The front-wheel-drive 2010 Volkswagen Golf TDI is offered in both three-door and five-door models. The Golf TDI’s 2.0-liter turbocharged clean diesel inline four-cylinder engine is shared with both the VW Jetta TDI and Audi A3 TDI. With common rail direct injection, an intercooler, and four valves per cylinder, the inline four produces 140 horsepower (HP) and 236 foot pounds of torque. The Golf TDI can be equipped with a six-speed DSG (Direct Shift Gearbox) duel clutch automatic or six-speed manual transmission.

The EPA’s fuel economy estimates for the clean diesel VW Golf TDI are 30 city / 42 highway miles per gallon (MPG) when equipped with the automatic transmission and 30 / 41 with the manual.

We traveled more than 650 miles in our automatic-equipped United Gray Metallic review unit and easily surpassed the official mileage estimates, scoring an average of 47.3 MPG on the Interstate highway and 39.1 MPG combined in winter temperatures and mixed conditions.

Overall test period temperatures ranged from from the mid-twenties through the mid-forties. Interstate highway testing temperatures were in the mid forties. The test vehicle – equipped with the standard 17-inch alloy wheels, clad with 225/45/R17 all-season tires – was delivered with approximately 4400 miles on the odometer. (Diesel engines typically become more fuel-efficient after the break in period.)

Interstate Mileage Testing:
Cruise control set to 68 MPH, A/C off, heat on, driver seat heated, windows up: 45.4 MPG
Cruise control off, target speed 60-72 MPH, A/C off, heat on, driver seat heated, windows up: 49.2 MPG

The 2010 Volkswagen Golf TDI requires ultra low sulfur diesel (ULSD) fuel, and is rated to accept a B5 (5%) biodiesel blend. The Golf TDI does not require exhaust after-treatment (urea) fluid.

Given the Golf TDI’s efficiency on the highway, its 14.5 gallon fuel tank provides a remarkable amount of range. This little critter is well suited to covering long distances.

The Golf TDI’s clean diesel engine delivers a delightful whoosh of acceleration throughout the powerband.

The optional DSG automatic transmission is smooth and fast and well-suited to the turbocharged common rail inline four. The DSG’s Tiptronic mode allows full control over gear changes from both the slapstick and steering wheel-mounted paddle shifters.

This little critter hustles from corner to corner with composure and is a driver’s delight, with plenty of power and cornering ability on tap. Saving fuel has never been this much fun.

The standard Multi Function trip-computer provides trip meters, range to empty, average fuel consumption, and real-time mile per gallon info, among other data. We always recommend driving with the real time MPG gauge active, to develop a light footed driving technique.

The Golf TDI’s three-spoke leather-wrapped steering wheel is a pleasure to grip, with excellent integrated controls for the data displays and audio system. Hands-free Bluetooth support is optional.

USB iPod support is standard (along with an auxiliary audio input). The USB interface is located in the center console. Artists, Albums, and Playlists are accessible from the audio system’s touchscreen interface. Our test unit was equipped with the Navigation system (with a 30GB hard drive) and 300W Dynaudio speaker system options. A eight-speaker system is standard.

There are two twelve-volt outlets: one at the base of the dash and one in the cargo area.

The eight-way-adjustible cloth seats are quite supportive. (A leather interior is not currently available in the TDI.) Manual lumbar support is standard. The optional Cold Weather package provides heated front seats and heated windshield washer nozzles. The seat heaters allow for two levels of adjustment.

The rear seat is comfortable for two, with adequate headroom.

The Golf’s cargo area provides 12.4 cubic feet of storage with the 60/40 rear seats up and sufficient space for larger items with the seats folded down. A rear seat center passthrough accommodates both skis and snowboards.

Our test unit was also equipped with the optional power sunroof and Xenon headlamps with adaptive front-lighting (AFS).

In real-world testing, we found the Golf TDI to be the most fuel-efficient and fun to drive of VW/Audi’s trio of 2.0-liter TDIs. There are a number of likely reasons as to why our testing showed the Golf TDI to be slightly more fuel-efficient than the Audi A3 TDI and Jetta Sportwagen TDI, despite identical engines and similar EPA ratings.

We’ll chalk it up to weight, aerodynamics, and gearing.

The automatic transmission-equipped 2010 Golf TDI weighs in at 3,041 pounds. The automatic Audi A3 is significantly heavier, at 3318 pounds. The Golf TDI is also a tiny bit more aerodynamic, with a drag coefficient of .32, compared to the A3 TDI’s drag coefficient of .33. We tested the heavier Jetta Sportwagen TDI under slightly warmer conditions and – despite it being slightly more slippery (with a drag coefficient of .31) – could not match the results of the Golf TDI.

All-in-all, the 2010 Volkswagen Golf TDI delivers a shot across the bow of the hybrids by delivering excellent fuel economy in a versatile and fun-to-drive package. If you love to drive and hate to waste money at the pump, this little critter hits all the marks.

