i'm diggin the data at the end... just made myself a pretty little graph =)
On your chart you have an estimated gallon equivalent for CO2, but what would be nice is the estimated gallon equivalent for the range as well as the estimate gallon equivalent in terms of cost.In other words, lets assume your "full charge" equates to 35 miles of range. @ 20 MPG that would be 1.75 gallons of gas. So, any CO2 production less than 1.75 would be an improvement.
Then we could also look at cost. In CA, 91 octane in my area is currently running @ ~4.10 per gallon. So, for 1.75 gallons that would be ~$7.00. So given the average charge cost in CA of ~$2.80, that's also a significant cost savings.
Of course, given that this is a $100,000 car, you'd have to appreciate how the overall package compares to something like a Panamera to determine whether the operational savings are worthwhile.
Improving the chart with a more detailed coparison would quickly show where the Karma would be a benefit and where it wouldn't.
-T
Toyota Avalon mention. With love and admiration.NICE!
"Ecotec" is code for "Monkey crap"
BD
1) No one pays 12.8 cents per KW-hr in Los Angeles. That's the base price before all of the tacked-on surcharges. For most homes and businesses with high electricity usage (like if you use 21 KW-hrs to charge your EV every day) the total rate in LA is closer to 19 cents per KW-hr - 16.5 if you get the EV discount.
2) LA has quite a filthy supply of electricity. About 40% of LA's power comes from the Four Corners coal-burning power plants. California's electricity might be relatively clean when averaged over the whole state, but LA's isn't clean at all.
If you issue a correction, we will know that you've simply made honest mistakes. If you don't, like Lassa never does, then we'll know that you're trying to intentionally mislead your readers.
Would it make you feel better if I told all you, my fellow Americans, that the Scirocco is nothing more than a Golf with a steeper windshield? What if I said the wider stance, just under an inch and a half in front and almost two and half inches in the rear, makes no difference at all? What about it being an inch and quarter lower -- that can't make any difference, right? If it helps you sleep better, I will tell you all these things -- but they aren't true. Since the Scirocco's re-release in 2008, American VW fans have been clamoring for a chance to own one. It may be just another example of us complaining that we don't get all the good stuff, or maybe VW was worried they would fly off lots like the new Jetta. With the GTI and the Scirocco's European and U.K. pricing so similar, VW may be concerned that instead of attracting new buyers, the Scirocco would take sales away from everyone's favorite hot hatch.Getting over 200 kph is almost too easy. There is no drama, very little noise, and certainly no feeling of danger. Again, very unlike older Sciroccos that felt like setting a speed record at anything over 100 mph. Sadly, the car is electronically limited to 220 kph, roughly 137 mph, although the speedometer did show just a little more than that. Making all this even sweeter is that it's all completely legal. Sausage, beer, castles, gummy bears, great drivers, unlimited sections of the Autobahn -- there is just so much to love about Germany.
No, your eyes aren't deceiving you. The revamped 2012 Mercedes-Benz C-Class bears a striking resemblance to last year's car. But of course looks can be deceiving, and despite what its familiar exterior may suggest, the C has been significantly revised for 2012. More specifically, some 2000-plus components have been replaced or changed. But the most significant update by far was the addition of a sleek new two-door model to the C-Class range, and thankfully it isn't yet another confused four-door "coupe" wannabe (we're looking at you, CLS). For the 2012 model year, the C-Class gets two new engines (not counting AMG models): a 201-horsepower 1.8-liter turbocharged four-cylinder found in the base C250, and a heavily revised, direct-injected 302-horse 3.5-liter V-6 used by the C350. The brand's 228-horse, 221 lb-ft 3.0-liter V-6 still lives on, but only in the C300 4MATIC. (That model's six-speed manual gearbox has been axed for 2012).While not significantly updated, the C's sheetmetal remains attractive, with chiseled, recessed character lines and angular edges. The aluminum hood, doors, and front fenders have been slightly tweaked to accentuate width and athleticism. The restyled, sweeping C-shaped head- and taillamps with LED elements distinguish the model from everything else in the Benz range. Sport models equipped with the optional Dynamic Handling packaged sit 0.6 inch lower and receive stiffened dampers and higher spring rates for improved lateral performance. Distinct twin-spoke 17-inch alloys and AMG-styled cladding also separate the model from its Luxury edition sibling.With valve-timing, direct-injection, and Lanchester balanced shafts (ones that run faster than the engine to counteract movement), the 1.8-liter turbocharged four-cylinder fitted provides a peppy, relatively fuel-efficient (21/31 city/highway mpg) means of propulsion. Sixty mph from nil comes up in 7.2 seconds, while a quarter mile gets slowly defeated in 15.4 seconds at 89.5 mph.In the