The Top 10 Funniest Cars of All Time

With gas topping $4 per gallon, losses and layoffs among American automakers, and guilt over the tons of greenhouse gases our beloved automobiles dump into the atmosphere ... oh, yeah, American motorists could use a good laugh.

Fortunately, says Alonzo Bodden, winner of Last Comic Standing 3, there's no shortage of material for joking about cars. In fact, Bodden plans to fuel his new SPEED Channel series, 101 Cars You Must Drive, with some high-octane automotive humor. A former jet mechanic, he knows his way around cars and is ready to take Speed viewers on a comedic look at some of the world's most famous, and infamous, machines.

"It's funny how big our cars are and how slowly we drive them," says Bodden. "Compared to Europe or Japan, we love our cars big. Compared to Germany, Italy, and other countries, we have better roads with lower speed limits. That's probably a good thing because we're putting on makeup while on the cell phone ... and that's just not good at 140 mph."

So what cars make Bodden's list of funniest autos? Here they are in descending order. And you'll be happy to learn that not all of them are American made.

10. The Fiat 500—"It's fun to drive a car that looks up to Mini Coopers as if they are limos," Bodden says. "Did I mention it's powered by a 500cc motorcycle engine? Just the thing to get out of the way of rampant SUVs. Of course, if you're under 5 feet tall and want 1,000 mpg, it's perfect."

9. AMC Pacer—Of course anything by AMC could make the list in Bodden's book. But the Pacer stands out as the first wide-body small car. "AMC always liked to answer the questions no one asked," he says. "Like, 'Why do you need a wide, small car?' Then again, if you like riding in a fishbowl, there is really only one choice."

8. AMC Eagle—The Eagle was the first 4WD sedan, which sounds like a good idea. But an ugly body grafted onto a jeep chassis is not. "Maybe they were trying to take the title of trailer trash car from the El Camino," Bodden hypothesizes.

7. El Camino—Business in the front and fun in the back ... or was it fun in front and business in the back? Who knows? "Listen, Jeb," says Bodden, "put the El Camino up on blocks, let it rust and go buy a real pickup truck."

6. Mercedes Unimog—More unbelievable than funny. "Huge and indestructible, it will go anywhere and destroy anything in its path. 'Fun' would be driving one to the next Sierra Club rally."

5. The Edsel—Ford's folly is often cited as the essence of how to do things wrong. "Sure it's ugly, but that's balanced by the fact that it's under powered and handles poorly," Bodden says. "Way to go, Ford!"

4. The Pinto—And while we're chuckling at Ford's expense, don't forget the Pinto. "What could be more fun than a car that would rust to pieces while you're waiting for someone to hit it so you could see the gas tank explode? Pintos weren't exactly built 'Ford tough,' " Bodden says.

3. The Popemobile—OK, not technically a make and model, but a funny vehicle, nonetheless. "Jesus walked on water and they put the Pope in this," Bodden says. "Are we sure they're talking?"

2. Dodge Viper - An example of the philosophy of do one thing and do it well. "It was 600 horsepower of pure acceleration for no reason at all. It can slam the front of your chest to the back seat and it doesn't have the luggage space to carry a briefcase. Step on the gas and try not to laugh at the excess of it all."

And, the number one funniest vehicle of all time is . . .

1. The Minivan—Yes, it works and it's a great way to carry the kids and all their stuff. "But what a sad way to castrate Dad," Bodden says. "That's right Dad. No matter how much you trick it out, you're still driving a minivan. Sorry, man, but the hottie you just drove past isn't looking at you. She wants you to move out of the way so she can smile at the guy in the Porsche."

Bodden's show, "101 Cars You Must Drive" premiered June 23 on SPEED and can be seen Mondays at 9 p.m. ET. Exclusive short-form content will be available on Speedtv.com, VOD cable, iTunes video podcasts, mobile phones, cable broadband sites, and viral distribution. Full-length episodes will be available on Sprint wireless handsets via Sprint TV. Speed clips and original short-form content will be available to Sprint, Cingular, MobiTV and others. Free clips and full-length episodes will also be available for download via iTunes, Amazon, Best Buy, and other electronic download distributors.

2007 BMW M6

2007 BMW M6

2007 BMW M6 Vehical Overview

Able to out-accelerate some of the world's best sports cars yet still comfortable enough for use on urban freeways, the 2007 BMW M6 makes a powerful case for itself as an exotic daily driver.
Pros
Relative bargain for exotic car performance, F1 wail from V10, versatile suspension, outstanding brakes, elegant cockpit, seats offer long-haul comfort, spacious trunk.
Cons
Cumbersome iDrive system distracts from the task at hand, inconsistent response from SMG transmission in automatic mode, ungainly styling details.

What's New for 2007
A convertible joins the 2007 BMW M6 lineup. New standard equipment on all M6s includes soft-close doors, a tire-pressure monitoring system and real-time traffic updates for the navigation system. Additionally, the subscription to BMW Assist telematics is now four years instead of one. The standard CD changer has been deleted; it's now a dealer-installed extra. Expect the M6 coupe to get a manual transmission option in mid-2007.

Introduction
Most BMWs have a businesslike demeanor. Like a high-powered corporate executive, they're excruciatingly quick-witted, measured in their movements and speech, and somehow always at the top of their game when competitors come knocking. However, the 2007 BMW M6 takes that archetypal Bimmer personality and twists it into a demented hooliganism. It's not just that it's the quickest car in the BMW lineup or that this coupe and convertible duo will keep pace with all sorts of Italian exotica. It's the suffocating clouds of tire smoke the V10-powered M6 leaves in its midst as driver and passenger bask in its top-grade leather interior. At the $100K mark, few cars approach this level of decadence.
Short for "Motorsport," the M versions of BMW's fine machines provide increased performance by way of their high-output engines and sport-tuned suspensions. Subtle body tweaks along with special wheels and sport seats add to the M allure. The M6, as you might guess, is the high-performance version of BMW's 6 Series. The first one debuted in 1987 sporting an inline-6 modified to put out 256 horsepower -- an impressive output for that time, especially for a six-cylinder engine that didn't utilize turbocharging or supercharging.
Introduced last year in coupe form, the current BMW M6 possesses the same high-performance GT spirit but is considerably more powerful and capable. Sharing its underpinnings with the current M5 super sport sedan, the M6 offers the same F1 wail from the engine compartment, thanks to a 5.0-liter all-aluminum V10 capable of 500 hp at an amazing 7,750 rpm and 383 pound-feet of torque at 6,100 rpm. BMW's clutch-pedal-less Sequential Manual Gearbox (SMG) routes all that to the rear wheels, and because the coupe weighs 100 pounds less than the sedan (thanks to weight-saving measures like a carbon-fiber roof panel), it's even quicker to 60 mph. For 2007, the BMW M6 Convertible debuts. It packs on almost 500 pounds but provides a whole new way to enjoy the V10. With nothing between you and the harmonious bellow of one of the most remarkable engines in production car history, the only thing to do is slather on SPF 50 and let the sun, wind and sound prickle your senses.
Of course, there's a lot more to the M6 coupe and convertible than straight-line speed. An electronically adjustable suspension, a 50/50 weight balance between the front and rear axles and BMW's trademark ultra-communicative steering make the M6 a willing partner on empty back roads. With its adaptive suspension set to "Comfort" mode, the M6 also functions perfectly well as a daily driver.
In the high-performance coupe and convertible market, few of the players offer this kind of versatility. For instance, the Porsche 911 Turbo and GT3 are superior performers whether you're talking acceleration or handling, but you give up plenty in the way of comfort and rear-seat accommodations. Same goes for exotics like the Ferrari F430, Lamborghini Gallardo and Aston Martin DB9, and they cost almost twice as much. Aston's V8 Vantage, Jaguar's XKR and Maserati's GranSport come closer to the BMW's price tag (the Jag is several grand cheaper, in fact), but they just aren't as quick. For equivalent luxury and comfort, you'd have to look at the Mercedes-Benz SL55 and Bentley Continental GT/GTC, and those cars command higher prices as well. Much higher in the case of the Bentley. On the whole, then, the 2007 BMW M6 is an incredible value -- for that rare breed of buyer in need of a true four-seater that also delivers staggering performance and opulence.

Body Styles, Trim Levels, and Options
The 2007 BMW M6 lineup consists of a high-performance midsize coupe and convertible, both of which have seating for four. Tasteful M-specific equipment like 19-inch double-spoke wheels (wearing 255/40 front and 285/35 rear performance tires), a carbon-fiber roof (coupe only) and a body kit with an aggressive front airdam, side sill extensions and a rear diffuser set the M6 apart from the 650i in your neighbor's driveway. The cockpit features leather-upholstered sport seats with 12-way power adjustments (14-way for the M6 Convertible) and a fat-rimmed M sport steering wheel. Of course, all the expected luxury features are standard, including adaptive xenon headlights, a navigation system with real-time traffic updates, dual-zone automatic climate control, a 13-speaker Harman Kardon Logic 7 audio system, Bluetooth wireless capability, one-touch power windows and seat heaters. Among the handful of options are a head-up display, keyless startup, Sirius Satellite Radio, high-definition (HD) AM/FM radio and a full leather interior (which adds animal hide to the dash and console). Walnut wood trim is standard in the M6, but olive ash wood and carbon-fiber trim are also available. You also have your choice of red, brown, beige, gray or black leather upholstery.

