their gasoline-powered counterparts over the long run.

Keep in mind that the price of diesel fuel rises heading into winter and drops through the spring, due to the demand for heating oil. Diesel fuel and heating oil are nearly one and the same, with the biggest difference being the colorant that’s added to road fuel. (Diesel fuel has road taxes, while heating oil does not, and the government doesn’t want you to run untaxed heating oil in your diesel vehicle, lest they lose revenue.)

Geography matters, as well. In some parts of the country, diesel fuel is disproportionally more expensive. In other parts, far less so. Much of this can be traced to supply and demand, as it relates to refinery output and local consumption. World demand for diesel fuel can have a notable effect. As economies heat up, America’s refineries produce a significant amount of fuel for export.

To sum things up, you need to apply your own factors to accurately gauge whether a gasoline or diesel-powered vehicle is the most cost-effective choice for your individual requirements. Don’t forget to include torque, longevity, and residual value in the equation.

- by Daniel Gray

Updating a vehicle’s tires, wheels, and suspension can improve handling and increase MPGs, when the right components are chosen. A great set of low-rolling-resistance tires on lightweight alloys – along with new springs and shocks – bolt on quickly and can bring significant benefits. We’ve set out to answer the question … is it really possible to achieve tighter handling, an improved ride and better gas mileage with just one trip to the garage with strictly mechanical components?

If we look at a typical ten-year-old car, it’s lacking in many of the amenities that are considered commonplace today. In-cabin technology like hands-free Bluetooth, Navigation systems, and iPod integration haven’t been around for very long. While those capabilities might not have been available when old paint rolled off the assembly line, they’re easy enough to add with today’s aftermarket products.

Although we’ve yet to see an aftermarket audio head unit that incorporates a fuel-economy feedback display, there are a number of smartphone and iPad apps with instant and average mile per gallon (MPG) tracking features. An OBD-integrated iPad or Android tablet with MPG optimization software seems the obvious route, but the dream app has yet to emerge.

Once your audio system’s been brought up-to-date, you’ll want to hear it, loud and clear.

Most cars today are quieter than their predecessors. Modern cabin insulation products make all the difference. A luxurious ride is never a noisy ride. Aftermarket noise-supression products can eliminate road noise. While it takes time to remove and replace the old carpets, the benefits can be well worth the effort. Spray in products help quiet places that are impossible to cover with Dynamat or other glue on sheets.

Nothing delivers the impact of a new custom interior. If you’re serious about doing an interior update, a set of Pep Boys seat covers and floor mats won’t suffice. Thankfully, custom interiors aren’t as nearly as difficult to achieve as they were in the old days. Aftermarket leather seat cover kits from Katzkin make all the difference, if your budget allows. You can even add seat heaters and lumbar support.

Once all the hard work is done, there’s one little thing missing … that new car smell. Bassat Ogilvy Madrid recently came up with a campaign for Ford of Spain to bring the new car smell back to Ford Selección, the used car brand sold on participating dealers’ lots with a fragrance product, “Smells New.”

“We knew that not everyone could afford a new car,” the advertisement explains. “But that was no reason to miss out on the excitement.”

So we’re out to see … is it truly possible to reduce, reuse, recycle, and rejuvenate, without breaking the budget?

- by Daniel Gray

The 2013 Chevy Malibu Eco is powered by a Direct Injected VVT 2.4-liter inline four-cylinder engine with eAssist that produces 182 horsepower (HP) and 171 foot pounds of torque. A six-speed automatic transmission is standard.

The official fuel economy estimates for the 2013 Chevy Malibu Eco are 25 city / 37 highway miles per gallon (MPG).

We covered over 400 miles in our Crystal Red Tintcoat review unit and squeaked by the official mileage estimates on the open road, with an average of 40.5 MPG on the Interstate highway and 31.8 MPG combined with spring temperatures ranging from the forties through the fifties.

Interstate Mileage Testing:

• Cruise control set to 68 MPH, A/C off, windows up: 39.4 MPG
• Cruise control off, target speed 60-72 MPH, A/C off, ECO on, windows up: 41.6 MPG

Interstate highway testing temperatures were in the low-to-mid fifties. Our Malibu Eco 2SA test vehicle was equipped with the standard 17-inch alloy wheels, clad with low-rolling resistance Goodyear Assurance Fuel Max 225/55R17 all-season tires, and was delivered with just over 1000 miles on the odometer.