esses, the 250's smooth and communicative hydraulically boosted rack-and-pinion steering feels weighty throughout rotation, which, together with an engine screaming for mercy and the optional Sport suspension shouldering the 3515-pound mass, makes cornering a surprisingly entertaining -- albeit not super-sticky -- proposition. Around our figure-eight course, it manages a 27.2 second run at an average 0.63 g.The C350 Coupe is nearly identical dimensionally to its four-door brethren, but sits 1.5 inches squatter thanks to a vastly raked A-pillar. Interior shoulder- and headroom suffer slightly (front kneeroom actually grows 0.3 inch to 42 inches), but not many staffers complained, especially with the standard-issue panorama roof expanding the perceived space. Testing mastermind Kim Reynolds did smack his head upon entry, however. Engineers eased rear seat ingress and egress with an easy one-push front seat fold/return. To the delight of rear passenger knees, the front seatbacks are generously scalloped.Much as it is with the sedan, the most interesting aspect of the coupe is what motivates it. The new 3.5-liter V-6 uses a bevy of innovative tech, and offers additional power and efficiency compared to its predecessor. It is direct-injected, uses a multi-spark ignition system, and has better balanced 60-degree cylinder angles (with 12:1 compression ratio) in place of the outgoing V-6's 90-degree configuration (with 10.7:1 compression). Its revised cam chain drive allows for smoother operation and lower noise levels. The redone cooling system dissipates heat soak during hard driving via a two-stage flow, and warms up the powertrain more efficiently in the coldest of climates. Benz's familiar seven-speed automatic gearbox with dinky plastic Touch Shift paddles delegates power to the rear 18-inch rubber.While Mercedes-Benz has beaten arch nemesis BMW to the next-gen-turbo-four-in-a-small-sedan punch, you have to remember that Audi and its A4 have been there, done that. Until we get the trio together next spring, we'll reserve judgment as to who is the legitimate king of the ever-popular small luxury sedan segment. Nonetheless, the C-Class, be it two- or four-door, four- or six-cylinder, remains one cool, classy contender.Front engine, RWD, 5-pass, 4-door sedan Front engine, RWD, 4-pass, 2-door coupe 1.8L/201-hp/229-lb-ft turbo DOHC 16-valve I-4 3.5L/302-hp/273-lb-ft DOHC 24-valve V-6 
9ff boss Jan Fatthauer admits he drives his own cars on record runs only because he can't find a test driver crazy enough to do it. As the GTurbo 900 Bioethanol -- the world's fastest biofuel car -- sparks into life and threatens to blow the windows out of a neighboring building, I start to understand why. The noise is otherworldly -- just frightening. The car is effectively a modified version of 9ff's gas-powered GTurbo, but it has been honed for top-speed duty, optimized to run flat-out on a high-speed oval. This, then, is a barely road-legal racing car.I'm here to drive the GTurbo on the public road, but it's a stretch to say this is anything other than a record car. I burble, lurch, and bunny hop out of 9ff's Dortmund, Germany, base. And when I hit a manhole cover, it feels like my teeth might crack.It pretty much will. According to 9ff, it hits 62 mph in 2.8 seconds, 124 mph in 7.1 and 186 mph in around 19.5 seconds. That's not far behind the Bugatti Veyron, in a car with less power, rear-wheel drive, and the kind of finish that suggests it was put together by mad men in an industrial unit rather than by an automotive powerhouse.Under the hood of the 900 Bioethanol is 9ff's massively massaged, 4.0-liter twin turbo with stronger hoses to take the bioethanol fuel. Titanium connecting rods, new pistons coated with Nikasil, an advanced intercooler, two 9ff turbos, and a 100-cell sport metal catalytic converter are all part of the mix. The engine mapping proved a nightmare with the switch to biofuel, but it is running close to smooth for a car with this much power, bile, and sheer anger.Thankfully it stops well, too. 9ff retained the GT3's brake calipers, but fitted them with pads from the Porsche Supercup race car. They screech and grind until the heat gets into them, but they're designed for high-speed use, so that's hardly a criticism.It is produced primarily from wheat, barley, corn, and sugarcane, and while bioethanol-powered cars would inevitably produce some emissions, the fuel has the potential to be carbon neutral over its lifespan, if you include growing the crops. Brazil, with its sugarcane based program, has used the fuel to great effect.And Fatthauer intends to go farther. He says 249 mph was always the goal, and he has a rather typical answer for how that will happen. "We just need more power," he says with a wry smile. "Next year we will go with 1100 hp, or 1200 hp, and we'll get 400 kph [249 mph]."Rear engine, RWD, 2-pass, 2-door coupe 4.0-liter/900 hp/700 lb-ft 24-valve flat six 
