Hypes: Easy to Convert Storage Space, Best CVT Transmission
Gripes: Needs Some Love on the Interior

Toyota’s Hybrid Highlander tops the model range in both horsepower and fuel economy. It’s hard to beat that double-barreled punch. In the non-Hybrid Highlander, the 3.5-liter 2GR-FXS V6 produces 280hp in gas-only form, with an overall mileage rating of 20MPG. The Hybrid electric boosted V6 trumps those numbers, with a combined gas/electric output of 290hp and a fuel consumption rating of 28MPG. In addition to the 3.5-liter V6, the Hybrid adds a pair of synchronous magnetic electric motors. The front unit motor produces 123 kW of power and 247lb.-ft. of torque while the rear electric generates 50 kW of power and 109 lb.-ft. of torque. The Hybrid really jumps when you mat the throttle. There’s more than enough torque to provide sprightly acceleration and a solid tow rating of 3,500lbs. Highlander’s towing attributes include standard Trailer Sway Control.

The Hybrid system feeds power to all 4 wheels through a CVT transmission which works surprisingly well with this complicated power package. You can select pre-determined speed ranges with a dual gate transmission lever on the console between the front seats. Paddle shifting is not available, however. Hill-Start Assist Control is a big plus, especially if you are towing a trailer. What Toyota calls “electric on-demand all-wheel drive with intelligence” judiciously metes out power as needed to the four Bridgestone Dueler H/T tires (245/60HR18) mounted on standard 7.5×18” alloy rims. Unlike Toyota’s truck-like 4Runner, which relies on body on frame construction, Highlander is a crossover version of the Camry platform with integrated body-chassis monocoque design. While the 4Runner will run circles around the Highlander in rugged off-road endeavors, the Highlander is far superior to its off-road cousin in daily driving. Highlander’s fully independent suspension systems front AND rear soak up the bumps of the daily grind with such finesse that you float over bad road in blissful comfort.

In XLE trim level, the Highlander hybrid requires almost nothing in the way of pricey extras. In fact, our base price $41,330 test SUV included just one optional addition — $1,810 for a rear seat Blu/Ray DVD entertainment system. With an added $940 for dealer prep, the Highlander’s out-the-door price amounted to $44,080. For that rather modest money, you get a highly dependable all-weather, 8-person (!) hauler that records excellent fuel economy, decent acceleration, and merits a Recommended check mark from Consumer Reports.

How can Toyota manage to cram 8 humans into this Highlander? They have devised a pop-up, 3-person rear bench which converts easily into flat storage space for normal use. The second row of our test vehicle contained a 60/40 split folding bench also good for 3 adults. Unexpected niceties offered for this second row include reclining seat backs and window-mounted privacy screens. If you fold just one of the second-row seats flat, you can still carry 3 adults and a full-size bicycle inside the cabin. This 4,990lb. Toyota offers up to 40.5 cubic feet of interior cargo space with all second and third row seats collapsed.

While the interior finish of this Toyota, which is built in the USA (Princeton, Indiana) is serviceable, it is somewhat less than luxurious. Expanses of pebble grained black vinyl mark the dashboard and door panels, with small matte silver plastic inserts added to relieve the visual tedium. You get the idea that the XLE, while an upper echelon trim level, could stand some improvement. The front seats, for example, while heated, aren’t terribly comfortable, despite the fact that the driver’s side offers 8-way adjustability plus lumbar, while the passenger side musters 4-way adjustment. Toyota does offer a “Limited” version of the Hybrid that promises to elevate both the enjoyment and the base price of the Highlander.

In the great scheme of things, the Hybrid Highlander hits the mark on all the important targets: its usefulness as a transportation tool is irrefutable. Its practicality in operation is unsurpassed for a vehicle of this size. Its pleasure to drive quotient is refreshingly unexpected given its pedestrian appearance and sizeable curb weight. For a family in need of all purpose transportation, the Hybrid highlander is hard to beat for the money.

2018 Toyota Highlander Hybrid XLE AWD-i

• Engine: 3.5-liter V6 plus front and rear Electric Motors
• Horsepower: 290hp
• Torque: N/A
• Fuel Consumption: 29MPG City/27MPG Highway
• Price as Tested: $44,080
• Star Rating: 8.5 out of 10 Stars

Hypes: Best Looking and Driving Plug-In, 560 Mile Cruising Range
Gripes: Non-Linear Throttle Response, Rock Hard Rubber

Hyundai’s Ioniq debuted in 2017 as a direct competitor to the Toyota Prius. So direct, in fact, that Hyundai was recently offering a $1,000 coupon to current registered Prius owners or lessees who bought a 2017 Ioniq. For 2018, the Ioniq ups the ante of Hyundai’s challenge to Toyota by offering a plug-in version for the first time. In several important respects, the Ioniq plug-in outdoes the Prius. Firstly, it looks much better. Instead of the intergalactic over-styling of the Toyota hybrid, the Ioniq looks positively fetching in its simplicity. But don’t let the Hyundai’s sleek appearance deceive you into thinking it’s lacking aerodynamic efficiency. To the contrary, the Ioniq posts a remarkably wind cheating 0.24 coefficient of drag, which helps it attain its stellar EPA/DOT rating of 119MPGe.