Parts Content Information
US/Canadian Parts Content: 1%
Major Sources of Foreign Parts Content: Germany – 75%
Final Assembly Point: Wolfsburg, Germany
Country of Origin:
Engine – Hungary
Transmission – Germany

The 2010 Jeep Liberty is offered in two-wheel- and four-wheel-drive (4WD) configurations in three levels of trim: Sport, Renegade, and Limited. The Liberty is equipped with a 3.7-liter V6 engine mated to a four-speed automatic transmission. The V6 delivers 210 horsepower (HP) and 235 foot pounds of torque.

The EPA’s fuel economy estimates for the 4WD Jeep Liberty are 15 city / 21 highway miles per gallon (MPG).

We traveled roughly five hundred miles in our Bright Silver Metallic Liberty Sport review unit and squeaked past the official mileage estimates, scoring an average of 22.8 MPG on the Interstate highway and 18.5 MPG combined in winter temperatures and mixed conditions.

Overall test period temperatures ranged from the twenties through the thirties. Interstate highway testing temperatures were in the mid thirties. The test vehicle was equipped with the standard 16-inch aluminum wheels clad with 225/75R16 all season tires and was delivered with just under 3000 miles on the odometer. (The optional 18-inch Aluminum Wheel Group option includes 235/60R18 all season tires, along with a full-size spare.)

2010 Jeep Liberty – Interstate Mileage Testing:
Cruise control set to 68 MPH, A/C off, heat on, windows up: 22.3 MPG
Cruise control off, target speed 60-72 MPH, A/C off, heat on, windows up: 23.4 MPG

The 2010 Jeep Liberty is equipped with a 19.5 gallon fuel tank.

The 3.7-liter V6 has its work cut out for it off the line, with the 4WD Liberty tipping the scales at just under 4,300 pounds (4,290 pound curb weight).

A new Interactive Decel Fuel Shut Off (iDFSO) and basic ECO indicator help save a bit of fuel and encourage a light-footed driving style, although we’d recommend adding a real-time fuel economy gauge to gain the best advantage.

Jeep’s traditional Trail-Rated prowess is proven in extreme conditions. The Liberty is a well mannered SUV, with a tall design that provides excellent visibility. Command-Trac part-time 4WD is standard. Full-time Selec-Trac is optional. Hill-descent Control and Hill-start Assist are standard.

The Liberty Sport’s roomy and functional interior is devoid of gimmicks.

The standard six-speaker audio system includes SIRIUS satellite radio, plays MP3 CDs and includes an auxiliary input jack for digital music players. The optional eight-speaker Infinity audio system includes a 368-watt amplifier and steering-wheel-mounted audio controls.

UConnect Bluetooth is optional in the Sport model and standard in the Limited. The Liberty provides two 12-volt power outlets: one at the base of the dash and one in the cargo area.

Heated seats are only available in the Limited edition.

Families of six footers take note. Rear seat headroom is excellent for taller passengers.

The Liberty was built to haul stuff. A button on the key fob provides quick access to the tailgate window. The cargo area is cavernous, with 25.2 cubic feet of storage with the rear seats up and 60.9 cubic feet with the 60/40 rear seats folded down. The front passenger seat folds flat to accommodate longer items.

The trailer-tow package provides a 5,000 pound towing capacity.

Our test unit was equipped with the following option packages:

• 28B Customer Preferred Option Package – the towing package includes a full-size spare, Class III receiver hitch, wiring harness and adapter, trailer sway control, and heavy duty engine cooling.
• Skid Plate Group – includes tow hooks, transmission skid plate, fuel tank skid plate, transfer case skid plate, and front suspension skid plate.
• Popular Equipment Group – includes deep tint glass, speed control, fog lamps, security alarm, side roof rails, temperature and compass gauge, 225/75R16 all season tires, and cargo compartment cover.

The 2010 Liberty can be equipped with a conventional sunroof or a jumbo-sized Sky Slider full length open roof that measures a whopping 33 inches by 60 inches, providing a unique open-air driving environment.

All-in-all, the 2010 Jeep Liberty delivers competent 4WD performance and an abundance of interior space in a rugged package. While fuel economy leaves much to be desired, we expect efficiency to rise as Jeep adopts the new Chrysler V6 in upcoming models. We also hold out hope for a return of a fuel-efficient diesel-engine Liberty, down the road.

2010 Jeep Liberty – Parts Content Info
U.S./Canadian Parts Content: 80%
Final Assembly Point: Toledo, Ohio
Country of Origin:
Engine – United States
Transmission – United States

The 2010 Audi A3 TDI is only offered as a five-door model, in front-wheel-drive with a six-speed S tronic duel clutch automatic transmission. The A3 TDI’s 2.0-liter turbocharged clean diesel inline four-cylinder engine uses common rail direct injection, an intercooler, and four valves per cylinder to produce 140 horsepower (HP) and 236 foot pounds of torque.

The EPA’s fuel economy estimates for the clean diesel FWD Audi A3 TDI are 30 city / 42 highway miles per gallon (MPG).