Highway driving range is excellent. The 2013 Malibu Eco is fitted with a 15.8 gallon fuel tank and is designed to run on regular unleaded gasoline.

The four-wheel-disc ABS brake system includes Electronic Stability Control, with 11.7-inch vented rotors on the front and 11.5-inch solid rotors at the rear. The Malibu Eco tips the scales at 3,620 pounds. The Eco’s coefficient of drag (cD) is rated at .30, while the LS is rated a slightly more slippery .29, which seems counter-intuative. An active-shutter system in the grille helps with aerodynamics.

Although GM estimates the Eco’s 0-60 MPH time at 8.7 seconds, our testing showed that to be a tad conservative, with a best run of 8.3 seconds from a standing start.

The color Driver’s Information Center provides trip meters, range to empty, average and instant fuel economy data, along with individual tire pressure monitoring and turn-by-turn directions.

Ride and handling feel like a step up over the previous model. If it’s not as quiet as its cousin, the Buick Verano, it’s close.

Editor’s Note: Both the Malibu and Verano are being marketed as quiet cars, but they are on different platforms. The Malibu and Regal are built on the Epsilon II platform. The Cruze and Verano are on the Delta II platform.

The eAssist mild hybrid system provides extra oomph under acceleration, along with stop/start functionality. Come to a full stop, and the Malibu Eco’s gasoline engine will shut down to conserve fuel. When you lift your foot off the brake pedal, the engine whirs to life.

GM’s eAssist is more like Honda’s IMA system, rather than the Toyota or Ford hybrid systems. While the Malibu Eco’s electric motor provides assistance during some acceleration events, you can’t crawl the way you can with a Toyota Prius or Ford Fusion Hybrid.

The Malibu’s dashboard is undeniably bold – from the hybrid graphic display through the dramatic swooping design.

The 2SA trim level includes fog lamps, leather wrapped steering wheel and shift knob, and an eight-way power driver’s seat. Our tester was equipped with the Leather option package, with three-way heated front seats. Four-way power lumbar support is included for both front buckets.

The nine-speaker, 250-watt Pioneer audio system features a seven-inch touchscreen LCD (which flips up to reveal a hidden storage compartment), complete with satellite radio, iPod integration, and rear backup camera. Six months of On Star service is included. Our test unit was not equipped with the optional conventional Navigation package, which provides driver seat memory presets (although it requires the Leather package). Handsfree Bluetooth is standard. A power sunroof is offered as a standalone option.

There’s a twelve-volt outlet at the base of the dash, and another inside the center console next to the USB input.

The Malibu Eco’s rear seats provides 37.5 inches of headroom and 36.8 inches of legroom, along with a fold-down center armrest.

The Eco’s trunk allows for just 13.2 cubic feet of cargo area, a good bit less than the Malibu LS, LT, and LTZ. The lithium-ion battery pack eats up that space, leaving room for only a driver’s side fold-down rear seat passthrough.

All-in-all, the 2013 Chevy Malibu Eco delivers a quiet and refined ride with a mild hybrid system that delivers solid fuel economy numbers for a mid-size sedan. While it’s evolved to become a formidable competitor to the likes of the Honda Accord and Toyota Camry, the Malibu needs a fuel-efficient clean diesel engine under the hood to really set itself apart from the flock of mid-size sedans.

Parts Content Information
US/Canadian Parts Content: 62%
Final Assembly Point: Kansas City, KS
Country of Origin:
Engine – United States
Transmission – United States

Warranty Information:
Powertrain (Limited) – 5 years/100,000 miles
eAssist Component – 8 years/100,000 miles
Bumper-to-Bumper (Limited) – 3 years/36,000 miles
Rust – 6 years/100,000 miles
Roadside Assistance – 5 years/100,000 miles

- by Daniel Gray

Over the years, the VX, HX, and HF models have been the most fuel-efficient conventionally-powered Civics. As wild as it may sound, the tiny 1984 Civic CRX HF was officially rated at an astounding 67 miles per gallon highway. Now some folks might not believe this today, but there are tests to prove it.

The United States Auto Club (USAC) drove a fleet of four 1984 CRX HFs cross-country, back in the day, and achieved a remarkable 71.6 MPG average for the entire fleet.