Powertrains and Performance
A 5.0-liter V10 powerhouse is found under the hood of every BMW M6. Peak output stands at 500 hp and 383 lb-ft of torque. With BMW's latest technology, such as infinitely variable valve timing and a separate throttle butterfly for each cylinder, the V10 has a broad spread of power that grows even more insistent as it rushes toward its 8,250-rpm redline. The sole transmission offering is a seven-speed automatic Sequential Manual Gearbox (SMG). When shifted manually (via the paddles behind the wheel or the console-mounted shifter), the third-generation SMG works wonderfully, blipping the throttle expertly before blindingly fast downshifts and upshifting with rapidity that will win most stoplight races. In automatic mode, however, the SMG is considerably less satisfying, as its responses can be unpredictable and sluggish in low-speed traffic situations. Fortunately, the iDrive system has an MDrive menu that allows the driver to program preferred throttle and transmission settings.
We've timed the M6 coupe at just 4.6 seconds for zero to 60 mph, while the quarter-mile came up in just 12.8 seconds at 117.4 mph -- a successful launch requires delicate footwork, given the massive amount of torque going to the 285/35ZR19 rear tires. BMW says the M6 convertible is only a few 10ths slower. Top speed is electronically limited to 155 mph on both cars.

Safety
Standard safety features on the 2007 BMW M6 include stability control (which features a high-performance "M" mode that gives the expert driver more leeway), traction control, antilock brakes, front-seat side airbags, side curtain airbags (coupe only), a rollover protection system (convertible only) and front and rear parking sensors.

Interior Design and Special Features
An uncluttered dash and console feature simple climate controls and handsome wood trim. Yes, there is iDrive, BMW's multifunction controller, and although we find it frustrating to use, it's worth the effort to get acquainted with it in the M6: The coveted "P500 Sport" mode, which gives you access to all 500 hp and maximum throttle responsiveness is only accessible via the iDrive system's MDrive menu. Multi-adjustable sport seats feature aggressive side bolsters to hold driver and passenger in place during spirited runs through the corners and, along with a power tilt-and-telescope steering wheel, allow drivers of all sizes to get comfortable in the cockpit. Although the two rear seats don't offer a lot in the way of legroom for adult occupants, they're certainly usable on short trips. Trunk capacity is 13.0 cubic feet in the coupe and a still healthy 12.4 in the convertible (10.6 with the top down).

Driving Impressions
Hammer the throttle in a 2007 BMW M6 and, because the singing V10 revs so freely and quickly, the SMG makes its electrohydraulic shifts verrry quickly. Yet straight-line acceleration is but one facet of the BMW M6's sporting personality. When you switch off the stability control (dubbed "DSC"), it's completely off. Thusly configured, a skilled driver can drift the finely balanced M6 with aplomb, as the responsive steering lets you know exactly what's going on under the front tires when you're hustling the big coupe (or convertible) along. Yet all this performance potential doesn't mean the M6 is hard to live with on a day-to-day basis: The high-performance Bimmer's well-sorted and adjustable suspension keeps the car flat through the corners while also providing enough ride comfort for long road trips and the weekday grind.

2007 Porsche 911

2007 Porsche 911

Chassis
Brakes F/R:
ABS, vented disc/vented disc
Tires F-R:
235/35 ZR19 - 305/30 ZR19
Driveline:
All Wheel Drive
Engine
Type:
Twin-Turbo Flat-6
Displacement cu in (cc):
220 (3596)
Power bhp (kW) at RPM:
480(353) / 6000
Torque lb-ft (Nm) at RPM:
460(620) / 1950-5000
Redline at RPM:
6750
Exterior
Length × Width × Height in:
176.3 × 72.9 × 51.2
Weight lb (kg):
3495 (1585)
Performance
Acceleration 0-60 mph s:
3.7
Top Speed mph (km/h):
193 (310)
Fuel Economy EPA city/highway mpg (l/100 km):
18/25 (12.8)
Base Price: 2007 Porsche 911 Turbo - $122,900 / 133,603 € (last update: 4/2/2007)

The Everyday Supercar: Porsche 911 Turbo
The 2007 911 Turbo may be unmatched in its breadth of performance. Few machines can so easily warp our perception of what is possible from a state-of-the-art performance car, and yet so ably serve as a practical and comfortable conveyance for every-day driving. The new Porsche 911 Turbo features a revolutionary 480-horsepower, twin-turbocharged, 3.6-liter boxer engine with the world's first gasoline-engine application of variable turbine geometry (VTG), a redesigned all-wheel-drive system, and evolutionary styling.The new 911 Turbo's engine produces 480 hp at 6,000 rpm, 60 bhp more than its predecessor, raising specific output of the 3.6-liter boxer-Six to an all-time high of 133 bhp per liter. More notable is the engine's torque curve, which has been bolstered and broadened by the variable turbine geometry system. Peak torque rises to 457 lb-ft (previously 415 lb-ft), but that peak now spans an extended rpm range from 1,950 to 5,000 rpm, compared to 2,700--4,600 rpm in the previous 911 Turbo. Additionally, a function in the optional Sport Chrono Package allows a 10-second, mid-rpm-range 'overboost', temporarily increasing turbo boost under full throttle by 2.9 psi, and swelling peak torque to 502 lb-ft.A 911 Turbo equipped with the optional 5-speed Tiptronic S automatic transmission requires only 3.4 seconds to sprint from 0 to 60 mph. Equipped with the standard six-speed manual transmission, the new 911 Turbo reaches the same 60 mph mark in 3.7 seconds. With either gearbox, the top track speed of the new 911 Turbo is 193 mph.Much of the 911 Turbo's improved performance can be attributed to the variable turbine geometry system, the first such system available on a turbocharged gasoline engine. The heart of the technology is adjustable guide blades, which can vary in angle to most effectively guide engine exhaust flow onto the turbocharger's impeller wheel. The result is a system that provides the advantages of both a small and large turbocharger, improving flexibility and acceleration, particularly at low engine speeds.To transfer this power to the road, the new 911 Turbo features a redesigned all-wheel-drive system, with an electronically controlled multi-disc clutch replacing the previous model's viscous clutch. Porsche Traction Management (PTM) allows variable power distribution fore and aft, and depending on conditions, the system's electronics constantly determine optimal torque distribution to ensure ideal traction. In use, PTM provides exceptional agility on winding roads, outstanding traction in inclement conditions, and impressive active safety even at higher speeds. Though powerful, the 911 Turbo's PTM setup is one of the lightest all-wheel-drive systems on the market.The new 911 Turbo's accelerative performance is duly tempered by its brake system, which is comprised of six-piston monobloc calipers up front, and four-piston monobloc calipers at the rear. Brake disc diameter at all four corners has been increased 20 mm, to 350 mm (13.78 in.). Optional is Porsche's Ceramic Composite Brake system (PCCB). In addition to the exotic pad and rotor material, the PCCB option provides an increased front disc diameter (380 mm /14.96 in.), absolute corrosion resistance, improved fade stability, and a 37-pound unsprung-weight savings versus the standard brake system.Styling changes made to the new 911 Turbo are evolutionary. The modified front end features tautly drawn cooling air inlets, widely spaced and deep-set fog lights, and new LED indicators situated in the lateral air inlets. From the rear, the Turbo takes on a more powerful stance thanks to a tail 22 mm (0.9-in.) wider than that of the previous model. The redesigned wing spoiler has been aligned to the wider profile, and slopes downward slightly at each end to nestle the rear fender's contours. The lateral air inlets behind the doors have also been redrawn, and together with the new air ducts, afford a more efficient supply of cooling air to the intercoolers.

2007 Mercedes-Benz SLK-Class Vehicle Overview

2007 Mercedes-Benz SLK-Class Vehicle Overview

What's New for 2007

There are no significant changes to the 2007 Mercedes-Benz SLK-Class roadster.

Being a Mercedes-Benz, you'd expect the 2007 SLK-Class to provide plenty of style and brand cachet. That it does. But it also provides a surprising amount of performance capability as well.ProsStylish design, sharp handling, powerful engines, comfort and convenience of retractable hardtop.ConsCosts more than peers, big blind spots when top is up, steering a little lacking in feel.

Introduction
Within Mercedes-Benz's family of vehicles, prestigious coupes, $140,000 sedans and large SUVs have an almost celebrity-like status. In a dealer's showroom, they overshadow Mercedes' diminutive convertible, the SLK. But that doesn't mean the roadster doesn't have much to offer. In fact, we believe there's no better car currently in M-B's lineup for delivering affordable driving enjoyment.
The 2007 Mercedes-Benz SLK-Class is a two-seat hardtop convertible, currently representative of the car's second generation. When the original SLK debuted in the late '90s, it was the first vehicle to truly popularize the use of a convertible top made out of steel panels rather than the more traditional soft fabric. Though bulkier and more complex, a convertible hardtop design, with its coupe-like profile and superior wind and weather protection, provides significant advantages in the top-up position.
In coupe form, the rear-drive SLK's exterior styling mimics Mercedes' SLR McLaren exotic sports car. The two cars' pointed noses are meant to reference the look of modern Formula One race cars. Underneath this sporting shell are ingredients for a proper sporting roadster, including a stiff body structure, an available sport-tuned suspension and strong brakes. For power, Mercedes offers a choice of two V6s as well as a beefy V8 from AMG, Mercedes' in-house performance tuning division.
These SLK models compete against vehicles like the BMW Z4, Nissan 350Z and Porsche Boxster. Thanks to its classy cabin, distinctive looks and solid performance credentials, the SLK more than holds its own in this segment. Though the SLK is inexpensive by Mercedes standards, some potential buyers will no doubt be put off by the vehicle's higher-than-typical price. Others might prefer the Z4 and Boxster's sharper handling dynamics. But for a convertible that sacrifices little in performance and excels at luxury and prestige, the 2007 Mercedes-Benz SLK is a top choice.