We traveled roughly eight hundred miles in our Brilliant Black A3 TDI review unit and had no problem slipping past the official mileage estimates as we scored an average of 44.9 MPG on the Interstate highway and 38.3 MPG combined in winter temperatures and mixed conditions.

Overall test period temperatures ranged from the teens through the thirties. Interstate highway testing temperatures were in the mid thirties. The test vehicle was equipped with the Sport package, which includes 18-inch aluminum wheels (base wheel size is 17-inches) and was delivered with just over 4000 miles on the odometer. (The fuel efficiency of diesel engines typically rises after a proper break in period.)

Interstate Mileage Testing:
Cruise control set to 68 MPH, A/C off, heat on, driver seat heated, windows up: 43.8 MPG
Cruise control off, target speed 60-72 MPH, A/C off, heat on, driver seat heated, windows up: 46 MPG

The 2010 Audi A3 TDI requires ultra low sulfur diesel (ULSD), and can tolerate a B5 (5%) biodiesel blend. Stops at the service station should be few and far between, with a 14.63 gallon fuel tank providing generous range. Unlike many larger displacement clean diesel engines, the A3 TDI does not require exhaust after-treatment (urea) fluid.

The turbocharged common rail 2.0-liter inline four and quick shifting dual-clutch automatic transmission deliver spirited performance. While not blindingly fast, the TDI’s torque makes its presence known, as it easily motivates the A3’s 3318 pounds (curb weight).

Don’t let anyone tell you that fuel-efficient cars can’t be fun to drive. Whether cruising the Interstate, tooling through town, or tackling the back roads, the A3 TDI is a pleasure to pilot. Carrying speed through the corners is a hallmark of fuel-efficient driving, and the A3 TDI handles the chore with ease.

The A3 TDI is extremely well-suited to light-footed driving. The Driver Information System includes two average fuel economy displays, along with a real-time MPG gauge. Although the real-time MPG numbers can lag a bit and will vary widely, we always recommend driving with the real-time gauge active, to develop a light-footed driving technique.

The S-Tronic dual-clutch transmission is snappy, whether in drive, sport, or manual mode. The leather-wrapped steering wheel is beefy, with paddle shifters that make for quick gear changes.

The A3 TDI’s s line interior is tastefully designed. Our test unit was fitted with the optional Titanium Sport Package, which includes 18-inch Titanium-optic wheels and high performance tires, along with sport suspension, and leather Alcantara sport front seats.

The Premium Plus package includes Xenon plus headlamps, LED running lights, steering-wheel controls, and a power driver seat with 4-way adjustable lumbar support. Hands-free Bluetooth support is provided with the package, as well … and it’s excellent, with easy pairing and automatic phonebook download.

A Bose premium sound system is included with the optional Convenience package. USB iPod support comes with the optional Navigation system and is quite good, with glovebox storage. Artists, Albums, Playlists and the like are accessible from the MMI interface.

The Cold Weather package provides heated front seats, heated windshield washer nozzles, and heated exterior mirrors. The seat heaters allow for six levels of adjustment.

The A3 TDI is fitted with a trio of power outlets, with two in the center console, and one in the cargo area. The standard dual-zone climate control system includes a dust and pollen filter.

The cabin is comfortable, but snug. Rear seat headroom is tight for taller passengers. The optional dual panel Open Sky sunroof provides a nice wide view for occupants in both rows.

The cargo area offers plenty of flexibility, with a rear seat center pass through that accommodates both skis and snowboards. There’s 19.5 cubic feet of storage with the rear seats up and 39.0 cubic feet with the 60/40 rear seats folded down.

All-in-all, the 2010 Audi A3 TDI offers a positively delightful combination of performance, fuel-efficiency, and style. While we may have qualms over the cost of the option packages, we’d love to have a clean diesel A3 TDI sitting in the garage. Bring on the Quattro!

2010 is shaping up to be the year remembered as the launching point for high-volume production of highway-capable electric vehicles (EVs). We can expect to see the Chevy Volt, Nissan Leaf, and Coda sedan enter production, among other vehicles. Other plug-in electric cars from major manufacturers will soon follow.

Governments around the world have committed massive amounts of funding to the electrification of the automobile. This influx of capital is allowing the business world to ramp up at a torrid pace. That said, this is a long road, with a tough grade to climb.

This post, which will be updated as conditions and information warrant, shares notes gleaned on the realities of EVs from a number of industry conferences. While we encourage the adoption of EVs, we are realists, not cheerleaders.

The Building Blocks:

Lithium – There is no worldwide shortage of the basic elements required for the state-of-the-art lithium ion battery packs. Lithium is abundant, although there are scant resources in the United States. The lion’s share of the world’s lithium can be found in Bolivia and Chile.

Battery Supply – Demand for finished lithium ion battery packs is likely to exceed supply until a sufficient number of factories are built and are brought online. Demand for lithium batteries may rise from 2-4x over the next ten years, due to EV production.