Call it what you want -- just don't call it boring. If you're struggling for a descriptor, call it a trailblazer, because the all-new 2012 Mini Coupe touts some significant brand firsts: It's the first Mini with room for only two; the first to have active aerodynamics, and the first to be engineered with what designers call a three-box structure. (More on this later.) And here comes the biggie: Nearly everything about this Mini -- particularly in sportier John Cooper Works form -- is honed specifically for "optimum performance" and supposedly entertains drivers "even better" than the rest of the lineup. In the flesh, the Mini Coupe is a car that makes you go, "Hmmm." Its design takes some getting used to, which isn't necessarily a good thing. But it is unmistakably Mini. Nothing can really prepare you for its smushed A-pillar, wraparound rear glass, and intriguing ba-donk-a-donk. (Yes, gentlemen, you can put a drink on this "Grand Turismo-style" booty and it won't topple over.) OK, I take that back. Maybe a Red Bull marketing car equipped with cute co-eds and a ginormous mock beverage could serve as adequate preparation. But that's about it.Like other similarly equipped Minis, the JCW edition dons a wardrobe fit for the circuit. Aggressive fascias fore, aft, and at its flanks replace the more sedate versions. Bigger 17-inch alloys, a 0.4-inch lower spring height, sturdier anti-roll bars, central exhaust, and bigger (12.4-inch front, 11.0-inch rear) brakes differentiate the Coupe from other siblings, while also upping its athleticism. An integrated roof spoiler set at the latter half of its contrasting "helmet" directs air down to an active rear spoiler that rises at 50 mph. Both provide 88 pounds of additional downforce while travelling at the Coupe's electronically limited 149 mph top speed. Having all that push to the ground has does have a negative effect, mostly in the form of a slightly higher drag coefficient that's up to 0.35 versus a slipperier 0.33 of the base Cooper hardtop. If you're wondering, no Coupe can be had with a color-matched helmet.First, it stands alone as a footwork master among a group of surefooted siblings. The sole act of applying power more effectively via stiffer, thicker, robust, mostly aluminum suspension components individualizes the two-seater from its other brandmates. Its miniscule 1.6-liter's all-too-familiar turbo lag (albeit minimal) continues its tenure, but once the thrilling 207 lb-ft of sub-2000 rpm overboost torque is dialed in, and the smooth power band gets tapped with 3000-rpm-plus six-speed Getrag throws, the zealous Coupe runs, jinks, and grips like nothing else bred in Oxford.Of course, the most fun is had with all nannies switched to their lowest settings, or off, and Sport mode engaged. (It remaps throttle response and provides a weightier Electronic Power Steering.) Speaking of nannies, there are quite a few to mention, including Dynamic Stability Control, Dynamic Traction Control, and Electric Differential Lock Control, all standard on the JCW. Amazingly, torque steer has been reduced to next-to-nil levels thanks to Mini's tinkerers.It's not often we agree with marketers, but of all the current-generation Minis, the JCW Coupe is the most entertaining Mini I've driven. It isn't its speed, everyday usability, or fashionable design that makes it so. Rather, the Coupe's high grip, punchy powered, and overexcited personality fused with usual Mini cheekiness earns it the title. It's the type of car that's sure to get most any driver's blood flowing, and one Mini you'll never want unbuckle from.Front engine, FWD, 2-pass, 2-door coupe 1.6L/208-hp/192-lb-ft turbo DOHC 16-valve I-4 
Movies always seem to get it wrong. In Ian Fleming's original novels about everyone's favorite numerically nomenclatured spy, Bond had a taste for cars from Crewe instead of Aston Martins. If Fleming's Bond were still fighting the Cold War, facing supervillains bent on global destruction, and ordering aerated cocktails, there is a good chance Bentley would still be his motor of choice. Why? Because Bond isn't just a singleminded killing machine. He's a thinking man, a ladies' man, and a gentleman. He's not just a bit of everything -- he's all of everything. The Bentley Continental GTC is a kindred spirit of her majesty's diplomatic fail-safe. Like any double-O, the Bentley is not about excelling at a single task, but accomplishing everything thrown at it with style, grace, and dead-on effectiveness.The first rule of Bond is to look the part. While the Continental hasn't changed considerably since the initial 2003 launch, it has been subtly refreshed. The 2012 GTC takes all of last year's GT updates and applies them to the convertible body style. Every GTC panel is new for 2012. The front fenders are probably the most significant, as the effort and expense in the ever-so-slight visual change might define the very spirit of Bentley. Like crisply creased tuxedo pants, the character lines sweep across the headlamps and over the fenders to create a feeling of motion. Past Continentals made do with stamped panels similar to what the rest of the industry considers adequate. For 2012, Bentley turned to the aerospace industry to borrow a production process known as superforming, in which sheets of aluminum are heated to nearly 1000 degrees Fahrenheit and then molded around a single tool using air pressure. The cooling time is controlled to eliminate the need for an additional heat-treating process. The previous character lines had radii of 6.5mm, or roughly a quarter of an inch. The now-perfect pleats are 3mm, or less than an eighth of an inch