Body Styles, Trim Levels, and Options
The 2007 Mercedes-Benz SLK-Class is a two-seat roadster with a power-retractable hardtop. Three variants are offered: SLK280, SLK350 and SLK55 AMG. Standard equipment on the SLK280 includes 16-inch alloy wheels, leather upholstery, a tilt/telescoping steering wheel, dual-zone automatic climate control and a nine-speaker CD audio system. In addition to a larger V6 engine, the SLK350 adds 17-inch wheels and larger brakes. The V8-powered SLK55 AMG is specialized for performance and comes with 18-inch wheels, high-performance tires, even larger brakes and a sport-tuned suspension. It also comes with power and heated seats with driver-side memory, a power tilt/telescoping steering wheel, napa leather upholstery and unique interior and exterior trim details.
Many of the AMG model's extra features are optional on the SLK280 and SLK380. Other SLK options include special "designo" color-themed packages based on exterior paint color and interior trim; bi-xenon headlamps; a navigation system; a 380-watt surround-sound audio system; a glovebox-mounted CD changer; satellite radio and an Airscarf system that directs heat through vents in the head restraints.

Powertrains and Performance
The SLK280 features a 3.0-liter V6 that produces 228 horsepower and 221 pound-feet of torque. The SLK350 offers a 3.5-liter V6 good for 268 hp and 258 lb-ft of torque. Either engine can be matched with a six-speed manual or a seven-speed automatic transmission, the latter with steering-wheel-mounted shifter paddles. The Mercedes SLK55 AMG comes with a 5.4-liter V8 engine stuffed under the hood. It develops 355 hp and 376 lb-ft of torque. A seven-speed automatic is the only transmission offered, but it hardly detracts from performance; expect a 0-60-mph time of just 5.1 seconds. The more common SLK350 is also respectably quick, with an acceleration time of 6.3 seconds.
Safety
Knee airbags and seat-mounted side airbags that provide head and chest protection are standard equipment. Antilock disc brakes with brake assist, stability control, traction control and the TeleAid emergency call system are also standard.
Interior Design and Special Features
Top up, the SLK provides the security of a traditional coupe. The only distracting items are blind spots caused by the roof pillars. Lowering the fully automatic roof requires 22 seconds. When folded, it takes up space in the trunk, but there are still 6.5 cubic feet of space available for luggage. Inside the cabin, Mercedes has installed attractive, soft-touch material for the top of the dash, glovebox and doors, while plastics of similar quality fill in the rest. The climate-control layout varies depending on whether you add a navigation system, but both arrangements use easy-to-decipher dials.
The soft and supportive seats remain comfortable even after several hours of driving. Keep the windows up while the top is down and there's minimal wind buffeting. If that's not enough, consider the Airscarf system that channels warm air to your neck and shoulders via dedicated registers in the headrests. It actually works quite well, and when it's combined with traditional seat heaters, the 2007 Mercedes-Benz SLK becomes one of the most useful all-weather convertibles on the market.

Driving Impressions
Mercedes-Benz is known for a lot of things, but building true drivers' cars isn't one of them. Case in point would be the old SLK, which was more of a boulevard cutie than a canyon-carver. The 2007 SLK, however, is an exception. It admirably delivers solid performance in acceleration, braking and handling. Obviously, the AMG model has the most performance potential, and indeed it posts impressive numbers in instrumented testing. Even the 280 and 350 models are fun to drive. Only when compared directly to this segment's athletic star, the Porsche Boxster, do the SLK's slightly less tactile steering and slower handling responses become apparent.

2007 Cadillac XLR Review

2007 Cadillac XLR Review

A Corvette in Luxury Clothing By:Todd Jensen, Autotropolis Editor
It is no surprise that the 2-door, 2-passenger Cadillac XLR shares underpinnings with the Chevrolet Corvette. Rather than the standard LS2 engine found in the Corvette, GM opted to fit the XLR with Cadillac’s 4.6-liter Northstar engine mated to a 6-speed automatic transmission. The Northstar in the non-V Cadillac XLR produces a respectable 320 hp at 6,400 rpm with torque coming in at 310 lb-ft at 4,400 RPM. All of these horses motivate the XLR along with a zero-to-sixty time of 5.9 seconds, less a touch over a second lower than the supercharged XLR-V variant. Mileage is not terrible either, with an EPA rating of 17 city and 27 highway, it puts out more power per gallon than quite a few lesser vehicles. With an 18-gallon fuel tank, this gives the XLR a maximum range of 486 miles.

The Cadillac XLR was introduced in 2004 at the North American International Auto Show in Detroit, but had been seen early as the Evoq concept car. The response to the Evoq lived up to the cars name and was evocative to say the least. Shortly after making the rounds, the Evoq-inspired XLR entered production in 2004 as a simmering blend of performance and luxury capped off with a power-retractable aluminum hardtop.

The MSRP of the single-trim Cadillac XLR is $76,920 for the 2007 model year.
The Cadillac XLR maintains the tradition of real-wheel drive performance, and to make sure there is plenty of surface area to slow the XLR down, Cadillac equipped the car with 12.8” brakes up front and 12” out back with cross-drilled rotors. A four-wheel independent double wishbone suspension carries the nearly 50/50 weight balance with ease, while adjustable, computer-controlled shock absorbers control the ride to the driver’s preferences. The Cadillac XLR also makes heavy use of computer-controlled systems in the stability control and steering areas. The XLR is equipped with GM’s StabiliTrak computer-controlled stability control system and the Magnasteer speed-sensitive steering mechanism. All of this rests on 18 x 8 wheels.
The car has a very aggressive stance, with proportions that make the car appear long, low, and ready to pounce at a moments notice. The Cadillac XLR comes in at 177.7 inches long, 72.3 inches wide, and 50.4 inches tall. This leaves room for fair headroom of 37.6 inches. For comparison purposes, a full-size Cadillac DTS sedan has 38.3 inches of headroom. The only dimension of the Cadillac XLR that is not impressive is the storage. Let us just say you will not be packing the car for more than a weekend jaunt. Storage space with the top down is a scant 4.4 cubic feet.

New 2009 Cadillac XLR Warranty
Basic
• 4 Years/50,000 Miles
Drivetrain
• 5 Years/100,000 Miles
Corrosion
• 6 Years/100,000 Miles
Roadside Assistance
• 5 Years/100,000 Miles

New 2007 Cadillac XLR Specifications
Brakes
Brake Type
Pwr
Brake ABS System
4-Wheel
Disc - Front (Yes or )
Yes
Disc - Rear (Yes or )
Yes
Front Brake Rotor Diam x Thickness (in)
12.8 x 1.3
Rear Brake Rotor Diam x Thickness (in)
12.0 x 1.0
Drum - Rear (Yes or )
Rear Drum Diam x Width (in)

Cargo Area Dimensions
Trunk Volume (ft³)
11.6 max 4.4 min
Cooling System
Total Cooling System Capacity (qts)
- TBD -
Electrical
Cold Cranking Amps @ 0° F (Primary)
- TBD -
Maximum Alternator Capacity (amps)
150

Engine
Engine Order Code
LH2
Engine Type
Gas V8
Displacement
4.6L/279
Fuel System
SFI
SAE Net Horsepower @ RPM
320 @ 6400
SAE Net Torque @ RPM
310 @ 4400
Exterior Dimensions
Wheelbase (in)
105.7
Length, Overall (in)
177.7
Width, Max w/o mirrors (in)
72.3
Height, Overall (in)
50.4
Tread Width, Front (in)
62.2
Tread Width, Rear (in)
62.2
Min Ground Clearance (in)
- TBD -
Liftover Height (in)
- TBD -

Fuel Tank
Fuel Tank Capacity, Approx (gal)
18

Interior Dimensions
Passenger Capacity
2
Passenger Volume (ft³)

Front Head Room (in)
37.6
Front Leg Room (in)
42.6
Front Shoulder Room (in)
54.3
Front Hip Room (in)
53.0
Mileage
EPA Fuel Economy Est - City (MPG)
15
EPA Fuel Economy Est - Hwy (MPG)
24
Steering
Steering Type
Pwr Rack & Pinion
Steering Ratio (:1), Overall
17.2
Lock to Lock Turns (Steering)
2.9
Turning Diameter - Curb to Curb (ft)
39
Turning Diameter - Wall to Wall (ft)

Summary
Vehicle Name
XLR
Vehicle Name
XLR
Body Style
2 Door Conv
Suspension
Suspension Type - Front
Independent
Suspension Type - Rear
Independent
Suspension Type - Front (Cont.)
SLA double wishbone
Suspension Type - Rear (Cont.)
SLA double wishbone
Shock Absorber Diameter - Front (mm)
Shock Absorber Diameter - Rear (mm)

Stabilizer Bar Diameter - Front (in)
Stabilizer Bar Diameter - Rear (in)

Tires
Front Tire Order Code
QMS
Rear Tire Order Code
QMS
Spare Tire Order Code
Front Tire Size
P235/50WR18
Rear Tire Size
P235/50WR18
Spare Tire Size

Trailering
Dead Weight Hitch - Max Trailer Wt. (lbs)
Dead Weight Hitch - Max Tongue Wt. (lbs)
Wt Distributing Hitch - Max Trailer Wt. (lbs)
Wt Distributing Hitch - Max Tongue Wt. (lbs)
Transmission
Drivetrain
Rear Wheel Drive
Trans Order Code
MX0
Trans Type
6
Trans Description Cont.
Automatic w/OD
Trans Description Cont. Again
First Gear Ratio (:1)
4.03
Second Gear Ratio (:1)
2.36
Third Gear Ratio (:1)
1.53
Fourth Gear Rato (:1)
1.15
Fifth Gear Ratio (:1)
0.85
Sixth Gear Ratio (:1)
0.67
Reverse Ratio (:1)
3.06
Clutch Size (in)
Final Drive Axle Ratio (:1)
2.73
Vehicle
EPA Classification
Two-seater
Weight Information
Base Curb Weight (lbs)
3647
Wheels
Front Wheel Size (in)
18 x - TBD -
Rear Wheel Size (in)
18 x - TBD -
Spare Wheel Size (in)