Battery Cost – The cost of the Lithium Ion battery pack can currently vary from 25-50% (approximately) of the total cost of a highway-capable EV, depending on vehicle range and technology. Stakeholders are betting heavily that increased production will lead to lower battery costs.

Battery Recycling – Lithium batteries are touted to be highly recyclable, both for their basic elements, as well as for use in less-stressful energy storage applications.

Battery Swapping – No EV manufacturers have committed to a domestic battery swapping scheme (a la Better Place).

Rare Earth – The DC brushless motors used in most electric cars contain rare earth magnets. All of the world’s current rare earth magnet production is based in China. The United States has not produced rare earth magnets in half a decade.

Electric Vehicle Charging – Electric vehicle owners must forget about the gas-and-go fueling convenience they’ve come to expect with their oil-based transportation devices. A stop to recharge will require a significant investment of time.

There are three tiers of charging:

• Tier 1 – Home-based, via 120 Volt line. Charging takes place overnight, in a roughly 10-12 hour span.
• Tier 2 – Home-, Fleet- or Public-based, via 240 Volt line. Charging in a 3-6 hour span.
• Tier 3 – Fleet- or Public-based, via up to 500 Volt line. Fast-charging in 30 minutes or less.

(Times will vary, depending on factors that include the specific charging device and size of vehicle battery pack.)

While most home garages have 110V outlets, 220V outlets are not common. The installation of a 220V line and charger adds to EV acquisition cost. 500V quick charging is not practical for home use.

High-powered commercial quick chargers will be located in enclosed areas, to minimize the possibility of electrocution due to wet environments. It is likely that consumers will not be allowed to handle the quick charging equipment themselves. For safety reasons, conditions may suggest using robotic arms or attendants in rubberized suits.

Public-charging dramatically alters the refueling venue. EV drivers will not sit around waiting for half an hour (or more) at a typical service station. Quick charging may be handled with concierge-like arrangements at dining and shopping destinations, as well as at sporting and entertainment venues.

EV Infrastructure – For EVs to become hugely successful, we must have sufficient public infrastructure to encourage rapid adoption and minimize the effect of range anxiety.

EV Acquisition Costs – The majority of consumers will not be able to afford to buy EVs, given current costs and the economic climate. Battery packs may be leased separately from the vehicles to reduce initial acquisition costs. Government purchase subsidies will be needed for the near future to stimulate demand.

Geographical Considerations – EVs are best suited to temperate climates. EV drivers north of the frost line can expect significantly reduced vehicle range, due to environmental conditions. Cabin heating, seat heaters, defrosters, and the like will reduce range due to increased draw on the battery.

We are here to share truth, not spew venom. Plug-in electric cars are one – yet mighty – arrow in the quiver in the quest for domestic energy independence.

If you are in the industry and seek to clarify any of these points, please jump in … we absolutely welcome the participation of those who truly know. This is, as the saying goes, a living breathing document, without political ambitions.

I spent a great deal of time hauling the camera gear from display-to-display, setting up to capture the best of the show. The goal here at MPGomatic is to provide an unfettered view, to give you the feeling of being at the show, without having to endure the crowds. You want to see the cars. You don’t want to see me saying blah blah blah, obscuring the view.

That’s not to say that we didn’t go deep. You’ll find a smattering of interviews with experts from GM, along with long looks at more than a dozen vehicles that premiered at the show, concepts and production models alike.

Of all the manufacturers at NAIAS 2010, Ford brought the thunder, winning the North American Car of the Year Award for the Fusion Hybrid and the North American Truck of the Year award for the Transit Connect. The premiere of the 2012 Ford Focus was extremely well received, as was the revamped My Ford/My Lincoln Microsoft Sync initiative.

GM earned high marks for Buick Regal (a reworked Opel Insignia), the Cadillac CTS-V and XTS, and the GMC Granite Concept, along with the Chevy Volt, Cruze, and Aveo RS show car (a huge step up from the current production model).

The addition of Ferrari and Maserati brought sparkle to the Chrysler booth, which was lacking in new model announcements. A Chrysler Lancia Delta Concept was most noted for the video in its display that hinted at the next generation 300C. Chrysler showed two sweet little Fiat 500C variants … an Abarth and a battery-electric (BEV) concept. Put us down for one of each.

Honda premiered the production version of the attractive new CR-Z hybrid. While many in the automotive press were unimpressed by the initial performance specs, we have an inkling that tweaked versions of the CR-Z are in the wings (from both Honda and the aftermarket), which offer the potential of greatly improved fuel economy and performance. If they’re not, we’ll gladly volunteer to lead the charge.

Volkswagen pulled the wraps off a stunning NCC (New Compact Coupe) hybrid concept, with the buzz being that this could be the new Jetta coupe. We would not be surprised if this critter evolves into a diesel hybrid.

Toyota doubled down on hybrid concepts, with the Toyota FT-CH and Lexus LF-CH. We also caught the Lexus LFA as it spun about tauntingly.

Audi brought a new and gorgeous electric e-tron concept, along with an R8 Cabriolet – providing inspiration to shave my facial hair into a Tony Stark-like goatee.