On one leg of the USAC’s testing – westbound from Flagstaff, Arizona to Las Vegas, Nevada – one of the cars averaged an eye-popping 86.3 MPG, with the aid of a tailwind and a largely downhill run.

If you go to the US government fuel economy website today, you’ll see the 1984 CRX HF is now listed at a relatively paltry 47 MPG … a whopping 20 MPG drop from their original rating.

What’s up with that?

Editor’s Note: Our Civic Gas Mileage Ratings Page lists the original sticker MPG numbers, not the revised EPA numbers.

Revisionist statistics aside, I’d absolutely love to have the chance to test and tweak a CRX HF to see how it would fare on the road today, given our higher speed limits and E10 gasoline.

Unfortunately, unmolested CRX HFs are very hard to find these days. Tuners love the HF because it is extremely light. They rip out the original tiny 1.3-liter engines and swap in larger and more powerful VTEC units from newer Hondas and Acuras, often imported directly from Japan.

It seems like every time I find a clean original CRX HF, it’s either on the other side of the country or I’m broke.

Often it’s both.

While clean CRX HFs may be scarce, there are plenty of Civic HX coupes out there (or CoooPAYs, as they say on the other side of the pond). These newer Civics offer a bunch of advantages … starting with a back seat.

The manual HX coupes were originally rated in the low-to-mid forty mile per gallon range on the highway. Not a bad place to start. Real world reports show those numbers to be achievable.

So we’re currently looking for a manual-equipped 1998 or newer Civic HX for our first MPG project car.

Why 1998? On-board Diagnostic (or OBD) ports can be found in all cars that are 1996 or newer. We need OBD in order to fit the Civic with advanced instrumentation and fifteen years is a good spread.

Lets get down to it … What’s this Civic Gas Mileage Project all about?

In short, we want to see if it’s possible to push a Civic HX into the 50 mile per gallon highway range with some straightforward tweaks. That means no snake oil, fart can mufflers, or dangerous highway driving techniques, like drafting.

With luck, we’ll get this project done over the summer. But we’ll need your help.

Our goal is to produce a cool little documentary series covering the process of improving the Civic’s real world fuel economy, along with its handling and in-cabin amenities.

This project will have some unique twists, no doubt about it … and we’re likely to encounter the inevitable bumps in the road.

While we’re planning a show around it, this won’t be a show car … it’ll be a driver, through and through.

So stick with us, and stay tuned. We’ll be sharing more details in the coming weeks…

- by Daniel Gray

The 2012 Hyundai Accent is powered by a 16-valve Gasoline Direct Injected (GDI) 1.6-liter inline four-cylinder engine producing 138 horsepower (HP) and 123 foot pounds of torque. A six-speed manual transmission is standard and a six-speed automatic is optional. The Accent is offered as a four-door GLS sedan and five-door hatchback models with two levels of trim: GS and SE.

The official fuel economy estimates for the 2012 Accent are 30 city / 40 highway miles per gallon (MPG) for both the manual and automatic.

We traveled more than 300 miles in our top-of-the-line manual-equipped Electrolyte Green SE five-door review unit (sticker priced at just $15,795) and nudged past the official mileage estimates, with an average of 42.7 MPG on the Interstate highway and 36.6 MPG combined with spring temperatures ranging from the forties through the seventies.

Interstate Mileage Testing:

• Cruise control set to 68 MPH, A/C off, ECO on, windows up: 41.3 MPG
• Cruise control off, target speed 60-72 MPH, A/C off, ECO on, windows up: 44.1 MPG

Interstate highway testing temperatures were in the fifties. Our SE hatchback test vehicle was equipped with the standard 16-inch alloy wheels, clad with Kumho Solus KH25 P195/50R16 grand touring all-season tires, and was delivered with slightly over 8300 miles on the odometer. The Kumho Solus is not rated as a low-rolling-resistance (LRR) tire. Tire Rack does not currently list any low-rolling-resistance tires in the P195/50R16 size. The GLS and GS models are fitted with 14-inch steel wheels, clad with Hankook Optimo H724 Standard Touring All-Season P175/70R14 tires. The Optimo H724 is not a LRR tire. Michelin has two P175/70R14 low-rolling-resistance tires: the Defender standard touring all-season and Michelin X-Ice Xi2 studless ice & snow.