Front Wheel Material
Aluminum
Rear Wheel Material
Aluminum
Spare Wheel Material

MY 2009 Cadillac XLR
Automatic w/OD

Base MSRP*:
$85,360
Destination & Handling:
$840
MSRP Including selected accessories:
$86,200
True Internet Price
$86,200

Honda Civic GX

Honda Civic GX

The Civic GX. Talk about clean! This should be the Civic SS (spic-and-span). After all, the clean lines of the all-new for 2006 Honda Civic sweep from the steeply raked windshield to the soot-free tailpipe of the cleanest engine in production today. We couldn't wait to get our hands on the GX--we were anticipating it for months. And the wait was definitely worth it. Although we had planned to test a 2007 model--one wasn't available in our location--so we drove a 2006, identical to the 07 in every way. The GX definitely lives up to its reputation as a clean machine, but do your homework first--CNG filling stations are not on every corner, so keeping the car fueled takes a bit of pre-planning. At 113 horsepower and 109 ft-lbs of torque, it's not a pocket-rocket, but it is spirited, fun, economical and just leaves a smile stuck right on your face. Priced at $24,590 the Civic GX qualifies for tax credits that bring the cost right back in line with the gasoline-powered EX.

Initial Impression: Breathe deeply

Would you do this with your conventional gasoline burner?
Scott: “I gotta get a whiff of that exhaust pipe.” I bent right on down to do my trusted “nasal appraisal” and found virtually no odor. Oh, it was running and I could feel the exhaust coming out, I just couldn’t smell it. It really is that clean. After all, the GX is powered by natural gas, the same stuff we cook on, and is a PZEV (Partial Zero Emission Vehicle). Now this is the car to be stuck behind on a hot summer day with the windows wide open. Sure, being stuck in traffic would suck, but at least you wouldn’t be getting light-headed from noxious fumes. I was diggin’ this car already, and the pleasant surprises were just beginning.
Christine: When I first pulled up behind the sleek silver GX, excitement coursed through me. The cleanest car in the world was ours to drive for the next few days. To think that I could drive to the grocery store and pollute less than boiling a pot of water gave me goose bumps. No, not the grocery store trip—the truly clean driving reality of the GX, proof of what’s in store for the cleaner cars of the future. One glimpse inside at the sleekly designed cockpit, and I knew I was going to enjoy getting to know the GX.
The Insider’s View: A cocoon of safe smarts
Our eyes were immediately drawn to the digital-bar fuel gauge steadily plugging its way back up to F when we turned the key. It was whisper quiet inside the car—the conventional tachometer was the sole analog instrument in the entire vehicle (and Scott’s favorite). It lay just below the arc of the steering wheel, and we used it to confirm the car was even running. Mounted high on the dash in perfect line of vision were the digital speedometer and bar graph temperature and fuel gauges. Thankfully the wheel was adjustable--initially it was in Christine’s line of vision for the speedometer—and, with her “just a tad of a lead foot,” that was the one gauge she needed to pay attention to.
Our GX was equipped with the Civic line’s standard 5-speed automatic transmission mated to the 1.8-liter, 4-cylinder engine. Christine had no problem maneuvering through rush hour traffic or merging onto the turnpike with this natural gasser--indeed the GX was quite peppy.
We were tickled to learn the GX doesn’t slack off in the safety department either. Standard safety features include ABS, dual front airbags, side curtain airbags, front side airbags with Occupant Position Detection System. By the end of our time with the GX, Christine found it quite natural to depend upon the intuitive intelligence of the Civic’s second brain.
Fuel-ability: Fill’er up and no oil spills

The CNG quick connect makes for an easy fill-up with no noxious fumes or spills.

Natural gas is approximately thirty percent less expensive than gasoline when purchased at a refueling station, but can be as much as 50 percent cheaper than gasoline if you fuel up with Phill, (link to photos of how-to fuel with Phill) the home refueling appliance. Mount it on a garage wall—inside or outside—and refuel overnight and forget about trips to the fueling station. Abundant and clean-burning, natural gas is a domestic fuel that cuts CO2 emissions by 25 percent along with slashing operating costs.
Using the public CNG fueling station was actually easier than filling up (link goes to photos of fueling procedure) with gasoline also. No odor, and no chance of spills on you or your clothing. Choose the correct PSI, fit the connection over the nozzle, set the valve to fill, and flip the lever on the pump. In less than one minute, the tank was full.
The CNG tank does take up a significant amount of trunk space although Christine had no problem fitting a full week’s worth of groceries in the back—but forget the versatile split-folding rear seats of the other Civic models.
Any other drawbacks? Well, in extremely cold temps (0ºF and lower), cold start issues could arise. The label actually reads: Warning: Do not fill the fuel tank on this vehicle if the outside temperature is below -4ºF (-20ºC). Resulting damage may cause CNG leaks. That’s just the nature of the fuel. But that’s one splinter-sized complaint when facing all the satisfactions the GX brings to the table.

Motion Potion: Whisper quiet with plenty of power
Most of our driving was evenly mixed highway and light urban; the GX delivered a satisfying 33.1 mpg (GGE) which compared favorably to Honda’s estimates of 28/39 mpg (GGE). We did detect a bit more road noise on a concrete highway, although that was probably more a function of the hard compound Dunlop tires than any chassis or suspension quirk. Scott experienced a bit of over steer (that’s what makes it fun!) when he was workin’ the corners on some and tight and twisty back roads. Nonetheless, he and the GX recovered quickly. Christine swerved to miss an over-enthusiastic driver beating a stop sign and was pleased with the GX’s tight response and sure grip on the macadam, no harm done.
The Enviro-meter: Near zero emissions

PZEV: Partial Zero Emissions Vehicle. The Honda GX passes the clean vehicle test.
The earth’s cleanest certified internal combustion engine. In the spirit of Honda’s commitment to “Environmentology,” this car is a perfect match. The only thing that you could burn that’s cleaner than natural gas is hydrogen. And, indeed, the Civic GX is the only vehicle certified by the EPA to meet both Federal Tier 2-Bin 2 and Inherently Low Emission Vehicle (ILEV) zero evaporative emission certification standards. Impressed yet?
You should be. But then again, we’re talking about a car from Honda, the company that is the most fuel-efficient car company in America and committed to addressing fuel efficiency, reducing smog-forming emissions and advancing real-world alternatives to gasoline.
Smog index: less than 0.1Smog index of average vehicle: 0.58
When it’s all said & done: Movin’ on up
Yes, we wish we lived in California or New York state, so that it would be easier to obtain a GX from qualifying dealers—then again, it’s really not that far to the NY border for us. And of course, keep your eyes peeled for fleets across the nation tooling around in the GX too.
The GX has the natural gas market cornered. For the past eight years, the Civic GX has been the only dedicated alternative fuel vehicle available to United States consumers in all 50 states. And that’s nothing to shake a stick at with today’s growing greenhouse consciousness.
In the transitional world of alternative fuels, the GX stands alone. To think that you could make the choice to drive clean and drive in comfort and safety—we say the choice is clear: The Honda Civic GX is a winner. Yes, we would buy this car. Who’s up for a road-trip to NY?
Pros:
Fuel efficient
Economical: natural gas as a fuel is considerably less costly than gasoline
Engine is whisper-quiet, we literally had to look at the tachometer to see if the car was running
Fuel availability: got natural gas in your neighborhood? What could be better than the ability to fuel up in your garage
#1 in its class: it’s the cleanest alt fuel car available on the market today
Zippy and nimble: it has more than adequate pick-up and speed to merge with and flow with traffic
Cons:
Limited trunk space
Limited driving range: about 250 miles in mixed driving
Fuel availability: public fueling stations are not found in every community
Check out what’s involved in maintaining a CNG vehicle and keeping it running its best.
Rebate & Credit Run-down: Crunchin’ the numbers
Buy a 2007 Civic GX and you may be eligible for a Federal tax credit of $4,000, thanks to the clean alternative fuel vehicles and fueling infrastructure. That in itself brings the initial price of $24,590 down to a palatable $20,590. Purchase and install the Phill in your garage and you may be eligible for another $1,000.
Who should buy the Honda Civic GX: Enviro-conscious or economy-minded folks who have access to a ready-supply of natural gas.
Who should not buy the Honda Civic GX: People who drive great distances or need to haul great amounts of stuff.
Details and Specs:

Technical Features:
113 horsepower 1.8-liter SOHC 16-valve i-VTEC 4-cylinder engine, 5-speed automatic transmission with grade logic control, front disc brakes, EPA-certified Tier-2 Bin-2, ILEV, CARB-certified AT-PZEV.Safety Features:
Driver’s and front passenger’s side airbags, side curtain airbags, anti-lock braking system (ABS), security system, LATCH System for child seats.Interior Features:
160-watt Audio system air conditioning with air filtration system, power windows and door locks, tilt & telescoping steering column, cruise control, low fuel warning light, exterior temperature gauge.Exterior Features:
P195/65 R15 89H all-season tires, intermittent windshield wipers, rear window defroster, power door mirrors.

