Conspicuous Consumption With Green Illusions

IN “North Dallas Forty,” the shaggy 1979 gridiron film starring Nick Nolte, a lineman played by John Matuszak ranted memorably to a coach about the hypocrisy of pro football: “Every time I call it a game, you call it a business. And every time I call it a business, you call it a game.”

Toyota and Lexus would disagree, but their recent hybrid models, including the Toyota Highlander and Lexus RX 400h utility wagons, the Lexus GS 450h sedan and now the Lexus LS 600h L, similarly seem to be trying to have it both ways.

In recent advertisements, including one in the “green issue” of Vanity Fair, Lexus uses one hand to present the 400-plus horsepower of the LS 600h L and the other to pat its own back for saving fuel and planet alike.

The ads and the cars have convinced many, including some credulous journalists, of Lexus’s pitch: that a hybrid car or S.U.V. can drive like a Porsche and sip fuel like a Prius. But a closer examination proves once again that there’s no free lunch, even at the drive-through.

For more than a year, Lexus has suggested that the LS 600h L — as tested, a $121,000 hybrid version of its LS 460 L flagship sedan — would set a new standard for four-door luxury automobiles. Its pitch was that the car would perform like a V-12 supersedan while whipping V-8 rivals on fuel economy. Instead, the hybrid may have set a new standard for automotive hyperbole.

Behind its green Teflon shield, the Lexus proved to be just another overstuffed sedan that can barely top 20 miles a gallon — less, if you actually tap into all that power. If that’s saving the planet, Jor-El had better prepare the escape pod before it’s too late.

Before the enviro-brigade readies the guillotine, I hasten to add that this isn’t about hating hybrids. Electric propulsion is looking more and more like a winning technology. Companies from Toyota to General Motors are working to develop affordable lithium-ion batteries, which could deliver clean, efficient, renewable power in plug-in hybrids or purely electric vehicles.

I can’t believe that adding a cupful of electric juice to a fat barrel of V-8 muscle is what environmentalists have in mind.

On the performance front, forget about the Lexus hanging with V-12 sedans like the Mercedes S600. Turns out that the Lexus can’t even outrun its own nonhybrid version, the LS 460 L. Nor is it appreciably quicker than V-8 competitors that cost $20,000 to $30,000 less, like the Mercedes S550, the Audi A8 and the BMW 7 Series, or the similarly priced Maserati Quattroporte.

It must be noted that such decadent sedans are about more than straight-line speed. Park those high-wattage rivals beside the Lexus, and the modestly styled LS virtually disappears; challenge them on a twisty road and they all disappear from the Lexus by virtue of their sportier handling.

Spurred from a stop to 60 miles an hour, the LS 600h L clocks a swift 5.5 seconds, according to Lexus’s own testing. Yet the gas-only LS 460 L, with a mere 380 horsepower from a smaller V-8, reaches 60 in 5.4 seconds, nosing out the more powerful hybrid.

How is that possible? Check the scales, where the Lexus hybrid weighs in like Jared before his Subway diet.

The hybrid does add all-wheel drive, not available on the LS 460 L. But together, the heavy batteries and all-wheel-drive system burden the hybrid with more than 700 additional pounds, for a total of 5,049. Forced to motivate the added weight, the hybrid’s larger 5-liter V-8 — another environmental oxymoron — and dual electric motors makes acceleration a wash. (One motor drives the four wheels. The other starts the gas engine and recharges the batteries.)

Excess weight takes its toll on mileage as well. The hybrid got 21 m.p.g. — amazingly, 1 m.p.g. less than the nonhybrid version that I tested on the same urban roads and highways in and around New York City. That perfectly wonderful LS 460 L is blessed with one of the most fuel-efficient V-8s I’ve driven, a 4.6-liter smoothie.

But the Lexus hybrid’s biggest jolt comes from sticker shock: the LS 600h L starts at $104,715, about $32,000 above the LS 460 L. Laden with options for $121,000, the hybrid costs about $30,000 more than the comparable gas-only version.

Driven gently, the Lexus will indeed beat the mileage of its apples-to-apples V-8 rivals, but only by 1 m.p.g. to 3 m.p.g. A Mercedes S550 isn’t an egregious guzzler at an E.P.A.-rated 16/24 m.p.g., and I managed 19 m.p.g. during a recent test. And when I drove the Lexus in mildly spirited fashion, its mileage dropped to 19 m.p.g. It’s hard to see why such minuscule mileage gains would dazzle the type of person who’s ready to drop $100,000 on a car.