Tesla showed their Model S Sedan, still holding to the line that it will be a seven passenger vehicle. Tesla honcho Elon Musk suggests that owners shove two kids into the hatchback. We’ll all be looking forward to that demo. It’s a hatchback for Pete’s sake, not a wagon.

And there’s one more interview … just in case you’ve ever wondered what it’s like to go 0-60 MPH in 2.9 seconds without gasoline …

Disclosure: GM kindly covered my travel to and accommodations in Detroit for NAIAS 2010, along with a varied group of automotive bloggers.

The 2010 Cadillac SRX is available in both FWD and AWD configurations, and can be fitted with a direct-injected 3.0-liter V6 or a turbocharged 2.8-liter V6 engine. A six-speed automatic transmission is standard. The 3.0-liter engine produces 265 horsepower (HP) and 223 foot pounds of torque, while the turbocharged V6 delivers 300 HP and 295 foot pounds of torque.

The EPA’s fuel economy estimates for the 3.0-liter equipped FWD Cadillac SRX are 18 city / 25 highway miles per gallon (MPG). The AWD 3.0-liter SRX is rated at 17 city / 23 highway, while the turbocharged AWD SRX is rated at 15 / 21.

We rolled up well over five hundred miles on the odometer of our 3.0-liter Radiant Silver SRX FWD Premium review unit and met the official mileage estimates with an average of 25.3 MPG on the Interstate highway and 19.8 MPG combined in winter temperatures.

Overall test period temperatures ranged from the twenty through forty degree range. Interstate highway testing temperatures were in the high thirties. The test vehicle was equipped with 20-inch aluminum wheels (base wheel size is 18-inches) and delivered with just over 300 miles on the odometer. (Fuel efficiency may rise after the engine has run through a proper break in period.)

Interstate Mileage Testing:
Cruise control set to 68 MPH, A/C off, heat on, driver seat heated, windows up: 24.8 MPG
Cruise control off, target speed 60-72 MPH, A/C off, heat on, driver seat heated, windows up: 25.9 MPG

The direct-injected 3.0-liter V6 does an acceptable job off the line in FWD trim. The SRX is hefty, with a curb weight of 4224 pounds for the 3.0-liter FWD SRX and 4307 for the AWD SRX.

The 2010 SRX is to be commended for its pair of instantaneous fuel economy displays. As always, we recommend the conscientious use of an instant fuel-economy gauge to help develop a light-footed fuel-efficient driving technique.

In addition to the real-time fuel economy display, the 2010 SRX’s Driver’s Information Center displays current speed limit, navigation, tire pressure, oil life, average fuel economy, trip meter, and fuel range, among other data.

The SRX is equipped with a 21.0 gallon gas tank and is designed to run on regular unleaded fuel.

The SRX’s cabin is distinctive, comfortable, and packed with features for the driver and passengers alike. Our SRX Premium test unit was loaded up with all the goodies, starting with leather appointed seats with heated and ventilated front buckets. The 8-way power front seats provide power lumbar support and memory settings for the driver seat as well as for the outside mirrors. Passengers are treated with a heated and reclining 60/40 rear bench, three-zone heating and air-conditioning, and rear seat audio controls.

The optional rear seat entertainment system provides dual LCD screens with wireless headphones and remote control.

The SRX’s navigation system is housed in an 8-inch touch screen that rises dramatically from the dash. Backup and parking is a snap with a standard rear camera display and rear parking assist.

The ten-speaker XM Satellite-equipped Bose audio system provides auxiliary and USB inputs. A 40 GB internal hard drive provides plenty of on-board storage for digital music files. iPod support provides access to playlists from the dash and steering wheel controls. Bluetooth is standard and a year of On-Star service (with turn-by-turn navigation) is included, along with 90 days of XM Satellite radio.

The SRX is fitted with power outlets at the base of the dash, inside the center console, at the back of the console, and in the cargo area.

A power programmable liftgate is standard in the Premium model, along with remote keyless entry, adaptive remote start and adjustable pedals.

The SRX provides 61.1 cubic feet of cargo volume with the rear seats down. While our test unit was equipped with the U-Rail system, the adjustable cargo fence was not available at the time of testing.

The SRX provides innovations not found in other small crossover SUVs. The Ultra-View sunroof provides a remarkable view of the sky, while the Adaptive Forward Lighting system follows the SRX’s steering around curves.

All-in-all, the five-passenger 2010 Cadillac SRX delivers distinctive style and a solid ride, along with plenty of creature comforts, conveniences and tech goodies. We look forward to future models that deliver a significant upgrade in fuel economy.

While the Opel Antara is offered with a fuel-efficient clean diesel engine in Europe, America will likely see a hybrid variant to compete with the Lexus 450h.

While some folks have complained that their hybrid cars’ gas mileage falls short of the stated numbers, we found quite the opposite to be true. We were able to meet or beat the estimates with every hybrid we tested.