2008 Ford Escape Hybrid FWD

2008 Ford Escape Hybrid FWD

More than meets the eye

Buy the Ford Escape and you get more than just one of the most fuel-efficient SUVs on the planet—you get to opt for an even stronger eco-statement by choosing Ford’s new 100-percent recycled seat material. No slacker in the get-up-and-go department either, the gratifying 155 horsepower from a 2.3-liter, 16-valve four-cylinder engine and electric motor powertrain has EPA fuel economy estimates 34 city/30 highway. With a base front-wheel drive model at $25,740, our test model with the Hybrid Premium Package plus Navigation was $30,820. Ford’s hybrid component coverage of 8 years/100,000 miles makes for one green place to park your fanny.
Initial Impression: Compare another class act

The wide, largely unobstructed cabin leaves plenty of elbow room for long hauls.

Christine: “Coming from a non-Ford lovin' family, I was looking forward to getting some first-hand experience at the wheel of a Ford hybrid. At first glance, I liked the Escape’s fresh style—the exterior grill and lower body side molding in particular—yet the interior was startlingly similar to the Mercury Mariner we recently drove. This would prove to be an interesting contrast and comparison of these two strong contenders in the hybrid SUV segment. Yet I couldn't help but wonder if the Escape would prove to have a distinctive personality from the Mariner?”
Scott: “Having just test driven the ’08 Mariner, I didn’t feel like there’d be any big surprises—I knew they shared the same drivetrain and I was very impressed with the Mariner. Though I’d still scrutinize the Escape’s hybrid underpinnings, I expected it to perform well. What did surprise me though was how taken aback I was by the styling of the Escape. The Mariner is the upscale version in this Ford small SUV family, but I honestly found this vehicle to be more attractive. Perhaps it was the ice blue finish—perhaps it was that big chrome grill. The Mariner was gorgeous, but in a mysterious, darker way. This guy here just looked more every-day appealing to me.”
The Insider’s View: The seat is where it’s at - pop bottles & polyester
Slip into any ’08 Ford Escape and you just might be sitting on salvaged plastic. Every Escape comes with the option to up your eco-factor by turning trash into treasure. And that’s bound to be more fun than recycle day. This is savin' where you least expect it too. According to Ford, this is the first automotive use of 100-percent recycled seat surface, and it saves water, carbon dioxide and electricity over new material. Unfortunately our Escape came with the stone leather trim and leather comfort package—precluding the opportunity for these enthusiastic alt fuel afficionados to get a first-hand look and feel of that innovative new fiber spun by Interface Fabrics, Inc. But we’ve got our fingers crossed on our next Escape Hybrid tester—it certainly fits an alt fuel persona to equip an efficient hybrid with seats made from 100-percent post-consumer material.
Peek into the Escape and see smooth, classy styling and the latest in modern conveniences. Cargo is no problem with a generous 27.6 cubic feet behind the second row seat, expandable to over 65 cubic feet when the back seats are folded down, possible because smart Ford engineers sealed the 330-volt nickel-metal hydride battery pack under the rear floor. With the Ice Blue gauge lighting during night-time driving, the interior is not only easy on the eyes, but the gauges are clean-cut and intuitive. We did indeed feel calm, cool and collected everytime we motored around in this set of wheels with the Energy Menu option on—we were able to watch the real-time output of energy usage and fuel economy. Seriously cool.
Fuel-ability: Tops in its class – no need to curse the fuel man

Under most demanding driving conditions, the electric motor works in concert with the internal combustion engine to provide maximum power to propel the vehicle.

So while many an SUV owner may shake his head and want to rip up that fuel bill when it arrives in the mail, there’s no desire to escape here. Really, what could be better than an SUV that can go 500 (or more) miles on one 15-gallon tank?
Under that hood is an efficient four-cylinder engine that utilizes gasoline in an Atkinson cycle for excellent fuel economy in combination with the electric motor. Translation: fast and satisfying acceleration without the fuel-sucking guilt. And just like the Mariner, this full hybrid can run on the gasoline engine, the electric battery, or a combination of both. Regenerative braking keeps the battery pack recharged by catching lost energy during braking and coasting, instead of it being dissipated as waste heat. Yes, the Escape's electric motor works as a generator, grabbing otherwise lost kinetic energy and then storing it in the battery pack.
City and town stop-and-go travel in the 20-25 mph range in electric vehicle (EV) mode will give the highest fuel efficiency. Any faster than 25 to 30 mph though—or head for highways or mountains—and the 4-cylinder engine will purr to life. And if you’ve got loads to carry, the Escape will put your mind at ease since it’s the first hybrid to offer towing capability up to 1,000 pounds (when properly equipped).

Motion Potion: The fun everyday guy
The Escape arrived and we piled in for an afternoon of swimming at the pool with friends. Easy to maneuver and small and zippy, with room for three kids in the back with 60-40 split backseats (total seating for five), the Escape lived up to its name for a week filled with normal activities—everything from grocery store trips to a girls’ night out on the town, although Scott elected to pass on this.
It only took a short cruise down our twisty, hilly country road to discover that the fresh design for 2008 not only provided a snappy car-like drive, but was pleasantly quiet with a tad softer ride than cousin Mariner. Ford undertook a variety of changes to improve the interior noise quality over previous model years, including a new acoustic laminate layered between the two glass panels of the windshield, plus increasing the side glass thickness, even adding low profile wipers—they say it makes the Escape 12 percent quieter on highways. Opinion from both kids and adults was unanimous that the noise quotient was even a tad lower than the Mariner.
And forget the lurching shifting of transmissions of old sport utes. The electronically controlled Continuously Variable Transmission (CVT) took us around city, country and town with comfort and ease. Once in a while both Christine and Scott felt a hesitation when coasting down hills at about 40 mph (a slightly noticeable transition from hybrid to electric mode), but overall it was like melted butter, with no guilt to boot.
The Enviro-meter: Outperforming SUV paradigms

With the rear seats folded down, the cargo hold swallows over 65 cubic feet of goodies.

With the standard front-wheel drive option, our test drive week’s fuel economy totaled up to 33.1 mpg (with a 500-mile range) on a combination of fast and slow, city and country miles.
Compare that to 22 average mpg for a conventional FWD Escape, with a shorter range of 363 miles on a larger 16.5-gallon tank. According to fueleconomy.gov, the FWD Escape Hybrid’s petroleum oil consumption is about 10.7 barrels of crude annually—compared to 15.6 barrels for the regular FWD Escape. Driving an average of 15,000 miles per year, greenhouse gas emissions for the hybrid come in at 5.7 tons/year, where the regular FWD Escape will total 8.3 tons/year.
Choose the 4WD option and your mileage will drop while your carbon output and oil consumption will rise. The 4WD Hybrid’s mileage drops to an average of 28 mpg, according to fueleconomy.gov. But that’s still significantly better than the standard 4WD Escape at 21 mpg.
The 2008 Ford Escape Hybrid is an Advanced Technology-Partial Zero Emissions Vehicle (AT-PZEV) that meets strict Super Ultra Low Emissions Vehicle (SULEV II) standards and is 99.4-percent cleaner than an unregulated vehicle. And you know what that means—no matter where you’d like to escape to, here’s a hybrid that’ll get you there in style—with a clearer conscience.
When it’s all said & done: The best way to spell vacation
No matter if you’re headed to the beach house, the hunting cabin—or perhaps just a night out on the town, this SUV will get you there with panache. Ford has covered the three Rs in a new way: Recycled, Responsible and Refreshed. And in our book—the alt fuel one, that is—Ford has done its homework. It’s when the details have been attended to and directly treated with care and determination that they come together in a product that brings satisfaction to its users for many years to come—and that’s the total package of the Escape.
Go ahead and leave the guilt at home and grab the keys to the SUV. No need to feel the pinch of your fuel budget or the echoes of your conscience with this set of wheels. And forget the scrape or pinch of deprivation—with the 2008 Ford Escape, we say it’s lookin’ like you really can have your cake and eat it too. And comin’ from two kids who came from Ford-phobic families, that’s high praise. We’ve heard it round town that folks are brand-loyal to the death, sometimes to the point of missing out on some of the best stuff around. We highly recommend you lay your well-intentioned yet out-dated baggage down when it comes time to shop hybrids—especially hybrid SUVs. Keep an open mind and you just may park satisfaction in your garage and keep more cash in your pocket at the same time.
If you buy an Escape, that is.
Pros:
100-percent recycled fiber seat material available
smooth ride and tight handling
super SUV fuel economy
Cons:
slight body roll on sharp corners
back seat space limited
slight transition from hybrid to electric mode noticeable
Rebate & Credit Run-down: Crunchin’ the numbers
Buy the Ford Escape FWD and you’re ready to claim a $3,000 tax credit. This, coupled with the hybrid’s first year’s fuel savings of $686 (compared to driving 15,000 miles in a regular Escape) will negate the $1195 Hybrid Premium package before the get-go, although depending on option package selected, your Escape’s base price could be about $4-5,000 higher than a similar non-hybrid model. Translation: park that Escape in your driveway for 10 years and figure on yearly fuel savings—to the total tune of at least $6,800 (or more) for your kids’ college account.
Choose the 4WD model and your tax credit will drop to $2,200, along with the corresponding dip in fuel mileage, so it’ll just take a bit longer to recoup the expense.
The Escape Hybrid is manufactured at Ford’s Kansas City Assembly Plant in Claycomo, Mo.