Inside, the interior of the Ioniq is far more restfully detailed than the pin ball latrine look of the Prius. Hyundai has found a way to go green inside the cabin as well as under the hood, because the Ioniq utilizes sugar cane and volcanic stone to form much of the interior. According to Hyundai, “sugar cane accounts for 25 percent of the raw materials used in the interior’s soft-touch door trim panels.” Additionally, recycled plastic forms the headliner, carpeting and door trim, so this Hyundai represents a science project for reclamation.

But how does it drive? To its credit, the Ioniq behaves more like a gasoline powered sedan than a pure electric car. This is good news for those of you who are put off by the idiosyncrasies of cars like the Prius that require you to reconfigure your driving style to accommodate their peculiarities of design. The Ioniq makes no such demands on your attention, nor does it prioritize fuel saving with obnoxious visual displays of its green virtue. In other words, you can drive this Hyundai like a regular car without the need to have your eco-credentials verified every time you climb into the driver’s seat.

Together, the 1.6 liter gas engine and the 44.5kW electric motor produce a rather piddling 139hp. But since Hyundai had the foresight to supply this Hybrid with a real 6-speed dual clutch automatic transmission, that mere 139hp feels unusually frisky in a car that weighs only 3,070 pounds. To manage the “EcoShift” transmission, you can either leave it in Drive and let it do all the work for you, or you can slot it into manual mode and bump the floor-mounted stick forward or backward for upshifts and downshifts. Better yet, rely on the thoughtfully provided steering wheel mounted paddles to accomplish the same goal. With its power to weight ratio of 22lb/hp bordering on lazy, the Ioniq needs all the help you can give it with manual gear selection. That’s an essential tool that missing from the CVT-transmission Prius.

If you opt for electric-only propulsion, the Ioniq will take you about 20 miles before needing a recharge. Open the rear hatchback and you will find a 120V charge cable neatly packaged in an Ioniq satchel. You will also discover a surprisingly spacious storage area which amounts to 19.5 cubic feet with the 60/40 split folding rear seats and center rear armrest stowed. That large rear hatch also provides excellent aft visibility thanks to upper and lower heated glass panels divided by a stiffening bar placed mid-window. Our test Ioniq included the “Ultimate Package” which Hyundai had not priced at the time of this test. Some of the benefits of this option group include power sliding sunroof, navigation with 8 inch touchscreen, premium audio with 8 speakers, dual wireless device charging, plus three safety features – automatic emergency braking, smart cruise control and lane keep assist.

The rubber Hyundai has chosen for this hybrid is compatible with its mission as an ultra high mileage achiever, one which returns 52MPG in gas-only mode. To insure that kind of performance, the tires need to be quite hard and the 205/55R16 Michelin Energy Saver A/S rubber you’ll find on the Ioniq comply with that mission statement. Unfortunately, their treadwear rating of TW 480 is incompatible with generating much lateral adhesion on the skid pad. So you’ll want to re-equip your Hyundai with something stickier, or learn to back off the throttle when negotiating tight turns at speed.

22018 Hyundai Ioniq Plug-In Hybrid Limited

• Engine: 1.6 liter inline 4 cylinder, Gasoline Direct Injection+44.5kW Electric Motor
• Horsepower: 139hp
• Torque: N/A
• Fuel Consumption: 119MPGe/52MPG Gas Only
• Price as Tested: $23,200-$33,500
• Star Rating: 8.5 out of 10 Stars

Hypes: Improve Looks, Packaging, Performance
Gripes: Poor Regenerative Brake Pedal Feel

Toyota’s official designation for the color of this week’s 2018 Camry is “Ruby Flare Pearl.” It costs $395 extra and is worth every penny. But since when is Ruby Flare Pearl a name you’d associate with a Camry? Since now. Toyota has finally begun to veer off the straight and narrow path that defined the plain vanilla Camry franchise for so long. Our candy apple red Camry Hybrid colors an all new design for 2018, the first to use the TNGA platform that lowers roofline and driving position by a full inch. This architectural revision signifies a willingness to rethink, redirect and reinvigorate the staid Camry model line.

Camry’s reduced height is hardly the only noticeable change for 2018. Both the nose and tail have been radically re-proportioned, with newly incised slits and gills up front, and nips and tucks to the rear to eliminate the outgoing model’s hefty butt. The all new Camry is so much better looking than the model it replaces that you wouldn’t know it was even a distant cousin to Toyota’s long line of frumpy looking sedans . Setting off the scintillating new fender flares are a set of sharp aluminum wheels, 18 inches in diameter, finished in black but set off by the high gloss silver of machined facings. Hankook Kinergy GT tires (235/45R18) supply the show quality rims with excellent all weather grip. They promise long life too, with a tread wear (TW) rating of 580.

Inside the cabin, the changeover is even more apparent. The interior of our up-market SE level four-door sported a sweeping, lavishly appointed dashboard, set off by discreet hammered aluminum trim. The plush seats, upholstered in cream colored SofTex fabric, looked dramatic, with bold horizontal ribs defining the actual seating surfaces. Belying this car’s base MSRP of $29,500, the driver’s seat features standard 8 way power adjustments plus power lumbar, and 6 way manual adjustment for the passenger. In the center of the dash sits a 4.2 inch multi-informational display. This screen is well integrated to the confines of the available space, and avoids the drive-in movie screen effect so common to dashboards today. It’s easy to read in all lighting, and a snap to operate when setting or selecting favorites on SiriusXM radio. To Toyota’s everlasting credit, all HVAC controls are operable independently of the screen, with separate heat, blower and A/C buttons that leave your eyes focused on the road, not the dash.