radius. Not only are the sharper lines possible, but the fender is now one uninterrupted piece from the lower front spoiler to the hood and the A-pillar. The previous fender required a cut line that sliced the headlights in half, not incredibly noticeable, but nowhere near as visually perfect as the new pieces. While most manufacturers would struggle to see the value in all this effort and expense, Bentley sees it as a continuation of its heritage.The customizable interior includes seven standard wood veneers hand-selected and matched by craftsmen in Bentley's woodshop. Drivers can also choose completely custom selections. The thin sheets of wood are formed and adhered to aluminum plates, some machined sheet metal, and others beautiful cast pieces. The entire interior has a bespoke feel to it, with a choice of 17 different standard hides for upholstered surfaces. These can be ordered in two-tone combinations, with umpteen different colors and styles of stitching and embroidery. And if those combinations don't fit your needs, custom hides are of course available. The seats are large and luxurious and offer more adjustments than those on a first-class transatlantic 747 flight. They hold you in place in even the most demanding situations. The driving position is low, and the hand-stitched steering wheel adjusts for both height and reach. The thick rim and contoured spokes fill the palm of your hand, but unlike some other steering wheels, still allow your fingers to wrap around naturally for miles of comfort.
Is a compact hatch too small for you, but a crossover too large? Have no fear, my spatially challenged friends. The 2012 Mercedes-Benz B-Class has been designed with your exact predicament in mind. It's being billed by Benz as a premium compact car that puts practicality first, and it's coming to the U.S. next year. When Mercedes says this car is all-new, it's not messing around - the B-Class features the largest amount of changed parts of any replacement model the German manufacturer has ever introduced. There are new four-cylinder gas and diesel engines, a revised seven-speed dual clutch gearbox, and stacks of new safety kit. More important than all that, though, is the B-Class' new front-drive platform - the same chassis that will underpin the new A-Class, a small SUV, a baby CLS four-door coupe, and a mystery fifth model. So it had better be good.It's on the inside where the B-Class really ups its game. The seats slide and fold in a variety of ways, allowing you to easily cram in your particular combination of passengers and cargo, while the dash layout and materials are superb. SLS-inspired vents, made from solid chunks of metal, dominate the view, followed closely by a permanent tablet-style screen that rises out of the dash. Shell out a couple of thousand dollars and Mercedes will even hook it up with a 3G Internet connection.Topping the completely new engine lineup is a 1.6-liter direct-injection turbocharged gasoline engine available with either 122 hp in the B180 or 156 hp in the B200. That might not sound like premium levels of power, but hold on to a gear, rev it toward redline, and there's plenty of shove for overtaking and maintaining your speed on the freeway - especially in the B200. All too often, though, the turbo was caught off-boost, at which point the engine bogged down and forced us reach for a lower gear or sit patiently, waiting for the turbo to spool up. It made the B-Class feel bigger, heavier, and more cumbersome than it is.There was no such problem with the diesel engines. Both are 1.8-liter units derived from the 2.1-liter diesel engine found in the C-Class and E-Class, but modified with a shorter stroke. Available with either 109 hp in the B180 CDI or 136 hp in the B200 CDI, the extra torque meant throttle response was more instant and the engine was happier to be left in a higher gear. There's huge fuel efficiency gains too, of up to 21 percent compared to the outgoing car, helped by the addition of stop-start to every model in the range.It's a curious mix, the Mercedes B-Class. When you consider the affluent families it's aimed at, the combination of an understated exterior, high-quality interior, and impressive functionality is well-judged. Drive it in isolation, though, and you can't help wishing it had a little more to offer dynamically. But considering the badge on the hood and the fact that it has no direct premium rivals, it's hard not to see flush families snapping up the B-Class.2012 Mercedes-Benz B-Class European Spec Front-engine, FWD, 5-pass, 5-door, hatchback 1.6L/122-hp or 156-hp, four-cylinder turbo gasoline and 1.8L/109-hp or 136-hp, four-cylinder turbodiesel 6-speed manual or seven-speed twin-clutch auto 