Details and Specs:
Technical Features: 2.3-liter DOHC 16-valve 4-cylinder Atkinson style engine, electronic continuously variable transmission (eCVT), 4-wheel independent suspension, 4-wheel ABS, 330-volt battery and regenerative braking
Safety Features: driver & front passenger dual-stage airbags, side intrusion door beams, safety canopy system, lower anchors & tethers for children (LATCH)
Interior Features: AM/FM/6-CD changer, dual zone electronic auto climate control, power door locks and windows, remote keyless entry w/keypad, Hybrid Premium package with Navigation
Exterior Features: 16” hybrid aluminum wheels, P235/70R16 all season tires

2008 Chevrolet Silverado 1500 4WD Flex-fuel

2008 Chevrolet Silverado 1500 4WD LT2 flex-fuel truck

From the built-in toolboxes in the cargo bed to the “protect from the scuffs of work-a-day life” seat covers, our tester was upscale and comfortable, yet outfitted for hard work and flexible-fuel efficiency. Jammed with LT2 Convenience Package goodies, it definitely kept its workin’ attitude with the GM Performance package and 315 HP engine with 338 ft-lbs of torque. This Silverado earns an EPA rating of 14/19 for its 5.3-liter Active Fuel Management V-8 and has a base price of $34,710. Our tester was optioned out at $43,025 and included a 5-year/100,000-mile powertrain warranty.

Initial Impression: Got the glam—does it got the go?
Scott: "The look of the Deep Ruby Metallic paint and a glance at the chrome-tipped Cat-Back exhaust made me like this truck right away. I had always enjoyed driving the GM flex-fuel V-8s for both their power and their economy, and I knew that Active Fuel Management was part of GM’s engine efficiency strategy. And yes, I had an idea or two how I’d like to test out its economy limits."
I’m a car gal at heart and it takes a lot to get me excited about a truck … would this big guy be good for this girl or better suited for a workin’ man? Time to climb behind the wheel to see if this one would win me over.
Continued below ...
Look & feel: More than a toolbox on wheels

Heavy-duty seat covers keep that Light Titanium leather interior clean even on heavy-duty jobs.

For the second year of the new design and the refreshed exterior, the Silverado still looks really good—we think it’s one of the nicest exterior treatments GM has created in quite a few years. Though our tester didn't have the premium interior package, it did have the Light Titanium leather upholstery and was outfitted with dealer installed heavy-duty seat covers. Trucks can be harsh when unladen, but not here. The ride was smooth and forgiving, even on choppy back roads; it had a safe and secure feeling with plenty of power on tap when needed. And the throaty rumble of the low back pressure free-flowing Cat-Back exhaust system was part of the performance package that gave this truck a satisfying growl.
Best of all, it was easy to goose extra mileage out of the engine. Even with its deep rear gear, the truck would coast easily after lifting off the throttle (the secret of efficient driving), without needing to constantly stab the brakes or lay on the accelerator. Scott loved the way he could drive “light on the throttle,” and flow with traffic. We both liked the silky smooth transmission—never felt a shift.
Unfortunately, the dealer-installed toolboxes precluded us from hauling any substantial cargo, so we can’t comment on how it would handle with any real weight in it. We always like to throw a big garden tractor or go-cart in the back of our testers to see how they haul—though with the Z85 suspension, we doubt it would be an issue.

Fuel-ability: How much flex is in that fuel?
Just to see how we could affect fuel mileage, we experimented with E85/gasoline mixes. Ordinarily, when we test drive an FFV, we start out with a tank full of gasoline, drive through various road conditions and note the average fuel economy. Next we’ll fill ‘er up with E85, and drive pretty much the same set of circumstances and note the differences. This time we added E85 to the tank in varying ratios to slowly dilute the mixture, with each fill-up bringing the fuel load closer and closer to 100 percent E85. Our point? See if we could hit a sweet spot where the fuel blend (say 50/50) would yield the best economy per total cost per mile driven.
At the time we tested our Silverado, regular gasoline was selling for $3.05 a gallon and E85 was priced at $2.07. Wow indeed, just about a buck cheaper for E85 … not only cleaner emissions, it’s often cheaper per mile even with the inherent fuel economy drop off. And this is the problem with flex-fuel engines—because they must be able to burn both gasoline and E85, they can’t take advantage of E85’s superior 105 octane rating. It’s the main reason fuel mileage is lost with E85. Because it has lower energy content (82,000 BTU/gal) than gasoline (114,000 BTU/gal), more fuel is required to deliver the same power. Depending upon a host of engine characteristics, from cylinder compression ratio to valvetrain geometry and drivetrain variations including overdrive and final gear ratio, each FFV experiences its own unique response to fuel economy loss on a diet of E85. So how’d our V8 Silverado do when we crunched the numbers?
The Enviro-meter: Mean, but still clean

This is a GM hallmark--every flex-fueler gets the bright yellow E85 fuel cap.

Well, we were surprised at the results. Pleasantly. We logged a respectable 16.3 mpg on gasoline and our first top-off with E85 (about 11 gallons yielding 40 percent dilution), knocked our mileage down to 15.3 (about 6 percent). A second addition of 6 gallons of E85 (now about 60 percent dilution) dropped our economy down to about 14.5 (10 percent drop from all gasoline). We never got to a 100 percent E85 test, and since our experiment was hardly scientific, we can’t say with absolute certainty what the mileage would have been. But based on this experiment and a little extrapolation, we figure the final tally would have been somewhere around 13.3 mpg (about 18 percent less than gasoline.) Many of the flex-fuel V-8s we’ve driven had some pretty harsh economy loss with E85 (25 percent or more), so our Silverado’s results were a nice treat. And with this engine, there really is no sweet spot; the mileage decline is slow and steady but never severe.
So what is going on here? The fuel injectors play a role in enabling a flex-fuel engine to burn varying concentrations of E85 and gasoline. Higher concentrations of E85 require increased injector pulse width, obviously increasing fuel consumption. It’s not all bad news: GM’s Active Fuel Management (cylinder deactivation) helps soften some of the economy losses by shutting down cylinders when not needed (V-4 mode).
On a diet of E85, this flex-fuel engine consumes 6.7 barrels of petroleum; its gasoline counterpart would consume 21.4 barrels. The carbon footprint: 9.2 tons of C02 for E85 and 11.4 for gasoline.

When it’s all said & done: Cheaper by the gallon
It's a good deal, really. The flex-fuel V-8 costs nothing extra when the purchase agreement is signed, but it delivers plenty of down-the-road savings. Not all 5.3-liter Silverado engines are available as flex-fuel, but if a particular chassis and cab model offers one and it fits your needs, go for it. With E85 coming in at about a dollar per gallon cheaper, even with reduced fuel economy, the savings will quickly mount—not to mention the reduced emissions. We were very happy with the fuel economy returns with E85 in the tank, knowing the limitations that a flex-fuel engine puts on ethanol. Good fuel economy coupled with ample power is what we look for in an alt fuel vehicle, and the Silverado was easily adequate in both.
General Motors seems to understand and have their act together with making the compromise between power and economy, whether burning gasoline or E85 in their flex engines. We can only wish and hope they will extend this technological know-how further into their engine fleet. It would not be a great technological or manufacturing leap to do so. In the meantime, we say yay—overall the flex-fuel Silverado is a sweet deal with its dual fuel-ability, its heavy-duty capabilities and its underpinnings of comfort and utility. Toolboxes or not, this is a truck that just might be a favorite of the lady in the house.

Pros:
Good fuel economy for a V-8
Comfortable utility
Flex-fuel capability
Cons:
A tad pricey
Could have used a 3.23 final drive ratio to improve fuel economy even further (without sacrificing power)
Awkward door handle position and uncomfortable armrest

Details and Specs:
Technical Features: Vortec 5.3-liter V-8 with Active Fuel Management and flex-fuel capability, 4-speed automatic with overdrive, 3.73 rear axle ratio, Z85 handling and trailering suspension, 145 amp alternator, oil life monitor
Safety Features: 4-wheel ABS, dual stage driver and right side airbags, daytime running lamps, Stabilitrak stability control, tire pressure monitoring system
Interior Features: Auto dual zone AC, rear window defogger, XM Satellite stereo, dual 12-volt auxiliary power outlets
Exterior Features: Chrome rear bumper, 17-inch aluminum wheels with full size spare, P265/70R17 all season tires, front tow hooks, front fog lamps

2008 Chevrolet Tahoe 2-Mode Hybrid

2008 Chevrolet Tahoe Hybrid 2WD

The uncommonly normal hybrid

"Fuel-efficient SUV" used to sound like an oxymoron -- like "jumbo shrimp" and "business ethics." But a new crop of hybrid SUVs challenges that perception -- and now a full-sized Chevy Tahoe Hybrid is looking awfully good (another oxymoron). The 2008 Chevrolet Tahoe Hybrid 2WD will start at $50,490 with a 3 year/36,000 mile warranty, a 5 year/100,000 mile powertrain warranty (8 year/100,000 mile warranty on unique hybrid components) and an EPA fuel economy estimate of 21 mpg city/22 mpg highway. Let's drive.
First Glance

Larger Exterior Photos: Front Rear
To continue with the oxymorons, Tahoe is a little big. It shares its basic shape and size with the gasoline-only Tahoe -- 202" long, 79" wide and 77" tall riding on a 116" wheelbase. You're not going to miss the hybrid badging on Tahoe. "HYBRID" stickers with big drop-shadow letters run along each rocker panel; no fewer than four Hybrid logo badges sparkle around the body. The body treatment is more than a badge job, though more subtle. A lower front air dam, sleeker running boards and an overall aerodynamic spiffing up has resulted in a lower coefficient of drag (0.34 down from 0.36) and a slightly sportier appearance overall.
Beauty is in the eye of the beholder, especially when it comes to large SUVs. I really like Tahoe's lines. There's something retro and streamlined about the rake of the windshield and the general sleek, windswept look of the body. Since the concept of aerodynamics in vehicle design started during the streamlining age of the 1920s, it's no surprise that I detect a retro cast. That great big gold Chevy bowtie on Tahoe's front grille leaves little doubt about the vehicle's provenance.
Fit and finish on the Tahoe Hybrid was very good. After a few spotty years, GM has really gotten its act together. Paint quality, gaps and seams, and overall solid construction rivals the competition's best.