The big news for Hybrid fans in 2018 is the complete revision of this system’s battery and packaging. An all new, smaller Lithium-Ion battery pack now sits beneath the back seat, allowing the sizeable 15 cubic foot Hybrid trunk to offer a flat floor for the first time. That’s a net gain of 2.0 cubic feet in storage space this year. Even better, the Hybrid offers a 60/40 split rear bench seat for the first time ever. But the most important aspect of the latest Hybrid is not its appearance, its wheels, its tires or its interior. Rather, this is the first Camry Hybrid I have driven that is fast enough to justify calling it a legitimate sports sedan. This SE is genuinely quick in a straight line. It will rocket from 40mph to 80mph on the freeway so fast you will disbelieve your speedometer. This year, Toyota has coupled a very sophisticated 2.5 liter, 4 cylinder, 176hp gasoline engine to the revised 118hp electric motor. When prodded in unison, this duo provides 208 combined horsepower, and more importantly, 302lb.-ft. of torque. That’s enough output to rocket this Camry from the slow lane to the fast lane in an eye blink. It’s also the first sedan I have driven that is perfectly suited to the rheostat like power management of a CVT transmission. Although Toyota provides floor mounted manual shifting through faux “gears” as well as steering wheel adjacent paddles, neither is necessary to harness the turbine-like performance of the new “Dynamic Force” engine. On all counts, then the 2018 Camry marks a huge improvement over the Hybrid it replaces. At $33,695 including optional moonroof ($900), uprated audio package ($1,080) and Blind Spot Monitor with Rear Cross Traffic Alert ($600), this drastically revised sedan makes a strong case for choosing it over any cumbersome SUV.

2018 Toyota Camry Hybrid SE

• Engine: 2.5 liter inline 4, DOHC, 16 valve, dual injection and VVT-i; Electric Motor, permanent magnet, AC synchronous
• Horsepower: Gas Engine – 176hp@5700rpm; Electric Motor – 118h
• Torque: Gas Engine – 163lb.-ft.@5200rpm; Electric Motor – 149lb.-ft.
• Fuel Consumption: 1MPG City/53MPG Highway
• Price as Tested: $33,695
• Star Rating: 8.5 out of 10 Stars

Hypes: Good Looks, Fuel Efficient, Comfy Ride
Gripes: Down On Power, Gearless Transmission

The Fusion Hybrid will laugh its way past a lot of gas stations over the course of your ownership. According to the EPA, this 42 MPG gas miser will save you $2,500 in 5 years over the fuel cost of the average new car. That efficiency gives it a rating of 9 on the EPA’s scale of 10 for “Fuel Economy and Greenhouse Gas Rating.” The Hybrid also posts an 8 of 10 on Smog Rating, measured at the tailpipe. But how does the Fusion Hybrid rate in everyday driving? I’d give it about a 7. If you’re looking for stout performance from this electric/gas combo sedan, you’ll want to look elsewhere. 188hp working to propel a chassis weighing 3,505 lbs. works out to 18.64 lbs/hp. That’s not quite in the old nag category of giddy-up, but it’s close enough to glue factory speed to keep you from passing slower traffic on 2 lane roads with confidence. But fret not, because Ford offers such a wide variety of propulsion systems for the Fusion sedan line that you can buy a real scorcher with 325hp and AWD(Fusion Sport).

Although the Hybrid lacks the Sport’s explosive thrust, it does enjoy enough amenities to make you forget about its lack of sheer speed. The Fusion line, from the base model 181hp sedan, through the turbocharged EcoBoost 245hp version, to the Hybrid we tested, plug-in Energi Hybrid, and Sport, all share the same basic good looks, finely tuned handling characteristics, and refined cabin design. These attributes make Fusion a top choice in a 5 passenger American designed family sedan.

Our test Fusion was built by a Ford plant in Hermosillo, Mexico. The base price of our test car ($31,010) seems quite reasonable, considering that its “Platinum” level of trim is the highest of 5 levels Ford offers for this model. Our test car’s bottom line swelled to $34,770 thanks to the addition of 3 option groups you could easily do without: $995 for “Enhanced Park Assist,” $1,190 for “Adaptive Cruise with Stop & Go,” and $1,575 for a “Driver Assist Package” that includes Lane Keeping and Rear Cross Traffic Alert. In fact, I would definitely delete that last package, because the Lane Keeping feature constantly jiggles the steering wheel in your hand whenever you make a lane change without signaling first. This haptic feedback becomes annoying in very short order.

There’s substantial battery and electric motor technology lurking beneath the passenger compartment and under the raised trunk floor. If you opt for the Hybrid, you must be willing to sacrifice at least a third of the non-Hybrid’s 16 cubic feet of trunk space to accommodate the electrics beneath the trunk floor. For 2017, Ford improved the output and performance of the Hybrid’s electric motor. When you spool up the throttle, the electric motor issues an ethereal whine, not unlike your blender set to Liquefy. Appended to this propulsion unit is a “Powersplit” CVT transmission that is controlled by a circular dial mounted between the front seats. Because this CVT has no actual gears, Ford does not bother with the charade of defining artificial rpm splits that deceive you into thinking you’re shifting gears. Hence, there are no paddle on the steering wheel, nor any manual override setting on that rotary transmission dial. If you’re really slogging along at low speeds, however, you can dial up a “Low” range setting.