But here’s the rub …

Hybrid gas mileage depends largely on technique. If a driver fails to use the tools at their disposal and drives in an inefficient manner, they’ll struggle to hit the numbers.

Truth be told, it can take some effort to beat the official gas mileage estimates, no matter what you’re driving.

This is amplified with a hybrid car or SUV, where the right techniques can pay off with eye-popping numbers under the right conditions.

To achieve the best gas mileage in a hybrid, you’ll want to use the data provided by the dashboard to alter your driving technique.

When you minimize the pressure put on the pedals and maximize the use of inertia, you’re light footing.

The accompanying video shows the dashboards of three hybrid cars that deliver the highest gas mileage results: the Toyota Prius, Ford Fusion Hybrid, and Honda Insight.

Each manufacturer takes a different approach when displaying real-time fuel efficiency.

The 2010 Toyota Prius tops the charts with an estimated 51 city / 48
highway miles per gallon (MPG).

Although the center-mounted real-time fuel-efficiency display in the Prius can draw the eye away from the road to a degree, our 55.1 MPG combined results – calculated from tank fills – proved the capabilities of a conscientiously driven Prius.

The 2010 Ford Fusion Hybrid official ratings of 41 city / 36 highway provide a hint of the car’s potential.

Using the configurable (although somewhat distracting) Smart Gauge dashboard display, we were able to easily trounce the estimates in the Fusion Hybrid, scoring an average of 44.5 MPG combined. The Smart Gauge display is an excellent training aid for light footed driving.

We found the 2010 Honda Insight to be conservatively rated at 40 city / 43 highway, and were able to easily trump the numbers with an average of
46.5 MPG combined.

The Insight’s subtle glowing ambient meter surrounds the speedometer allowing the eyes to maintain focus on traffic conditions. With a change in color from green to blue, the driver instantly senses fuel efficiency, without the need to draw attention away from the road.

Hybrids have been traditionally touted as shining over conventional vehicles in stop-and-go traffic. But the benefits clearly carry through to more open roads, when driven appropriately.

The Fusion Hybrid’s ability to cruise under electric power at speeds up to 47 miles per hour is a case-in-point. If you can adapt not just your driving technique, but also the route traveled, you can achieve remarkable results.

Although road conditions can prevent you from getting the optimum gas mileage at all times, the more in tune you are with your vehicle, the better the results.

Stay tuned for more videos on techniques and tactics that you can use to dial up your fuel efficiency.

2010 Hybrid Gas Mileage Ratings

The 2010 Buick LaCrosse is available in both front-wheel (FWD) and all-wheel-drive (AWD) configurations. We tested a mid-level AWD LaCrosse CXL, equipped with the 3.0-liter V6 engine. Although there are three model-specific engines, a six-speed automatic transmission is used exclusively. AWD is only available in the CXL.

The base LaCrosse CX is fitted with a 2.4-liter inline four, while the top-of-the-line CXS is equipped with a 3.6-liter V6.

The LaCrosse CXL’s 3.0-liter V6 delivers 252 horsepower (HP) and 215 foot pounds of torque in AWD trim, while the FWD model produces 255 HP and 217 foot pounds of torque.

The LaCrosse CX’s four cylinder engine produces 182 HP and 172 foot pounds of torque, and the CXS’s 3.6-liter V6 puts out 280 HP and 259 foot pounds of torque.

The EPA’s fuel economy estimates for the 3.0-liter AWD Buick LaCrosse CXL are 16 city / 25 highway miles per gallon (MPG). The FWD CXL is rated at 17 city / 26 highway.

The 2.4-liter CX is rated at 20 city / 30 highway, while the CXS’s 3.6-liter V6 is rated at 17 city / 27 highway (slightly higher than the smaller V6).

We rolled up over 500 miles on the odometer of our Red Jewel Tintcoat AWD LaCrosse CXL review unit and our results fell in line with the official mileage estimates with an average of 27.9 MPG on the Interstate highway and 20.1 MPG combined.

Overall test period temperatures ranged from thirty degrees through the sixties. Interstate highway testing temperatures were in the high thirty degree range. Climate control and seat heaters were used extensively throughout the testing period. The test vehicle was delivered with just under 3000 miles on the odometer.

Interstate Mileage Testing:
Cruise control set to 68 MPH, A/C off, windows up: 27.8 MPG
Cruise control off, target speed 60-72 MPH, A/C off, windows up: 28.1 MPG

The AWD LaCrosse CXL’s 3.0-liter V6 delivers adequate performance off the line.

While the Driver’s Information Center provides two trip meters, a fuel remaining display, and an average fuel economy display, it does not provide instantaneous fuel economy data.

An informed driver can actively increase gas mileage through conscientious effort. The LaCrosse would benefit from a real time MPG display in next year’s model.

The LaCrosse is equipped with an 18.4 gallon gas tank and is designed to run on regular unleaded fuel.

Buick is targeting a host of worthy competitors with the 2010 LaCrosse, in the hope of wooing customers away from imported competition like the Acura TL and Lexus ES350, as well as the domestic Lincoln MKZ and Chrysler 300C.