In the Driver's Seat

Acres of plastic wood.

Larger Interior Photo
Newly familiar (oxymoron alert), Tahoe Hybrid's interior is the same upscale cabin that you'll find in the LTZ level of gas-only Tahoe trim. Am I the only one who hates fake wood trim on an SUV? Still, I have to rail against it, even if I can only let out an oxymoronic silent scream. Beyond the plastic wood, dash and interior materials are high quality. The rugged-feeling leather seating surfaces are a great match for an SUV, and give the impression that they'll last a long time and break in nicely. Time will tell.
If you don't pay close attention to the details, you might not realize that you're driving a hybrid SUV. Take a closer look, and you'll notice two distinct differences on the Hybrid's instrument panel. A small gauge on the upper left gives an analog rotary indication of "economy." During operation, when the needle points to the right, you're using more battery power; when it dips to the left, you're operating on gas only (lower economy). The other unique hybrid indication is the tachometer, also an analog rotary gauge. Where you'd expect to find zero rpm indicated on the scale, the tach reads "Auto Stop," and below that "Off." More about those settings later.
Tahoe's second and third rows are very roomy and comfortable, as you would expect from a full-size SUV. Even though there's nearly 17 cubic feet of luggage space behind Tahoe's third row, the area is very narrow. I had to fold down the third row to make room for a light grocery trip -- I could foresee a severe packing challenge on a family camping trip.
On the Road
So, the big details (oxymoron) that you've been waiting for: How does the Hybrid drive? The experience is transparent. It drives a lot like the gas-only Tahoe, which is to say, very well. I like the driving dynamics of this GMT900 platform, which underlies the Tahoe, the Cadillac Escalade, the GMC Yukon and the GM full-size pickups. GM has engineered great stability, responsiveness and road feel into their large SUVs. Steering is almost car-like, braking is immediate and predictable, and the overall driving experience is very pleasant.
The Hybrid powertrain is described as a "Two Mode" system. What that means, very simply put, is that the engine and electric motor behave differently in highway and city modes. In the city and in stop-and-go traffic, the electric motor is the primary force. The gas engine literally shuts down when it's not needed, and the electric motor provides locomotion. When the gas engine takes over, the electric motor helps add additional power for acceleration. In the highway mode, the gas engine is king. The engine management system turns off four of the eight cylinders when they're not needed. The whole operation is synchronous, meaning that the vehicle switches seamlessly from city to highway mode and back again without a hitch and without any driver intervention. You just drive.
The gas engine under the hood is a big 6.0 liter V8 that produces 332 hp and 367 lb-ft of torque; the electric motor is powered by a 300 volt nickel-metal hydride (NiMh) battery -- enough power to move the 5617 lb SUV, and even to tow 6,200 lbs if you need to.
Journey's End

You can't miss that Hybrid badge.

How conspicuously subtle (oxymoron) do you want to be? If you really need a full-size SUV, and you want to be as fuel-efficient as possible, the Tahoe Hybrid might be your best choice. You'll get that evil stare from Prius drivers -- then they'll see your "Hybrid" badges and stickers, and they'll give you a thumbs-up instead of that middle-finger salute they'd been preparing. Because of its increased efficiency in stop-and-go situations, Tahoe Hybrid would be a really good solution for shuttle van operators and other short-hop people-movers. If you're looking at Tahoe Hybrid as a money-saver, you should crunch some numbers. You can pick up a gas-only Tahoe LS with a 293 hp/303 lb-ft 4.8 liter V8 engine starting at about $35,530 -- about $15,000 less than Tahoe Hybrid, and even though your fuel economy will only be 14 mpg city/19 mpg highway, it will take a lot of miles to make up the difference in purchase price strictly with fuel savings.
The interesting thing about Tahoe Hybrid is the potential for trickle-down technology improvements from the Hybrid to GM's gas-only SUVs. The "auto-stop" function that turns off the gas engine when the vehicle is at a standstill seems like a natural for the gas-only. So do the aerodynamic improvements and weight-saving efforts. Why not make a big gas-only SUV as efficient as possible?
For now, the 2008 Chevrolet Tahoe Hybrid (or corporate clone 2008 GMC Yukon Hybrid) is the full-size hybrid gas-electric SUV to buy. More will follow -- here's hoping the fuel-efficient SUV is yesterday's news (my last oxymoron).

2008 Chevrolet Malibu Hybrid

2008 Chevrolet Malibu Hybrid


The Chevrolet Malibu has been completely (and beautifully) redesigned for the 2008 model year, and probably the biggest change of all is the addition of a hybrid model. Interestingly, our tester came completely devoid of options--as it said right there on the paperwork: total options $0. Sure, a few bells and whistles make a car stand out, but would this car feel satisfying without 'em? Base price and as tested: $22,790. EPA estimates: 24 city, 32 highway. Warranty: 3 years /36,000 mile bumper-to-bumper, 5 year/100,000 mile powertrain, 8 year/100,000 mile hybrid components.
First Impressions
I think Chevrolet did a really nice job with the Malibu's redesign, both inside and out. I love the overall shape with C-pillars that swoop into an almost fastback look, and the driver and passenger seating that feels just a little bit like being enveloped in individual pods. The curving dash treatment reminds me of one of my favorites of all time, Batman and Robin's Batmobile. OK, so it's beautiful, but what about that hybrid drivetrain?"
Christine: "Ever since we got a good look at the Malibu's pretty face at GM's 2008 model year preview event, I've been looking forward to getting behind the wheel to see if Chevy's newest hybrid lives up to its redesign on the road as well. Sitting in the driver's seat for the first time, I found that I couldn't quite get the ultimate comfort zone in the driver's seat (scant electric controls) and noted window clearance was a tad low ... would this hybrid hold its own when we hit the road?"
Look and feel: Longer is better

The Malibu offers a snug, cocoon feel--but not cramped.

The cloth front seating was comfy and cocoon-like, but not at all cramped. Scott had plenty of leg and elbow room for his big frame in any seating position, front or rear. But a little unsettling was the relatively low greenhouse area, especially at the side windows. Visibility overall is fine (though over-the-shoulder rear view is a touch small), but Scott's a wind-down-the-window-prop-your-elbow-on-the-door frame kinda guy and that short window frame feels a little unnatural.
The new 2008 Malibu has what Chevrolet calls a wheels-at-the-corners stance. The vehicle is 3 inches longer with a 6 inch longer wheel base than its predecessor, which gives it a more stable and forgiving ride. And it shows up in handling characteristics as well. Our tester was completely predictable and swallowed bumps and potholes with pleasantly smooth aplomb on some of the more unforgiving secondary roads that we travel on our daily commutes. We've driven vehicles that we've felt both shaken and stirred at journey's end--but not so with the new Malibu's well-behaved suspension.
Cargo room is almost always a concern with hybrids as the battery tends to take up precious space--often first to go is the trunk capacity. Chevrolet designers did a good job here too by keeping the hybrid battery compact and unobtrusive, and maintaining enough clearance to allow pass-through storage over the split-fold rear seat. Where some hybrids lose both the split seat and several cubic feet of stowage, the Malibu Hybrid has a very generous 15 plus cubes in the trunk and can still accept a couple of 2x4's.
Fuel-ability: The mild hybrid
Chevrolet uses General Motors' BAS (Belt Alternator Starter) hybrid drivetrain to power the Malibu Hybrid. While it's a mild hybrid system that lacks the potency of some of its more sophisticated (and expensive) brethren, it still delivers plenty of fuel savings ability. Full hybrids have large electric motors and battery packs that allow them to drive at low speeds for short distances on electric power alone. This BAS system on the Malibu Hybrid acts as an assistant to the 2.4-liter 4-cylinder engine, providing torque boost during acceleration. Additionally, the hybrid system shuts-off the engine when the vehicle is stopped and provides early fuel shut-off and regenerative braking during deceleration. And it's these cumulative little things that save fuel that would normally be wasted during coasting and idling.
What we liked about this hybrid system's simplicity (aside from its cost savings) is the use of an economy light in the dash. This clever little device simply glows a warm green "ECO" whenever the car is being driven in a light, easy and, well...ECOnomical way. It works by sensing engine load, RPMs, vehicle speed and throttle position to determine how much fuel is being consumed. We found that by simply lifting ever so slightly on the throttle under light cruise conditions, the glow would come on and we could feel the load on the engine lighten--and that translated into fuel economy gains that showed on the fuel consumption display. A little practice is all it took to keep the Malibu's fuel economy hovering right around 29 MPGs cruising around town.
When It's All Said and Done: A good bargain

The ECO indicator light makes it easy to average 29 MPG.

It can all be summed up by the simple phrase: "It's what ya get for what ya spend." The 2008 Chevrolet Malibu Hybrid is a very nice vehicle for the money. Is it the fuel mileage champion? No. Is it the least expensive car you can get? No. Is it the sexiest, most gorgeous hybrid you can buy? No. Will it make your neighbor do a double take when he sees it in your driveway? Maybe, but probably not. So what's the big deal about the Malibu Hybrid?
It's a good looking, very comfortable and capable family sedan that happens to get excellent fuel mileage and can be had for a very appealing sticker price that won't bust the family budget. The hybrid package carries a $2790 price premium over the base Malibu LS (about half that of most hybrids over the base)--so does that make it a good deal? According to fueleconomy.gov, the regular 2.4-liter Malibu nets 25 MPG combined, while we got 29 MPG combined during our test week. Allowing for 15,000 miles annually, crunching all the numbers gives the hybrid package just a tick over a 10-year payback time. That's probably longer than most folks own a car, but if you're a "keep your car a long time kind of person," then it's probably worth it, especially if you factor in the hybrid's less tangible reduced carbon footprint.