Highway driving range is good. The 2012 Accent is fitted with a 11.4 gallon fuel tank and is designed to run on regular unleaded gasoline.

All 2012 Hyundai Accents are fitted with four-wheel-disc brakes (10.1-inch vented front/10.3-inch solid rear). Curb weights run from 2,396 pounds (GLS manual) through 2,654 pounds (GS and SE automatics).

The Accent’s 1.6-liter GDI four delivers a sprightly run up to sixty miles per hour.

The center-mounted monochrome display provides trip meters, range to empty, average and instant fuel economy data, along with an handy upshift light while in Eco mode.

The Accent SE is equipped with “sport-tuned steering,” which is not available on the GS or GLS models, and is fun to whip about, as it goes to battle against a class full of go-karts, including the Fiat 500, the Ford Fiesta and Chevy Sonic.

Inside the cabin, the techie touches are tipped off with a digitally-inspired cloth upholstery. The driver’s seat provides six-way manual adjustment. Adjustable lumbar support and heated seats are not available.

The SE model includes a leather wrapped shift knob and steering wheel with integrated audio controls and hands-free Bluetooth (both are optional on the GLS and not available on the GS). The 172-watt six-speaker audio system includes XM satellite radio and iPod integration, with a monochrome display somewhat reminiscent of the early-gen iPod interface.

A single twelve-volt outlet is located at the base of the dash next to the USB and audio inputs.

The Accent hatchback provides 37.8 inches of headroom and 33.3 inches of legroom. There’s slightly less space for taller folks in the sedan (37.2 inches of rear seat headroom).

The Accent five-door allows for 21.2 cubic feet of cargo area with the 60/40 split-folding rear seat up and 47.5 cubic feet of storage when folded down. The GLS four-door sedan’s trunk provides 13.7 cubic feet of storage.

While the GLS sedan has an admirably low Manufacturers Suggested Retail Price (MSRP), the standard amenities are spartan. The GLS option list includes: power windows, air conditioning, cruise control, power side mirrors, and remote keyless entry.

All-in-all, the 2012 Hyundai Accent isn’t just one of the most affordable and practical vehicles available today … the manual-equipped SE hatchback is genuinely fun to drive. With a starting price of just over $12,500 (for the basic GLS Sedan), excellent fuel economy, and a robust warranty program, the Accent plays the trump card with total cost of ownership.

Parts Content Information
US/Canadian Parts Content: 1%
Major Sources of Foreign Parts Content: Korea – 91%
Final Assembly Point: Ulsan, Korea
Country of Origin:
Engine – Korea
Transmission – Korea

Warranty Information:
Powertrain (Limited) -10 years/100,000 miles
New Vehicle (Limited) – 5 years/60,000 miles
Anti-perforation – 7 years/Unlimited miles
24-hour Roadside Assistance – 5 years/Unlimited miles

- by Daniel Gray

I started off with a run up the Saw Mill Parkway in an ILX Hybrid, which is EPA rated at 39 city / 38 highway miles per gallon (MPG) and had no problem easing through the mid forty MPG range within the first half an hour of driving.

Make no bones about it, the ILX rides on a modified Civic platform, with increase torsional rigidity, a more supple suspension, slick under car aerodynamics, and a quicker steering ratio. A great deal of attention was placed on decreasing noise and vibration within the cabin using sound absorbing materials and active noise control.

The sum of the parts? The ILX is more than just the tightest, quietest Civic you’ve ever driven. Acura has achieved their stated goal of efficient performance.

While the ILX forgoes the Civic’s intuitive space-age split-level dashboard for a more conventional design, it includes an efficiency display somewhat reminiscent, but far more benevolent than 2001’s HAL.

The 2.0-liter ILX is fitted with a five-speed automatic and rated at 150 horsepower (HP) and 140 foot pounds of torque, with fuel economy ratings of 24 city / 35 highway. The 2.4-liter manual, is rated at 201 HP and 170 foot pounds of torque, and 22 city / 31 highway (an automatic transmission is not offered with the 2.4L). The Hybrid’s 1.5-liter engine is mated to a CVT transmission and rated at a modest 91 HP, with the electric motor adding another 20 HP. Together, the Hybrid powertrain delivers 127 foot pounds of torque.