Ford has perfected the ride control of this Fusion. They equip its with no-extra-cost machined aluminum wheels with painted pockets. These handsome components are shod with Michelin Green X Energy radials (255/45R18) that run silent, provide good grip, and promise long tread life with a wear rating of TW 480. At the Titanium trim level, the Fusion is equipped with a slew of features that make daily use easy. We particularly appreciated the Intelligent Access keyfob, which never needed button prompting to open the doors automatically. Both front seats are heated and offer electronic 10-way positioning. All windows take just one push of the button to raise or lower. New LED headlights and a revamped mesh front grill for 2017 refine the frontal aspect of what was already a very clean looking design. Consumer Reports assessment of the 2014-2016 Fusion shows nothing but green arrows, so you can expect better than average reliability. In fact, CR endorses the latest Fusion with a Recommended check mark, and we would have to concur with their assessment.

2017 Ford Fusion Platinum Hybrid

• Engine: 2.0 Liter inline 4 + Electric Motor
• Horsepower: 188hp
• Torque: N/A
• Fuel Consumption: 43 MPG City/42 MPG Highway
• Price as Tested: $35,645
• Star Rating: 8 out of 10 Stars

Hypes: Strong Acceleration, Excellent Fit and Finish
Gripes: Hard-to-Read Lower GUI Screen

New for 2017 is the Hybrid version of Acura’s popular MDX. This addition to the model line boasts four engines – 1 gas powered, and 3 electric. The gas powered V6 displaces 3.0 liters, and features 24 valves managed by Honda’s patented VTEC camshaft technology. In consort with the triple electric motors, the MDX V6 produces 321hp and is capable of towing a 5,000 lb. trailer. If you forego the Hybrid’s electric motor complexity and opt for a straight gas-powered MDX, Acura will sell you a 3.5 liter V6 good for 290hp. Despite the fact that the Hybrid weighs more than 4,200 pounds, it still produces laudable economy figures of 26MPG in town and 27 MPG on the highway, with an overall rating of 27 MPG. The 3.5 liter V6 manages only 21 MPG overall. Regardless of engine choice, all MDX variants transfer power through a 7 speed dual clutch gearbox. Our top line Hybrid also included all-wheel-drive which continuously fed torque through all four Continental Cross Contact tires (245/50R20).

All MDX models this year, regardless of engine choice, are fitted with the AcuraWatch suite of safety measures, including Adaptive Cruise control, Collision Mitigation Braking, Road Departure Mitigation, Forward Collision Warning, Lane Departure Warning, and Lane Keeping Assist. During my week with the MDX, I experienced one false positive with the Forward Collision Warning which blinked brightly to warn of an impending crash despite the fact that there was nothing in view to trigger the alert. I also found that it was easier to control the throttle on long freeway drives with my own right foot than it was to depend on the Adaptive Cruise Control which over managed acceleration and deceleration.

The interior of this loaded MDX lives up to expectation in a vehicle priced at $58,975. Four lavishly padded captain’s chairs occupy the front two-thirds of the cabin, with a useful but restricted third row bench completing the 6 slot interior layout. The rear most bench easily folds flat to increase storage room. The rear captain’s chairs also fold flat with the pull of a lever, opening up the MDX interior to 34 cubic feet of storage space. A low rear lift-over threshold eases insertion and removal of bulky bike-size items like a bike. The keyfob activated tailgate assures ease of cargo insertion. A fixed button on the tailgate does the same for electric closure.

This SUV is perfectly configured to provide a high level of comfort and roominess for a quartet of family members on holiday. The “Sport” seats are handsomely done, with contrasting stitching and perforated premium leather trim. Nor does Acura skimp on the back seats, which are every bit as comfortable and inviting as the pair up front. Matching center consoles front and rear offer a huge amount of deep storage.; Our test sample’s interior, finished in a delicious shade called “Espresso” also featured insert panels of real wood cleverly patinated to resemble reclaimed barn wood.

The dashboard’s central column displays two separate screens. The lower screen is dedicated to HVAC settings, fan control and SiriusXM pre-sets. The upper screen carries some of the same infotainment information, plus maps for the Acura Navigation System and real time traffic reports from the AcuraLink communication system. Because the upper screen is shielded by an effective visor, it remains easy to read in broad daylight. The unshielded lower screen, however, is impossible to decipher when sun shines directly on its surface. At that point you only see dust and fingerprints.

The MDX in Hybrid form is an exceptionally useful transportation module. It serves the needs of large families with the peace of mind that only Acura (Honda) products bring to the table. Since the MDX model line starts at about $45,000, the $58,000 base price of the Hybrid is significantly more expensive than an entry level MDX. But in the long run, this Hybrid’s excellent fuel economy and luxury appointments will pay for themselves over time. And you simply can’t get the kind of acceleration boost out of the gas-only V6 that the Hybrid provides. All in all, the Hybrid is the best version of the MDX you can buy. This MD is just what the doctor ordered.

2017 Acura MDX Sport Hybrid AWD

• Engine: 3.0 liter V6, SOHC, 24-Valve, Variable Cylinder Management
• Horsepower: 321hp
• Torque: N/A
• Fuel Consumption: 26 MPG City/27 MPG Highway
• Price as Tested: $58,975
• Star Rating: 8 out of 10 Stars

By David Colman

Hypes: Wins Stylistic Hybrid Trophy
Gripes: FE Feels Cheap to Touch

With introduction of the new for 2017 Niro Hybrid, Kia is targeting an underserved market segment. Until now, if you wanted a sub compact Hybrid capable of delivering 50MPG, you were limited to choosing some form of sedan – like a Toyota Prius or Chevy Volt. Although the Prius model line has been expanding exponentially of late, there’s still no crossover/station wagon/SUV variant available. Yes – you can make a hatchback Prius Prime do the crossover job, but are you willing to live with its tin toy/outer space styling?