It takes just one clockwise turn of the 2012 Mercedes-Benz C63 AMG Coupe's weighty black and chrome fob. With that sole click, the C63's hand-built, all-aluminum 6.2-liter V-8 welcomes its commander in one of the most evocative ways possible: by barking raucously. Over uneven L.A. pavement, the C63's athletically inclined three-link front suspension and wider axle matched to a stiffer sprung and dampened multilink rear setup returned a bumpy, yet responsive ride. Put against the harder current-generation 2011 BMW M3 Competition Package, the Merc's ride is a tinge more civilized, enough that your co-pilot won't complain on an extended road trip. Front and rear track widths grow in the name of grip by an enormous 4.3 and 3.2 inches respectively, but on city streets, this hardly made a difference aside from giving it a lower, more seductive stance that caught a number of discerning stares.AMG's styling squad is obsessed with subtle details. Three badges -- two pasted on both front fenders, and one opposite of the alphanumeric designation on the trunk -- are the only blatant "I'm special" signs posted on the 63. Other hints are its bulging hood, Autobot-like nose, chiseled side sills, and a sculpted rear diffuser. It's also hard to miss the six-piston 14.2-inch front brakes, quad exhaust, and brilliant LED DRLs. Look even closer and you'll spot the unique grille, darkened headlight housings, and a miniscule carbon-fiber rear spoiler. The C63 continues AMG's clean, simple, and to-the-point design mantra so well that it easily gets overlooked as something more sedate.Pushing the Coupe on our figure eight proved supremely fun. So fun, in fact, that MT test team hot shoes Carlos Lago and Kim Reynolds tormented the track multiple times just to experience the 63's extraordinary stick and responsiveness. (Side note to potential owners: You'd better think about investing in a Brazilian rubber company, stat.) Its best time of 24.9 seconds at 0.78 g average is something to be proud of, but a cheaper, less potent 2012 Ford Mustang Boss 302 Laguna Seca edges the Merc out by a few fractions (24.6 seconds at 0.81 g average). With a 0-60 mph time of 3.7 seconds, the torquey C63 slaps a twin-clutch BMW M3 in the face (4.2 seconds) and then laughs out loud to the finish line. It bested both to a stop from 60 mph with a distance of only 105 feet.Like the rest of the crew, associate road test editor Lago didn't find much to dislike about the AMG, but did mention he wasn't fond of how easily it switched into tail-wagging oversteer. Indeed, going easy on the fun pedal allows the car's full performance potential to be tapped. Summon all of the C63's 443 lb-ft too early while exiting a corner and you'll be doing your favorite Formula Drift impressions before you realize it. And although sticky, the available 18-inch Continentals were relatively small (235/40R-18 front, 255/35R-18 rear) and could be wider to improve lateral gluing. Then again, that's what the Black Series is for.With the C63 AMG Coupe, Mercedes-Benz has dealt a potent, V-8-packed punch to its M, V, Quattro, and F archrivals, months ahead of any next-generation competition. It has also set a high bar. Now if they could only all sound this good...Front engine, RWD, 4-pass, 2-door coupe 6.2L/481-hp/443-lb-ft DOHC 32-valve V-8 
BMW's 6 Series has always required two things: style and pace. Good news: It finally has enough of the former to keep up with the latter. No, the 2012 BMW 650i isn't the best-looking 6 Series ever built (that credit would go to the shark-nosed, Bracq-penned 1976 original), but it's far and away a triumph over the frumpy second-gen car it replaces. From every angle, the new 6 Series Coupe and Convertible is a sleek, svelte road rocket -- a true gentleman's express for eating up miles of wide-open road one huge mouthful at a time. Gone are the awkward Bangleisms of the bland-o-riffic second-generation car. The trunk no longer juts awkwardly from the rear of the car, and the nose has a new sense of purpose, with its snorting, upright twin grilles and wide-mouthed lower intake. On the coupe, that trademark Hoffmeister kink is still intact, emboldened by a wider, shiny metal trim strip, and the package as a whole is longer by nearly 3 inches, lower by a bit under half an inch, and wider by an inch and a half. It looks even better in the sheetmetal than it does in photos. The convertible has a slightly frumpy look with the top up, typical of so many soft-roofed convertibles, but does look rather striking when the top is stowed.The interior of the all-new 6 Series is another marked improvement over the previous-generation car. Upscale touches are everywhere, from the semi-digital gauges to the larger center display and aluminum accents, to the finely stitched leather surfaces. The seats are comfortable and supportive, and there's plenty of room for driver and passenger up front. While BMW claims there's actually improved headroom front and rear, the small plus-two packaging and sloping roofline means that for adults, the rear seat is strictly for very occasional use, and even then, rear passengers taller than 5'10" will find themselves slouching to avoid head contact with the roof. Rear passengers in the convertible will be happier, with the more upright roof providing an additional inch or so of noggin space, and an infinite amount with the roof lowered.But wait, things get even better. BMW has ousted the 4.8-liter V-8 that used to sit underhood, replacing it with the brand's new 4.4-liter, twin-turbocharged eight-cylinder engine. BMW claims the new engine is more efficient than the outgoing version, but frankly, who cares, when it also makes 400 horses and 450 lb-ft of torque (8- and 20-percent gains, respectively). Two transmissions are available, so we rounded up a 650i Coupe with the M Sport package and a good old-fashioned six-speed manual gearbox, along with a 650i Convertible with an eight-speed automatic, and headed for our test facility.And that's where things got really interesting. The slushbox convertible, designed from the ground up as an open car with a unique body-in-white, managed to just eek out a lead over the manual-equipped coupe. Just to reiterate, there's no dual-clutch or automated manual action going on here. The automatic transmission is a true torque-converter auto, designed and built by ZF and equipped with paddle shifters. So quick and smooth is the unit that we recorded a 0.1-second advantage over the manual-equipped coupe in the 0-60 mph sprint and the quarter-mile run, despite a weight disadvantage of somewhere north of 200 lbs. 