Quiet and comfort take center stage. This is one plush cruiser.

The LaCrosse’s interior might just be the nicest to ever grace a Buick sedan and it’s certainly the most feature-packed.

Leather appointed seats with heated front buckets and an 8-way power driver’s seat with lumbar support are standard in the LaCrosse CXL.

Our test unit was fitted with the luxury package, which includes a leather and wood heated steering wheel and perforated leather seats with ventilation (one of our favorite features), a power rear sunshade, E-Zkey passive entry, and keyless start.

While rearward visibility can be tough on base models, those worries are vanquished when the LaCrosse is properly equipped.

The optional Audio System with Navigation includes a handy Audi-like rear camera display that activates when the transmission is shifted into reverse. Our test unit was also equipped with the Comfort & Convenience Package #2, which includes ultrasonic rear parking assist, and auto dimming mirrors, along with memory seats and mirrors.

The optional Harmon/Kardon audio system earns high marks. Gramp’s Buick never rocked like this.

The optional eleven-speaker XM Satellite-equipped 384-watt system includes both auxiliary and USB inputs. iPod support provides access to playlists from the dash and steering wheel controls. Bluetooth is standard and a year of On-Star service is included, along with 90 days of XM Satellite radio.

A 40 gigabyte hard drive (HDD) is included with the Navigation system, giving LaCrosse owners the ability to rip and store music on the fly. Localized weather reports are provided, as well.

The LaCrosse has power outlets inside the center console and at the back of the console, where you’ll also find a 110 volt outlet.

The rear seat will please passengers with plenty of rear seat leg (40.5 inches) and headroom (37.3 inches). There’s 13.3 cubic feet of cargo capacity in the CXL’s trunk.

Folding the 60/40 split rear seat forward provides additional room for hauling over-sized cargo. The center pass-through can accommodate skis, but not snowboards.

All-in-all, the slickly designed five-passenger 2010 Buick LaCrosse moves the bar for the classic brand. Shave the emblems and folks will be hard pressed to know you’re driving a Buick.

Curb Weights:
CX – 3948 pounds
CXL – 4018 pounds (FWD) / 4199 pounds (AWD)
CXS – 4065 pounds

The front-wheel-drive 2010 Mazda6 is available in two versions, i and s, with a slew of trim levels. The i models are equipped with a 2.5-liter inline four cylinder engine, while the s models are equipped with a 3.7-liter V6. Both engines are equipped with variable valve timing (VVT). The i models’ four banger produces 170 horsepower (HP) and 167 foot-pounds of torque. The s models’ V6 delivers a considerable leap in performance, with 272 HP and 269 foot pounds of torque.

The EPA’s fuel economy estimates for the V6 equipped Mazda6 s Grand Touring are 17 city / 25 highway miles per gallon (MPG). The Mazda 6 i models are rated at 20 city / 29 highway with the six-speed manual transmission and 21 / 30 with the five-speed automatic. The V6 s models are fitted exclusively with a six-speed sport automatic transmission with manual shift mode.

We logged over six hundred miles on the odometer of our top-of-the-line V6-equipped Brilliant Silver Metallic Mazda6 s Grand Touring review unit and breezed past the official mileage estimates with an average of 28.9 MPG on the Interstate highway and 23 MPG combined.

Overall test period temperatures ranged from the mid forties through the mid seventies. Interstate highway testing temperatures were in the low sixty degree range. The test vehicle was delivered with just under 2200 miles on the odometer.

Interstate Mileage Testing:
Cruise control set to 68 MPH, A/C off, windows up: 28.1 MPG
Cruise control off, target speed 60-72 MPH, A/C off, windows up: 29.7 MPG

No question about it, the Mazda6 s Grand Touring’s styling makes a bold statement … but the willing V6, sport automatic, and four-wheel independent suspension can back it up.

Hustle this one down your favorite twisty road, and it’s bound to bring a smile to your face. Drive it conscientiously, and it’ll be kind to your wallet. Driving smart isn’t necessarily about driving slow and the Mazda6 s Grand Touring is capable of carrying its share of velocity through the corners.

The Mazda6 provides a center-mounted real-time fuel economy display. We always recommend driving with the real-time fuel-economy gauge active, to help develop a light-footed driving technique in the quest to achieve better gas mileage.

In addition to the real-time fuel economy display, the Mazda6’s center-mounted LCD screen displays average fuel economy and miles ‘til empty.

When driven conservatively, there’s plenty of range. All 2010 Mazda6 models are equipped with 18.5 gallon gas tanks, and are designed to run on regular unleaded fuel. (No need to sweat that expensive premium pump.)

The Mazda6’s is driver-focused and passenger friendly. Leather trimmed seats with heated front buckets and an 8-way power driver’s seat and adjustable lumbar support are standard in the Grand Touring models, as is dual-zone automatic climate control with a pollen filter.