No such worries with the new Niro. Kia stylists, who have proven extremely competent in their upper market range endeavors (like the K900), bring that same panache to the layout and design of the Niro. This is a good looking crossover, with enough SUV touches to please the nascent off-roader, enough practicality to humor the station wagon crowd, and enough efficiency (50MPG overall!) to convince the potential Prius/Volt customer that there is now an attractive crossover choice.

The Niro’s green cachet has already been celebrated by a hilarious spot (starring Melissa McCarthy) which was shown during the last Super Bowl. You’re probably going, “Oh, so that’s what that ad was about.” Right. Kia is investing major effort in this car’s launch. And after a week behind the wheel, I would have to concur that the money has been well spent. Even though the output of the Niro’s combined electric/gas propulsion system is only 139hp, this Kia is light enough to bump past slower traffic with a little advance planning on the driver’s part. That’s because the Hybrid produces an unexpected wallop of torque (195lb.-ft.) that harmonizes perfectly with the 6-speed dual clutch transmission. Even in the base model FE we tested, Kia refused to cut corners by selecting a groaning CVT.

The 1.56 kWh lithium ion polymer battery pack stores under the rear seat, low in the chassis. This location lowers the Niro’s center of gravity, which in turn promotes better handling. It also allows the rear seats to be folded flat, though they do stand a bit tall due to the battery storage location. Nonetheless, i was able to slide my mountain bike into the available 26 cubic foot cargo hold by simply flipping the front wheel around to decrease bike length. And speaking of length, the Niro’s generous 106 inch wheelbase offers plenty of rear passenger legroom. This crossover is bigger inside than it looks outside.

It also comports itself with surprising agility on twisting two lane back roads. While you won’t be chasing down any BMW sedans, you won’t need to make excuses about the Niro’s canyon performance either. The FE, as the base model in the Niro line, comes with rather puny 16 inch alloy rims which are inexplicably shod with wheel covers. These rims mount Michelin Energy radials measuring just 205 in section width (205/60R16). Despite the choice of such MPG-oriented tires, the Niro FE hangs on with surprising grip when you press it hard through tight turns. Responsible for this neutral behavior is a refined chassis featuring fully independent design front and rear. This layout produces such minimal understeer that you’d be hard pressed to know that the Niro is a front-wheel-drive design.

Although our FE version stands as Kia’s price leader at just $22,890, you must be willing to overlook its bargain basement ambiance. The interior looks like it was molded from the same shiny black plastic used to make Glad Bags. The steering wheel, with its pebbled surface for extra grip, will never be confused with anything crafted in Germany. Likewise, the levers and paddles that control seat position and rake feel chintzy and insubstantial. On the other hand, the instrument pod contains a very nifty gauge pack consisting of an eco monitor on the left and a 140mph (in your dreams) speedometer on the right. This duo is bridged by a center information panel that is driver-configurable. While you won’t find heated seats or steering wheel in the FE, Kia surprises base model buyers with a number of unexpected amenities: dual zone automatic climate control, AM/FM/MP3 with 7 inch touchscreen, Android Auto and Apple Car Play Smartphone integration, and Remote Keyless Entry.

This little Kia has a lot going for it. It looks way better than a Prius or Volt, matches them both for energy husbandry, and allows you to carry four adults or lots of cargo in surprisingly spacious comfort. If I were shopping for a new Niro, i would opt for the Touring version. Although it costs about $4,000 more, its fit and finish convert the interior from tolerable to luxurious – plus you get real 18 inch ally rims and tires for even better handling.

2017 Kia Niro FE

• Engine: 1.6 liter 1.6 liter GDI 4 cylinder plus electric motor
• Horsepower: 139hp (Combined)
• Torque: 195lb.-ft.
• Fuel Consumption: 52MPG City/49 MPG Highway
• Price as Tested: $23,785
• Star Rating: 9 out of 10 Stars

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By David Colman

Hypes: Frugal, Practical, Good Regenerative Brake Feel
Gripes: Bring Back the Radio Volume Knob Please

For 2017, Honda has reintroduced the Hybrid version of the Accord, a model last sold in 2015. Notable improvements over the previous version include doubling the number of electric motors. This pair now produces 181hp and 232lb.-ft. of torque. When coupled to the Hybrid’s 2.0 liter DOHC gas motor – itself good for 143hp and 129lb.-ft. of torque – the “Earth Dreams” drive system yields a combined rating of 212hp. This marks an increase of 16hp over the discontinued 2015 Hybrid Accord. More importantly, the Hybrid now returns 48MPG in the EPA test cycle for combined city/highway operation.

A CVT (continuously Variable Transmission) meters power to the front wheels only. Since it has no gears, the electronically controlled (hence, eCVT) shifter provides no method for transmission modulation of engine speed. There are no paddles available, so the closest you can come to operational choice here is to select the “Sport” mode which maximizes throttle sensitivity and thus provides quicker engine response. Honda also includes a “B” setting on the eCVT which favors brake regeneration on long downhills.