The 2.0-liter ILX is starts at just under $26,000 and tops out at $31,400 with the Technology Package. The ILX Hybrid starts at $28,900, running up to $34,400 with the Tech Package. The 2.4-liter with the Premium Package is priced at $29,200.

Stay tuned to MPGomatic for full scale reviews of the ILX …

- by Daniel Gray

The Focus Electric pulled into traffic effortlessly and I instantly felt at home in the urban environment. The first application of brakes felt a little grabby, but not overly so. This is to be expected with a vehicle that aggressively regenerates energy.

The Focus Electric’s permanent magnet electric traction motor provides 141 horsepower and 188 foot pounds of torque, with a top speed of 84 miles per hour. The transmission is single speed and the power delivery is completely linear.

The 23 kilowatt lithium ion battery pack charges in approximately four hours on a 240 volt charger and twenty hours on a 120 volt line.

Ford touts their 240 volt charging time as a significant advantage over the Nissan Leaf and is positioning the Focus Electric as a premium vehicle.

The Focus Electric is built at Ford’s Michigan Assembly Plant, in Wayne, Michigan. Ford isn’t looking to go toe-to-toe with Nissan right off the bat, and they expect to sell far fewer Focus Electrics than Leafs. With a higher suggested retail price and a limited supply, this might be a scarcity play to preserve margin.

The Electric Vehicle market is expanding far more slowly than many of its proponents had expected. The combination of a high cost of acquisition, range issues, and lack of public recharging infrastructure in many areas is holding many buyers back.

A cautious and measured approach in these times is warranted. If Washington fails to stay the line, we’ll remain in the clutches of big oil throughout our lifetimes.

Editor’s Note: This is a first test drive over a loop that took under fifteen minutes. We will have a full scale review of the Focus Electric once it is available through traditional channels.

- by Daniel Gray

The 2012 Honda Civic Natural Gas is equipped with an inline four-cylinder engine displacing 1.8-liters and a five-speed automatic transmission with Grade Logic control. The SOHC i-VTEC four produces 110 horsepower (HP) and 106 foot pounds of torque. These numbers are substantially lower than the conventionally fueled 1.8-liter Civic engine, which produces 140 HP and 128 foot pounds of torque.

The official fuel economy estimates for the 2012 Honda Civic Natural Gas are 27 city / 38 highway miles per gallon equivalent (MPGe).

We took to the road with some extended highway commuting in our Polished Metal Metallic Navi review unit and cruised by the official mileage estimates, with an average of 41.4 MPG on the Interstate highway and 36.2 MPG combined with temperatures ranging from the low-thirties through the high sixties.

On the downside, the Civic Natural Gas gives up 30 horsepower to the conventional Civic and this shows clearly in acceleration.

Due to the New York International Auto Show being taking place the week we tested the Civic Natural Gas, we did not run our standard Interstate Mileage Testing route. However, we stuck to our norms, with testing performed: cruise control set to 68 MPH, A/C off, windows up, and cruise control off (target speed 60-72 MPH), A/C off, windows up. Econ mode was used through 90 percent of the test period.

Our test vehicle was equipped with 15-inch lightweight alloy wheels, clad with P195/65 R15 Firestone Affinity tires, and was delivered with approximately 800 miles on the odometer.

The CNG storage cylinder is rated for a hair over eight gallons equivalent (8.03 GGe at 3600 PSI), which provides adequate cruising range. But it does cut into cargo space, with the trunk allowing for just 6.1 cubic feet of storage.

The Civic Natural Gas’ brake system uses Electronic Brake Force Distribution and ABS, with disc brakes in the front and drum brakes in the rear. It tips the scales at 2848 – 2855 pounds (with navigation system)

While some folks may be put off by the spaceship-like split-level dashboard display, it’s among the best in the business for fuel-concious drivers. You’ll quickly learn to lightfoot it.

Our test unit was equipped with Honda’s Navigation system. Although the graphic design is dated, the system features voice recognition and comes preloaded with a list of CNG filling stations. Bluetooth is standard. The audio system includes XM satellite radio and Bluetooth audio streaming.

The twelve-volt outlet and auxiliary audio input are located at the base of the dash. The USB input is located inside the center console.

The back seat provides 37.1 inches of headroom and 36.2 inches of legroom.