Mitsubishi may not be known as an EV innovator here in the States, but the brand has a history of dabbling in small, electrically powered cars back in Japan. In 2009, the automaker rolled out the electrified version of its i micro car, called the i-MiEV, in its home market. A year later, the i-MiEV made it to Europe. Now, it's finally our turn, and Mitsubishi has simplified the name and blown up the car's proportions to suit American tastes. But even with the changes, is the U.S. ready for a small, underpowered, and range-limited EV? No matter which side of the fence you're on regarding the future of transportation, electric cars are here -- and it's our job to test them. So test the Mitsubishi i we did. With regards to how the i looks on the outside and feels on the inside, among the MT staffers there were more than a few comparisons to a golf cart. With the i's bubbly, cartoonish exterior design and bare-bones interior (even in our range-topping SE model), it's easy to see how one might liken the car to something less than road-worthy. Even the doors, at first, seemed like a parody of ones you might find on some other cars - so light, I felt like Superman when opening them from the outside.A simplified instrument cluster and center console present the driver with the bare minimum of controls. A digital display at the center of the gauges does a good enough job of relaying the car's speed, and the battery life meter looks much more like a conventional fuel gauge than the one in the Nissan Leaf, referred to by some as the "guessometer." The three modes provided by the gear selector, "D," "Eco," and "B," are each intended to optimize driving performance for a given situation. "Eco" mode was fine in the city, where it best preserves battery range. But when I needed adequate acceleration, I had to shift it into "D" if I wanted to go anywhere with any sort of urgency. "B" mode was the hardest to get used to, as it turned the i into a Disneyland Autopia car, where letting off the accelerator slowed the car down significantly. Unlike the theme park car, in this case it's the motor that's doing the braking, capturing the energy and charging the battery. This feature was useful when coasting down long grades, but perhaps a bit too jerky to use comfortably in everyday driving.The pint-sized EV completed our figure-eight test in 30.2 seconds at an average 0.51 g. The Leaf and Volt didn't fare that much better, both posting times of 28.4 seconds at 0.57 g and 0.59 g, respectively. Lateral acceleration for the i was also in line with its EV contemporaries, at 0.71 g, compared to the Leaf's 0.79 g and the Volt's 0.78 g. Still, handling is where the Mitsubishi received the lowest marks from staffers. Testing director Kim Reynolds called it "tippy," and also noted "some rear-end instability under braking." Regarding the i's handling ability, associate editor Scott Evans said, "I thought I knew understeer. Now I know understeer."According to Mitsubishi's PR reps, 11,000 i-MiEVs have already been sold abroad. While that could be a good indication that the i will achieve similar numbers in the U.S., the car likely didn't have to fight the same uphill battle it's faced with here in Europe and Japan, regions that have had tiny, A-Segment cars running around for years. Mitsubishi has pushed the boundaries of electric vehicles in the past, and it's certainly done the same with the i. The question is, has it pushed those boundaries a little too far for U.S. audiences? Perhaps the answer lies in associate editor Scott Evans' assessment of the i: "It works, but is that enough?" Time will tell.Rear engine, RWD, 4-pass, 4-door hatchback 
As the alternative propulsion sector stands now, Toyota has it pretty good. The do-no-wrong Prius is indisputably the eco car standard-bearer, and continues to sell in healthy quantities -- 83,918 through August 2011. But this is America, land of the pickup truck and midsize sedan. Fortunately for Toyota, it also knows how to build, market, and peddle cars like the 2012 Toyota Camry Hybrid. Let's talk fuel economy. Whereas the old Camry Hybrid's 31/35 mpg city/highway pales in comparison to the Ford Fusion Hybrid's 41/36 mpg city/highway and the hybridized Hyundai Sonata and Kia Optima (35/40 mpg city/highway), our top-of-the-line 2012 XLE tester does a cool 41/38 mpg city/highway on 17-inch alloys wrapped with low-rolling-resistance 215/55-17 tires. That's a 21-percent combined mpg improvement over 2011. A spirited 200-plus-mile dash of city, highway, and quick, undulating back