The new Hybrid package is gratifyingly quick in Sport mode, with immediate throttle response prompting a sudden surge of torque from the electric motors. Thanks to the simple minded behavior of its eCVT, however, Honda’s latest Hybrid Accord misses the sports sedan mark. This 3,552lb. mid-size sedan records a power-to-weight ratio of 16.75lb/hp. Adequate, but hardly scintillating. Further complicating the fun-to-drive factor are the Hybrid’s modestly sized, rock hard Michelin Energy radials (225/50R17) mounted on busy looking alloy rims (7.5″x17″). These all-season Michelins would not be your first choice for carving apexes on back roads, since their tread width (225mm) is skimpy and their compound hard (tread wear rating of480).

If you order the top line Touring Group version of the Accord, Honda equips your sedan with the following features not included on lesser models: heated rear seats, LED headlights with high beam assist, and navigation. You really aren’t left wonting for much with this maxed out Touring Accord. A complete suite of safety minders is standard. Called “Honda Sensing,” these provide collision braking, adaptive cruise control, lane keeping assist, forward collision warning, and lane departure/ road departure warning. Such are the building blocks of the fully autonomous vehicle which can prove useful in case of an emergency. The best feature is the Accord’s very smooth and easily controlled adaptive cruise control which works flawlessly, even in heavy traffic. It allows you to set your following distance, and obediently maintains that gap to traffic without the undue jerkiness characteristic of so many similar systems. Especially informative is a rear camera which projects adjacent right side traffic on a 7 inch display screen when you activate your right hand turn signal. By depressing a button on the signal control stalk, you can play this informative display for your entire drive.

The interior of the Accord is inviting despite its lack of luxury trim. The dash is finished with bands of simulated plastic driftwood that neither excites nor dismays you. The seats are reasonably comfortable, heated, and easy on your back thanks to standard lumbar electric adjustments. Their low side bolsters do little for cornering support, but facilitate ingress and egress. Construction quality is beyond reproach. Honda moved Hybrid build from Marysville, Ohio to Sayama, Japan this year, making this Accord a fully Japanese product.

The Hybrid’s 1.3kWh lithium-ion battery pack is substantially smaller than the one supplied to the previous model. Hence, it occupies less trunk space. This savings has increased the trunk to 13.5 cubic feet. However, you are still faced with a raised ridge covering the battery pack that necessitates a fixed partition behind the rear seats. The Hybrid loses 2.5 cubic feet of storage compared to the gas powered Accord. However, the Hybrid’s phenomenal 48 miles to the gallon compensates nicely for such minor storage space loss.

2017 Honda Accord Hybrid Touring

• Engine: Twin Electric Motors plus 2.0 liter gasoline engine, 16 valves DOHC
• Horsepower: 212hp
• Torque: 232lb.-ft.
• Fuel Consumption: 49MPG City/47 MPG Highway
• Price as Tested: $36,790
• Star Rating: 8.5 out of 10 Stars

By David Colman

Hypes: High on the Green Scale, Comfy
Gripes: Hybrid Takes Trunk Space, Modest Cornering Ability

When I recently rode in a first generation Toyota Avalon belonging to a friend, I was astounded by its small size and lack of amenities. That pioneer Avalon was really little more than a rebadged Camry with an elevated price tag prompted by pretensions of luxury. Today’s Avalon is a very different product from that modest initial offering. Although it has retained the same “big car” dimensions for the last decade (111 in. wheelbase, 72 in. width, 197 in. length), the packaging within has transformed the Avalon from a massaged Camry into a luxurious line-topping sedan with no need to apologize for anything.

In the case of our test vehicle, there’s no need to hedge about its green entitlement either, since this sizeable 3,590 lb. quintet mover registers a planet saving 40 MPG in overall driving thanks to inclusion of Toyota’s well integrated Hybrid Synergy Drive system. The Hybrid combines a permanent magnet synchronous electric motor good for 200lb.-ft. of torque with a sophisticated (DOHC/VVT-i/ 16 Valve) 4 cylinder 2.5 liter gas engine good for 200hp. This combined output reaches the rear wheels through a constant velocity transmission (CVT). According to the government, this drivetrain produces an average yearly fuel cost saving of $2,500 compared to the MPG rating of a comparable gas-only vehicle. The EPA also allows you to brag that your Hybrid Avalon posts a 9/10 on the “fuel economy and greenhouse gas rating scale,” and an 8/10 on the “smog rating” scale.

Of course, you will pay a premium for this car’s complicated Hybrid propulsion unit. The first up-charge comes at purchase time, because choosing a Synergy Drive Avalon propels the base price to $42,550. The gas powered Avalon range starts at just $34,000, so you’re definitely tipping the high end of this model’s pay scale. However, there is that $2,500 savings in fuel costs to consider, so you should come out better than even if you keep your Hybrid Avalon for at least 3 years while driving it roughly 12,000 miles per year. But what kind of a driving experience does the Hybrid provide, aside from its proclivity for efficiency? Simply put, this Avalon will not ignite the smoldering embers in an enthusiast’s breast. The problem derives from the Hybrid’s compromised power-to-weight (P/W) ratio. With just 200hp to propel 3,590 pounds of sedan, the Hybrid posts a P/W ratio of 17.95lbs./hp. Compare that to the gas powered, 268hp, V6 Avalon’s P/W ratio of just 13.39 and you’ll understand why the Hybrid takes its time reaching freeway speed from a stop.