All-in-all, the 2012 Civic Natural Gas does what no other passenger car with an internal combustion engine does today. By using affordable clean-burning domestic fuel, the domestically-built Civic CNG delivers on the promise of both environmental and economic benefit. From an exterior design standpoint it’s as low-key as can be … and that’s absolutely awesome. We applaud Honda’s long-term efforts and hope to see CNG-power extended to more vehicles within their lineup, and Acura’s as well.

Parts Content Information
US/Canadian Parts Content: 65%
Major Source of Foreign Parts Content: Japan – 20%
Final Assembly Point: Greensburg, Indiana
Country of Origin:
Engine – United States
Transmission – Japan

- by Daniel Gray

The 2012 Buick Verano is equipped with a direct-injected 2.4-liter inline four cylinder engine and six-speed automatic transmission. The DOHC FlexFuel four produces 180 horsepower and 171 foot pounds of torque. The Verano’s capability to run E85 ethanol offers a significant advantage in certain geographic locations, in these uncertain times.

The official fuel economy estimates for the 2012 Buick Verano are 21 city / 32 highway miles per gallon (MPG).

We traveled well over 400 miles in our Crystal Red 1SL review unit and waved to the official mileage estimates, with an average of 34.8 MPG on the Interstate highway and 29.6 MPG combined with temperatures ranging from the thirties through the sixties.

While the Verano’s no rocket on rails, the 2.4-liter Ecotech four clears the launch pad with ease.

Interstate Mileage Testing:

• Cruise control set to 68 MPH, A/C off, windows up: 34.6 MPG
• Cruise control off, target speed 60-72 MPH, A/C off, windows up: 35 MPG

Interstate highway testing temperatures were in the low fifties. Our test vehicle was equipped with the standard 18-inch machine-faced alloy wheels, clad with 235/45R18 Continental ContiProContact tires, and was delivered with slightly under 2500 miles on the odometer.

Highway driving range is good. The Verano is fitted with a 15.6 gallon fuel tank, and is designed to run on regular unleaded or E85. The trailer towing maximum rating is 1000 pounds.

The Verano is equipped with four-wheel-disc brakes with Electronic Brake Force Distribution and ABS. The front discs are vented 11.8-in diameter discs, with 11.5-inch vented discs in the rear. The Verano tips the scales at 3,300 pounds.

The monochrome Driver Information Center provides a wealth of data, including tire pressure, oil life, and fuel range, along with those essential average and instant fuel economy displays.

What you may have heard about the Verano is true. The cabin is exceptionally quiet. Buick’s use of acoustic laminated glass and sound absorption materials turn the sedan into a veritable library on wheels.

Our tester was fitted with the 1SL Leather Group option package. The front buckets have three-level heating, with six-way power adjustment in the driver’s seat. The front passenger bucket seat provides eight-way manual adjustment. The beefy leather-wrapped steering wheel provides full controls and is heated as well. Adjustable lumbar support is not offered.

Parking chores are eased with ultrasonic rear parking assistance.

Buick Intellilink and a 9-speaker Bose audio system clearly demonstrate that this isn’t your Grandpa’s Buick, with all the goodies, including a seven-inch LCD display, XM Radio, and Pandora-integration. Handsfree Bluetooth, OnStar and USB input are standard. iPod integration is good, although we experienced some hiccups with our old iPhone 3G.

There are two twelve-volt outlets: one concealed at the base of the dash, and one at the back of the center console. The USB and auxiliary audio inputs are located inside the center console.

The back seat provides 37.8 inches of headroom and 33.9 inches of legroom. The fold-down center armrest provides two drink holders for passengers so inclined.

The Verano’s trunk provides as much as 15.2 cubic feet of storage. The amount of storage space drops to 14 cubic feet if equipped with the spare tire/jack kit and Bose premium audio system. The 60/40 rear seat folds down to accommodate longer items.

All-in-all, the 2012 Buick Verano succeeds by delivering a quiet ride and solid fuel economy, at a price significantly below many of its competitors. The Verano’s FlexFuel-capable engine should put it at the top of the short list in geographic locations where E85 ethanol is plentiful and markedly less expensive than unleaded gasoline.

Parts Content Information
US/Canadian Parts Content: 60%
Final Assembly Point: Lake Orion, MI
Country of Origin:
Engine – United States
Transmission – United States

- by Daniel Gray