While the Grand Touring model’s ten-speaker Sirius Satellite-equipped Bose audio system provides an auxiliary audio input, it does not provide USB input. There is a six CD changer. Steering wheel controls and hands-free Bluetooth are standard. The audio system has the ability to play music wirelessly via a Bluetooth-compatible music device. There are two 12-volt outlets: one at the base of the dash and one in the center console.

Our test unit was equipped with voice-activated DVD Navigation and the Technology option package, which includes advanced keyless entry, drivers seat memory, automatic Xenon HID headlamps, and a four-way power adjustable front passenger seat, among other features.

The Mazda6 provides a reasonable amount of rear seat leg and headroom. The trunk offers 16.6 cubic feet of space and the 60/40 split rear seat folds forward, providing plenty of space for hauling cargo.

All-in-all, the 2010 Mazda6 s Grand Touring delivers on the promise, with a sporting four-door that’s a joy to cruise through town or hustle through the twisties. When driven conscientiously, drivers are rewarded with inspired performance and reasonable fuel-efficiency.

The 2010 GMC Terrain is available in both front-wheel (FWD) and all-wheel-drive (AWD) configurations, and can be fitted with a 2.4-liter inline four or 3.0-liter V6 engine. A six-speed automatic transmission is used exclusively. The four cylinder Ecotech engine produces 182 horsepower (HP) and 172 foot pounds of torque, while the V6 delivers 264 HP and 222 foot pounds of torque.

The EPA’s fuel economy estimates for the four-cylinder equipped FWD GMC Terrain are 22 city / 32 highway miles per gallon (MPG). The AWD Terrain is rated at 20 city / 29 highway MPG. The V6 Terrain is rated at 17 / 25 with FWD and 17 / 24 with AWD.

We logged roughly five hundred miles on the odometer of our four-cylinder-equipped Carbon Black Metallic AWD Terrain SLT-1 review unit and met the official mileage estimates with an average of 29.6 MPG on the Interstate highway and 24.9 MPG combined. Our results with the Terrain closely matched those with a similarly equipped AWD Chevy Equinox.

All fuel economy testing was performed in the Terrain’s “Eco” mode. Overall test period temperatures ranged from the high forties through the high sixties. Interstate highway testing temperatures were in the low sixty degree range. The test vehicle was delivered with less than 1000 miles on the odometer. (Fuel efficiency can rise a bit after the engine has run through a proper break in period.)

Interstate Mileage Testing:
Cruise control set to 68 MPH, A/C off, windows up: 28.5 MPG
Cruise control off, target speed 60-72 MPH, A/C off, windows up: 30.8 MPG

While the 2.4-liter inline four won’t set any records for performance off-the-line, it’s adequate for the AWD Terrain SLT-1’s 4,034 pound curb weight in most conditions. If towing is a consideration, potential owners should consider the more powerful 3.0-liter V6. The four-cylinder Terrain has a maximum trailer/towing capacity of 1500 pounds, while the V6 Terrain is rated at 3500 pounds.

The Terrain provides an instantaneous fuel economy display. We always recommend driving with the instant fuel-economy gauge active, to help develop a light-footed driving technique in the quest to achieve better gas mileage.

In addition to the real-time fuel economy display, the 2010 Terrain’s Driver’s Information Center provides tire pressure data, oil life, average fuel economy, two trip meters, and fuel range, among other statistics.

Four-cylinder Terrains are equipped with 18.0 gallon gas tanks, while V6 Terrains feature 20 gallon tanks. Both should provide excellent highway range. The Terrain is designed to run on regular unleaded fuel.

Like the 2010 Equinox, the Terrain is decidedly car-like as it delivers a comfortable and quiet ride. Exterior styling is the biggest differentiator for folks choosing between the Terrain and the Equinox.

The Terrain’s roomy interior is a strong point. Leather appointed seats with heated front buckets and an 8-way power driver’s seat with lumbar support are standard in the SLT models.

Backup and parking duties are eased with a standard rear view mirror-based Rear Camera display that activates when the transmission is shifted into reverse.

The eight-speaker XM Satellite-equipped Pioneer audio system includes both auxiliary and USB inputs. iPod support provides access to playlists from the dash and steering wheel controls. Bluetooth is standard and a year of On-Star service is included, along with 90 days of XM Satellite radio. Remote keyless entry and vehicle start are both standard in the SLT models.

The Terrain has a slew of power outlets, with one at the base of the dash, one inside the center console, one at the back of the console, and one in the cargo area.

Passengers will appreciate the bounty of rear seat leg and headroom. The Terrain’s 60/40 split rear seat reclines, as well as sliding forward and backward to accommodate passengers and cargo. A power lift gate is optional on the SLT-1 and standard on the SLT-2. The Terrain tackles the shopping chores with abandon by providing 63.7 cubic feet of cargo volume with the rear seats down.

All-in-all, the five-passenger 2010 GMC Terrain is an excellent alternative for folks moving from a conventional SUV. Like its cousin the Chevy Equinox, the Terrain provides a winning combination of ride, quiet, comfort, and fuel economy.