The good news here is that this gives you even more time to enjoy the many amenities Toyota has baked into the latest Avalon interior. You will not be disappointed in the level of attention to detail here. Both front and rear seats are exceptionally comfortable. Since this sedan’s modestly proportioned tires (215/55R17 Michelin Primacy MXV4) and softly sprung suspension generate light side loads on curvy roads, the seats require no side bolster support. This allows very easy ingress/exit. The seat design emulates a Barca-Lounger style chair with relatively flat cushions that feel cushy and inviting. Both front seats are fitted with separate console mounted controls for heat and ventilation. For a dash design predicated on hard touch points rather than knobs or buttons, the Avalon’s layout is relatively successful. But hard touch adjustment surfaces have their drawbacks. For example, if you seek to adjust cabin temperature, you must first visually locate the HVAC slide scale for your side of the interior, then position your finger over the up (red) or down (blue) arrow, and then administer a jab. This push is acknowledged by a corresponding chirp. While this added design complexity might make cell phone addicts happy, it’s still not as rewarding to operate as a simple dial control.

The Avalon’s JBL Audio system deserves a special note of praise. The 7 inch touchscreen on the dash operates not only the 11 speaker JBL entertainment unit, but Toyota’s Entune App suite and standard Navigation System as well. The JBL’s bass output was truly remarkable, and once we dialed in our preferences to the SXM satellite radio (3 month free trial included), we enjoyed a solid week of our favorite tunes at a dauntingly booming volume level. But that kind of enjoyment is definitely the Hybrid Avalon’s strong suit. This is a large family car designed for covering long and boring stretches of interstate while keeping you entertained, comfortable, and virtually immune from the need to stop and refill the Avalon’s 17 gallon gas tank.

2017 Toyota Avalon Hybrid Limited

• Engine: 2.5 liter inline 4, DOHC, VVT-i, 16 Valves + Electric Motor
• Horsepower: 200hp
• Torque: 199lb.-ft. electric motor
• Fuel Consumption: 40MPG City/39 MPG Highway
• Price as Tested: $43,639
• Star Rating: 8 out of 10 Stars

By David Colman

Hypes: Luscious Interior, Reams of Unexpected Standard Features
Gripes: 188hp Insufficient

For 2017, Ford offers more flavors of Fusion than Ben and Jerry makes ice cream. At the top of the long list is the all new for 2017 Sport version, with a 325hp, 2.7 liter V6 powering all four wheels. Moving down the range, Ford also offers a turbocharged 2.0 liter inline 4 making 240hp. At the bottom of the horsepower rankings – but the top of the mileage offerings – is the 2.0 liter inline 4 of the Fusion Energi we tested. This one’s gas engine makes just 188hp in consort with its electrical motor, but yields 42 MPG in combined city/highway driving. In electric-only mode, the Fusion Energi will carry you just 21 miles. But those miles produce an EPA rating of 97 MPGe. In combined electric/gas operation, this greenest of all Fusions will take you a whopping 610 miles on one tank of gasoline.

With that kind of range, it would be nice if the Fusion Energi provided a first class interior for you to while away those extended driving hours. The Energi’s Platinum interior does just that. Taking a cue from hyper priced cars like Bentley and Maserati, Ford designers have spiced up the look of this Fusion with large swaths of diamond patterned upholstery inserts. The front and rear seat bolsters sport this material, as well as all four upper door panels. Our test example featured an inviting shade of cream leather called “Medium Soft Ceramic” that looked and felt inviting but showed a fair amount of grime after 7,000 miles of test driving. The quilted door and seat inserts are neatly set off by black piping which adds a note of elegance to the overall design. The seats themselves are supremely comfortable up front and passably accommodating in back.

The Fusion’s 112 inch wheelbase and 73 inch width make for a spacious and airy cabin, further augmented by a standard power moonroof. A foursome of six footers front and rear will never find themselves crowded into discomfort inside a Fusion.

The cockpit is replete with thoughtful attention to detail. For example, the vertical and horizontal adjustment for the multifunction steering wheel is electrically controlled, a nicety not often encountered on cars in the sub-$40,000 price range. Another welcome feature is a 2 slot memory system for selecting and retaining your favorite seat/mirror/steering wheel orientation. Again, most vehicles in this class do not offer this convenience. Clearly, a lot of thought has gone into making the Fusion cabin habitable for long distance cruising. The front seats are both heated and ventilated, with four settings available for temperature choice in either mode. Even the steering wheel rim is heated, though it took us awhile to find the on/off switch, which is buried in the climate control Synch3 menu, rather than operated by an actual button.

Thankfully, all major climate and ventilation settings are instantly accessible through a series of actual buttons and switches laid out across the base of the center console. Here you will find individual temperature controls for each side of the cabin, plus fan speed and defrost buttons. For other less critical functions, Ford’s Synch3 system allows you to tailor your navigation and entertainment needs through pictographs on the 8 inch touchscreen, which oversees everything from radio choice, to apps, to navigation, to general locking protocol and language display. The steering wheel spokes control a wealth of additional information which appears on the instrument panel, next to the 120mph speedometer. You can scroll through “MyView” acceleration/braking/cruising tabulations, fuel economy readouts, two resettable trip computers, EV feedback entitled “Engage” and “Empower,” and finally, tire pressure readout. Just the thing to keep you on your toes on Interstate 5.