roads left us with a real-world consumption of 37 mpg. Go with the more basic LE trim -- replete with smaller 16-inch steel wheels and narrower rubber -- and the EPA figure rests at 43/39 mpg city/highway (up 26 percent).The tailpipe emissions-less electric component of the power-split hybrid system is chiefly championed by the 141-horsepower tractive motor. If directed by the continuously variable transmission or slipped into the newly inserted EV mode, the motor alone can propel the Camry Hybrid with a not-unsubstantial 199 lb-ft of torque (peak torque available from 0-1500 rpm). Unless the 1.6-kilowatt-hour nickel-metal-hydride battery is at its most minimal state of charge, driving around town carefully and quietly as a bona-fide EV is a cinch, and doesn't feel particularly penalizing given the motor's output. Toyota claims there is less friction loss in the transaxle and better motor-voltage control aiding the relatively accomplished HSD system. Blending battery and gasoline energy sources in haste produces a net of 200 silky horsepower, up from 187. Powertrain integration is honestly among the best of any hybrid vehicle out there.The soft, floaty ride helps generate the illusion the Camry Hybrid is larger than it really is, a plus if you're constantly shuttling people around. There's sufficient space in the back seat to fit three average-size males abreast without the middle passenger having to curl into a ball -- taxi fleets operating Camry Hybrids should find welcome fares. On paper, the interior dimensions haven't drastically changed, with the biggest numeric differences highlighted in rear leg room (+0.6 inch) and rear hip room (+0.6 inch).Answer: Kind of. The interior design and build materials won't be winning any awards, not even in the pedestrian midsize segment. We found the revised color patterns a bit more inviting, and the ergonomics and controls placement and functionality to be well executed, but in the end there's a lack of intangible warmth in the cabin - it's appliance-like, if you will.Front engine, FWD, 5-pass, 4-door sedan 2.5L/156-hp/156-lb-ft Atkinson cycle DOHC 16-valve I-4, plus 141-hp/199-lb-ft electric motor; 200 hp comb 
It's a good bet that the average Audi A8/BMW 7 Series/Mercedes S-Class buyer doesn't care much about dynamics beyond being able to merge ahead of freeway traffic while checking stock prices on their smartphones, or whatever the rich do while commuting. For the rest of us enthusiasts who dream of coming up with the kind of sports-celebrity scratch for a car that can carry the family in comfort while carving up on-ramps, there is the S8. For its first two generations, the S8 was an executive touring car. This one has a different feel. Chassis tuning is more subtle in part because the ordinary A8, with its sport and individual comfort suspension settings, is already pretty competent, and stiffer tuning can only go so far before this big sporting luxury car gets too harsh. Hence, this new Audi S8, which launches next spring in Europe and in late summer or early fall of 2012 in North America, is all about the engine.Because it can get such great power and torque numbers, Audi put its efforts into making the V8T (as the badging on the S8's front fenders indicates) as efficient as possible. First, Audi engineers placed the exhaust manifold and turbo intercooler within the 90 degrees of the V for quicker and more efficient engine warm-up. More importantly, the direct injection engine has a cylinder cutoff system with a sleeve that kicks in a zero-lift cam to cut cylinders two, three, five, and eight at light loads. The twin-turbo V-8 can run on just four cylinders at engine speeds up to 3600 rpm and at speeds up to 112 miles per hour. The car also comes with a start/stop system in Europe that the company says will eventually make it to the U.S., though not at launch.The noise, vibration, and harshness characteristics of cylinder shut-off and stop/start understandably concerned Audi, so engineers developed two big technological breakthroughs to mitigate the noise and the secondary vibrations that make their way into the steering wheel and throttle pedal. Two active engine mounts, designed to be much like stereo speakers, use fluid to actuate a permanent magnet that moves a diaphragm and cancels vibration from the shutoff with counter-vibrations of their own. The Audi S8 is in the running to be named the quietest, smoothest car extant. DTR VMS developed (and manufactures) these ingenious active engine mounts for Audi. It's a South Korean company that bought British supplier Avon Automotive, so don't be surprised for these to show up in a future Hyundai Genesis V-8.One other tasty bit of high tech are the S8's optional ceramic front brakes, which shave 11 pounds off the weight of each front wheel. Audi hasn't decided whether to offer ceramics on U.S. imports, partly because the option could approach the base price of a VW Jetta and partly because ceramic brakes are not linear like steel brakes. A test-drive proved this. There's a lot of play and mush at the top of the pedal, where you expect the binders to effectively shave off speed. Then, when you find yourself stabbing the pedal further to get some results, the brakes really grab. Will American Audi customers put up with that? 