Enviro-meter
Here's how the 2008 Chevrolet Malibu Hybrid’s environmental impact tallies up, according to fueleconomy.gov:
Petroleum Oil Consumption: 12.7 barrels of crude annually—compared to 13.7 barrels for the regular Malibu.
Greenhouse Gas Emissions: 6.8 tons/year, where the conventional Malibu will total 7.3 tons/year (driving an average of 15,000 miles per year).
EPA Air Pollution Score: on a scale of 1 to 10, scores in at a 6.
Details and Specs:
Technical Features: 2.4-liter 4-cylinder DOHC engine, 4-speed automatic transmission, nickel-metal hydride battery, electric motor/generator unit, regenerative ABS brakes
Safety Features: dual front airbags, passenger sensing system, head curtain side airbags, side impact airbags, traction control system
Interior Features: hybrid gauge package, "ECO" fuel economy indicator, automatic air conditioning, power door locks and windows with driver express down, power trunk release, XM Satellite radio, AM/FM/CD, split-folding rear seat, steering wheel-mounted cruise and audio controls
Exterior Features: 16-inch alloy wheels, low rolling resistance tires, P215/60/R16, folding exterior power mirrors, chrome exhaust tip

Top 10 Most Stylish Vehicles

Top 10 Most Stylish Vehicles

Flash and Style

Here’s were we start getting into the high dollar rides, but when it comes to style no price is too high, no rims too large, and no bagged suspension too low. These cars ooze style, be it the ultimate in luxury, or the ultimate in exotic sheet metal. Chances are you will spend thousands of dollars taking care of your car -- perhaps paying somebody else thousands of dollars to take care of it for you -- and you will also add on your own special touches. Maybe you need extra-dark tint to keep the paparazzi at bay, or maybe a set of 24-inch custom wheels to get the car sitting just how you like it.
There is so much diversity in this category we had to come up with two lists, those for the rock stars, pro basketball players, and hotel heiresses; and a list for the rest of us… well, some of us. Ok, still very few of us. In the unlimited division, we have cars that come in with an MSRP of $75,000 or greater. Back here in reality the car still are not inexpensive, but you can pick them up for less than 75 large. Technology played a crucial role in developing this list, since those who buy these rides are connected with the pulse of the world, and their cars should be, too.

Computing the Rankings

A total of 10 cars were selected as vehicles that conveyed the ultimate in flash and style. Vehicles were chosen and ranked based on their style, performance, fit & finish, connectivity, and drivability. The cars in the unlimited division were chosen based on raw style, uniqueness, ultra-premium luxury features, customization options and other factors. The cars in the lower price bracket were chosen on their uniqueness, originality, customization possibilities, and other related factors.

Top 10 Most Stylish Vehicles ($75,000+)

1. 2007 Cadillac XLR (XLR-V)
2. 2007 Mercedes-Benz SL-Class 3
3. 2007 Mercedes-Benz S-Class 4
4. 2007 Porsche 911
5. 2007 BMW M6
6. 2007 Maserati GranSport
7. 2007 Maserati Quattroporte
8. 2007 Mercedes-Benz CL-Class
9. 2007 BMW 7-Series
10. 2007 BMW M5

Top 10 Most Stylish Vehicles ($75,000-)

1. 2007 Cadillac STS (STS-V)


2. 2007 GMS Yukon Denali


3. 2007 Cadillac CTS (CTS-V)


4. 2007 Mercedes-Benz SLK-Class


5. 2007 Cadillac SRX


6. 2007 Cadillac Escalade


7. 2007 Chevrolet Corvette


8. 2007 Lexus LS 460


9. 2007 Lincoln Navigator


10. 2007 Mercedes-Benz CLS-class

Top Stylish Vehicles by Type (Overall)

Sedans & Coupes

1. 2007 Cadillac XLR (XLR-V)


2. 2007 Cadillac STS (STS-V)


3. 2007 Mercedes-Benz SL-Class

Convertibles

1. 2007 Cadillac XLR (XLR-V)


2. 2007 Mercedes-Benz SL-Class


3. 2007 Chevrolet Corvette

Crossovers

1. 2007 Cadillac SRX


2. 2007 GMC Acadia


3. 2007 Mercedes-Benz R-Class

SUV

1. 2007 GMC Yukon Denali


2. 2007 Mercedes-Benz GL-Class


3. 2007 Lincoln Navigator

Top 10 Hybrids & AFVs for 2008

Top 10 Hybrids & AFVs for 2008

Top 10 Hybrids & AFVs for 2008

Styling, utility, fuel economy and price. These were the main determining factors in our tally of this top 10 list of AFVs and hybrids. When we buy a vehicle, we want it to last a long time, to be reliable and to be priced reasonably within its market--with a design, ride and handling that makes it all worth it. And make the most of each gallon. Is it too much to ask? We don't think so. See the full list of 2008 hybrid and alt fuel vehicles.

1. 2008 Chevrolet Malibu Hybrid

Chevrolet's economical Malibu family sedan has been redesigned and is now available in a mild hybrid. It has certainly drawn rave reviews so far. We like the interior, the exterior and its anticipated fuel economy--and that's why it's on this list. With a MSRP of $22,790, the 2.4L Ecotec Malibu hybrid is rated at 32 mpg highway/24 city.

2. 2008 Chevrolet Tahoe 2-Mode Hybrid

It's the newest innovation in hybrid technology on the tips of everyone's tongues. GM's awesome 2-mode system makes a full size SUV with less guilt—and is a sign of good things to come. With 332 hp it still pulls in 2008 EPA ratings that put both the 2WD and 4WD in the 20-21 mpg range. We can't help but be impressed a 40 percent fuel mileage improvement over the standard models. Starting price on this guy is $50,490.

3. 2008 Chevrolet Silverado 1500 4WD Flex-fuel

Cushy and comfy yet tough enough too. Outfitted for hard work and efficiency, this Silverado's hard-workin' attitude offers dual-fuel status (E85/gasoline) in a 315 HP engine with 338 ft-lbs of torque. Equipped with Active Fuel Management to make the most of each gallon, it earns an EPA rating of 14/19 and has a base price of $34,710. We think General Motors'; 5.3-liter is the most fuel efficient flex-fuel V-8 engine on the market.

4. 2008 Ford Escape Hybrid FWD SUV

It's one of the most fuel efficient SUVs on the planet—and we give it kudos for the gratifying 155 horsepower, 2.3-liter, 16-valve four-cylinder engine and electric motor powertrain that has a great power-to-fuel-consumption ratio. The $25,740 Escape is comfortable, stylish and accommodating for the whole family. With EPA fuel economy estimates of 34 city/30 highway, choose from front-wheel or four-wheel drive—although the 4WD's fuel economy will drop a bit.

5. 2008 Honda Civic GX NGV

If you have access to natural gas, like a spirited, fun drive and could use a tax credit of $4,000 right off the top of this year’s taxes, look no further. The Civic GX NGV is the cleanest internal combustion engine in production today. At 113 horsepower and 109 ft-lbs of torque, it's not a pocket-rocket, but it’ll still leave a smile stuck right on your face—after all, natural gas notoriously rings in less expensive than gasoline. And that tax credit slices a nice chunk off the $24,590 base price.

6. 2008 Honda Civic Hybrid

The Civic Hybrid is spunky with attractive styling, but it is much more than just a pretty face. That 110 hp, 1.3-liter 4-cylinder engine and hybrid system comes with a top-notch EPA rating of 49/51 and squeaky clean AT-PZEV emissions. From the company that kicked off the hybrid revolution in America, we say the Civic still offers plenty of bang for the $22,600 base price buck.

7. 2008 Jeep Grand Cherokee

Choose the powerful 3.0-liter V6 CRD turbo diesel engine bearing a Mercedes imprint and fill 'er up with B5 biodiesel for an alt fueler by default. With 215 hp and 2008 EPA ratings of 17/22, it's a great family/utility set of wheels. Jeep has extended the availability of the CRD engine to the Laredo model which starts at $35,685, and they've discounted the Limited and Overland diesels by $1000 for the 2008 model year. It’s a great time to get a diesel Jeep.

8. 2008 Mercury Mariner Hybrid FWD SUV

The Mariner Hybrid shares the 2.3-liter, 16-valve four-cylinder engine and electric motor powertrain with its cousin, the Ford Escape. The Mariner does everything the Escape does, but with just a bit more flair. EPA fuel economy estimates are a very respectable 34 city/30 highway, and the base front-wheel drive model rings in at $26,430—even loaded with the Hybrid Premium Package, it won't break the bank at $31,000.

9. 2008 Nissan Altima Hybrid

Our review and test drive of the 2007 model proved that Nissan's first hybrid is a serious contender in the fast-growing hybrid sector. Stylish, sporty, fun to drive—and easy on the gas (35/33)--it just might be possible to have it all when you park an Altima Hybrid in your garage. With a base starting price of $25,070, Nissan offers a variety of packages to spruce up this set of wheels.

10. 2008 Toyota Prius

It's been 10 years since Toyota debuted the world's most popular and well-loved hybrid. It's easy to see why. Not only does the superb fuel economy just scream "smart eco-driver," the interior roominess, zippy response and comfortable ride makes everyday life easy—and easier on the wallet, to boot. With an MSRP discounted $1,225 off the 2007 base model, the 2008 standard Prius lists for $20,950. And with 2008 EPA combined city/highway rating of 46 mpg, ya just can't go wrong here.