If the Energi hybrid has a drawback, it’s lackadaisical performance. 188hp is simply not up to the task of hauling this sizeable 3,505 pound sedan up to passing speed with any margin of comfort. Even with gas and electrical power maxed out noisily at full throttle, the Energi is reluctant to satisfy your need for speed. The ECVT “Powersplit” automatic transmission features a new-for-2017 rotary control dial for gear selection. While this unit does save console space. its operation is difficult to master as it lacks the detents of a conventional shift mechanism.

The other drawback of selecting a hybrid is the imprecise, non-linear pedal feel of the regenerative brakes. They react with oversensitive zeal even to slight pedal pressure. The rock hard (treadwear rating: 480) Michelin Energy radials (225/50R17) complicate the brake feedback loop with their tendency to skid. Finally, you’ll pay another energy penalty when you examine the trunk of this otherwise full size sedan. While the interior may comfortably hold four passengers, the hybridized trunk will never transport all their belongings. Associated hybrid gear and lithium ion batteries occupy much of the allotted space.

2017 Ford Fusion Platinum Energi

• Engine: 2.0 liter inline 4 + electric motor
• Horsepower: 188hp
• Torque: N/A
• Fuel Consumption: 42 MPG Combined, 97 MPGe
• Price as Tested: $39,995
• Star Rating: 7.5 out of 10 Stars

By David Colman

Hypes: Spacey Design, Comfortable Cabin
Gripes: Poor Brake Feel

Toyota has been busy supplementing the Prius line with new versions dedicated to extra space (Prius V), affordability (Prius c), and now, a plug-in version first distributed in fall of 2016 as a 2017 model. This latest entry in the hybrid class, named Prius Prime, looks like a space ship compared to previous Prius designs. Climb into this capsule and you feel like you should be wearing a zero gravity outfit. The conventional dashboard in front of the driver is entirely absent. Instead, you stare at an upholstered ledge behind the steering wheel where the instruments normally reside. The monitor function has been moved to a horizontal panel located just beneath the center of the windshield. Here you will find a huge type-face digital speedometer readout, accompanied by a variety of mode operation displays which you can toggle through via a steering wheel mounted control.

Below this information panel in the Advanced version of the Prius Prime lies a tall, centrally located vertical screen. This aluminum trimmed unit contains a very easy to read 11.6 inch HD Multimedia display panel that is particularly effective in Navigation mode. This screen also provides oversight of most HVAC settings, which are splayed across the lower segment of the panel. Climate control information can be difficult to locate while driving, because the panel contains so much other media and mapping information that the display looks like a TV tuned to CNN.

We spent a mostly storm-fraught winter week driving the Prime in very adverse conditions. Since it was really too wet to utilize the plug-in feature safely, we expended the car’s 25 mile electric range in short order, then continued to drive it on gas power alone for the remainder of the week. Despite many trips around the Bay Area, we never managed to dislodge the fuel level needle below the 3/4 mark because even in “gasoline only” mode, the Prime racks up an incredible 54MPG. If you utilize the electric recharge feature and drive mostly in electric mode, the Prime will reward you with an astounding 133MPGe in combined electric/gas operation. Toyota estimates that a full recharge of the Prime’s battery at 240 volts will take just 2 hours of plug-in time, which makes it perfect for a fuel-free commute to work provided you can access a 240 volt plug at each end of the trip.

While the overall interior design of the Prime will excite cell phone admirers everywhere, the same can’t be said for the driving experience of this newest Prius. That’s because the car’s handling is hobbled by the MPG-generated need to use ultra low rolling resistance tires. In this case, the Toyo Nano Energy rubber is hard to a fault. Their small size and tall sidewalls (195/65R15) exacerbate the problem. Size-wise, the Toyo fitment is more suited to a vehicle from 1970 than 2017. Our test Prius was fitted with extra cost ($899) alloy wheels which looked intriguing, with 20 spokes shining at each corner. But these optional wheels still measured a paltry 15 inches in diameter. The diminutive rollers also subvert braking performance. We experienced premature lock-up even when full pedal pressure was not applied. Since the Prime enjoys independent front suspension and sophisticated double wishbone rear suspension, all the basic ingredients are present for a fine handling package – if you decide to upgrade the wheel/tire package with aftermarket equipment.

Toyota has lavished this top Prius with a bevy of special features that make it well worth its $33,100 base price. Standard heated seats and steering wheel do a lot to increase inclement weather comfort level. Rain-sensing wipers are a boon. Push-button start and remote entry ease your burden. Quad LED headlights and crescent shaped accent lights not only endow the nose with an unforgettable smile, but really blaze away the dark. The fluted “dual-wave” rear window, mounted in a lightweight, carbon reinforced polymer hatch, distinguishes the tail from anything else on the road. However, in heavy rain we discovered that the valley between the dual flutes accumulates water, and due to this design, a rear wiper is unavailable.

Clearly, the Prius Prime prioritizes efficiency of operation over any other ownership consideration. It provides a comfortable, safe, extravagantly presented tableau for environmentalists who prize, above all else, this vehicle’s EPA rating of 10 on a 1-10 scale for “Fuel Economy and Greenhouse Gas Rating.”

2017 Toyota Prius Prime Advanced

• Engine: 1.8 liter inline 4 cylinder + electric motor
• Horsepower: 121hp
• Torque: N/A
• Fuel Consumption: 54MPG gasoline/133MPGe gasoline+ electric
• Price as Tested: $36,305
• Star Rating: 7.5 out of 10 Stars