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Just a few weeks ago, Volkswagen of America's state-of-the-art plant in Chattanooga, Tennessee, cranked out its 10,000th Passat -- a Candy White TDI wearing a premium chrome package. Not bad for a facility that opened just five months earlier. Volkswagen is charging ahead with its goal of building 100,000 vehicles a year at Chattanooga starting next year, and the all-new 2012 Volkswagen Passat is key to hitting that target. In September alone, more than 3000 customers took home one of VW's Chattanoogian chariots. Part of the 2012 Passat's success no doubt has to do with the variety of models and trims available for the big VW sedan. There are three engine choices -- a 170-horse 2.5-liter inline-five, 280-horse 3.6-liter V-6, and a 140-horse 2.0-liter turbo four-banger -- available in a total of 14 trims. We recently had a chance to sample three combinations: a 2.5L S, 3.6 SEL, and TDI SE.No matter the trim or mill, the Passat's sheetmetal stays basically the same. Its lines are simple, clean, and inoffensive, yet modern. A few staffers labeled it boring, but then noted the Passat and its competition in the family-friendly sedan segment aren't exactly known for avant-garde styling. Overall, we consider the styling a step in the right direction, especially with the LED touches and available 17-inch alloys.The standard equipment list gives buyers plenty to work with: a six-speed manual (or automatic transmission), auto dual-climate control, power locks and windows, color-matched mirrors and door handles, Bluetooth, and electronically adjustable driver seat are all included. Sadly, an iPod interface isn't. You'll have to upgrade to the 2.5L SE manual to get 17-inch wheels, heated leatherette front seats, and a touch-screen Premium VIII radio. Continue up the SE and SEL trim chain in either V-6 or TDI models to get more goodies like a navigation system with Mobile Device Interface, Fender sound system, wood grain, and chrome accents or aluminum accents.Average consumers are likely to lug friends, kids, or coworkers in this model, not carve unused back roads like my colleagues and I do. The 2.5 SE offers enough power to get from Point A to B, and that's probably good enough. Its pipes may not omit an attractive note, but at the end of the day, it returns a competitive 22/31 city/highway EPA fuel economy rating .As you can imagine, with 110 more horses and 81 more lb-ft than the base mill, the VR6-packing Passat is a lot more entertaining. That extra power helps out if you're more of a passer than a cruiser. Its sharp turn-in impresses, as does the palatable chassis communication. Its brakes bite harder as well. Relatively speaking, the Passat V6 is the rocket of the lineup: Going from nothing to 60 mph is a 5.7-second affair; it tackles a quarter-mile in 14.2 seconds at 100.9 mph and needs 119 feet to stop from 60 mph.Despite it not being an enthralling choice for impassioned enthusiasts, the TDI is arguably the best pick for the sedan buyer looking for decent sportiness, great comfort, massive space, and awesome fuel economy and range. The last trait rocked our proverbial socks: We went at least 450 miles between fill-ups. And we weren't friendly with the go-pedal, either.Three Passats aimed at three different buyers. Together they comprise one solid lineup that is already throwing some hard blows in one of America's hugely important midsize sedan market. Do Toyota, Hyundai, Honda, Subaru, and the rest of the lot have something to worry about? Yes, they do. And if Volkswagen's optimistic sales plans come to fruition, you'll soon be seeing a lot more Tennessee-built Passats strolling through your neck of the woods.Front engine, FWD, 5-pass, 4-door sedan Front engine, FWD, 5-pass, 4-door sedan Front engine, FWD, 5-pass, 4-door sedan 2.5L/170-hp/177-lb-ft DOHC 20-valve I-5 3.6L/280-hp/258-lb-ft DOHC 24-valve V-6 2.0L/140-hp/236-lb-ft turbodiesel DOHC 16-valve I-4 