The E.P.A. rates the hybrid’s mileage at 20 m.p.g. in town and 22 on the highway. The nonhybrid is rated 16/24 under the same revised formula, which takes effect for 2008 and is intended to present lower, more realistic mileage estimates for most cars.

In its defense, the hybrid should save you a few bucks if you do a lot of city driving. But on the highway, the gas-only model was decidedly more efficient, and thus ended up doing 1 m.p.g. better over all. And in bumper-to-bumper traffic, where you expect a hybrid to excel, the LS 600h L mustered only 14 m.p.g., certainly nothing to marvel at.

The uneasy comparisons don’t end there. The gas-only version handled better and drove more smoothly.

The nonhybrid benefits from the world’s first eight-speed automatic transmission, which lifts mileage and operates with hushed aplomb. The hybrid’s continuously variable transmission, in contrast, has to busily calculate and divvy power from the gas and electric sources. It’s among the most seamless of its kind, but not as smooth or transparent as the Lexus eight-speed. And its manual-shift function is nearly useless. In trying to mimic the feel of sporty downshifts, it ladles on ever-higher levels of regenerative hybrid braking. To the driver, the sludgy effect feels like throwing anchors of various sizes out the window.

Lexus’s hybrid double-talk extends to emissions arguments. When the company says the Lexus hybrid is cleaner than average cars, people will assume that has something to do with global warming. But in this instance, that is not the case.

To its credit, the car’s super-ultra-low emissions vehicle rating (SULEV, if you will) is indeed cleaner than other V-8 models, but only if you are measuring the pollutants that form smog. (Even on the smog index, many gasoline models also achieve SULEV ratings or better).

But the critical earth issue today is conserving fuel and cutting carbon dioxide emissions. Those greenhouse gas levels are almost entirely a function of fuel economy: if you use more gas, you spew more carbon dioxide. So on that score, the 21 m.p.g. hybrid actually emits far more carbon dioxide than, say, a Mercedes-Benz diesel E-Class that can attain 30 m.p.g.

The LS 600h L also emits more greenhouse gases than the average new car that currently achieves 27.5 m.p.g. So a common Toyota Camry, among dozens of models, leaves a smaller carbon footprint than this hybrid land yacht.

One final ignominy: given the hybrid batteries and a separate air-conditioner for the back seat, the hybrid’s trunk measures a meager 11.7 cubic feet, smaller than that of a Kia Rio or other compact sedan. (Skip the rear air-conditioning in a Lexus LS 460 L, and you’ll enjoy a 50 percent larger trunk, at 18 cubic feet).

Jim Farley, general manager of Lexus, defended the car’s performance and green credentials. “If Lexus had to have a flagship, this is how it should be,” he said. “It’s the progressive person’s alternative. Hybrids are a huge platform for us at Lexus, and they’re only going to get bigger.”

Certainly, this hybrid Lexus is one of the quietest, most comfortable, best-built sedans around. It has every imaginable safety system and creature comfort. The navigation system is first-rate. The Mark Levinson audio system is amazing. And the optional ($12,675) Executive Package is the hands-down — or feet-up? — coolest feature. It includes rear seats that recline, heat and cool, along with a right-hand chair with a steeper recline, massage functions and a powered ottoman for the full mini-Maybach effect.

Yet every compliment you can lavish on this impressive ride, minus the all-wheel drive, applies equally to the nonhybrid version.

So why would anyone spend an extra $30,000 for this car? Certainly, the performance gains of 12-cylinder sedans aren’t always justified by their enormous premiums. Many people buy them for that V-12 badge on the fender, the exclusive message it sends. Ditto for the Lexus, but the roughly 2,000 people who’ll line up for the hybrid won’t be broadcasting their superior power, but their superior morals, however illusory.

If that’s not you, stick with the Lexus LS 460 L. Enjoy a back-seat massage and relax. You’ll know that you’ve got the better car — one that’s equally fast and frugal, but also weighs less and handles better.

You can actually park that terrific gas-only Lexus in the garage and have $30,000 to buy a Prius hybrid, with cash left over. Save the LS for special occasions and run errands in the Toyota at more than double the mileage. While Lexus plays the hybrid game, it’s the Prius that takes care of business.

How Natural-gas Vehicles Work

How many times we hear of the relationship between air pollution and the Vehicles. And also we know that people are doing research on clean energy. But how it works? What's its advantages and disadvantages? This article will tell you how it works with such kind of fuel.

Kermit the Frog once said, "It's not that easy bein' green." Although he wasn't referring to cars, his observation seems particularly appropriate for the auto industry today: Designing, developing and marketing "green" cars has not been an easy task, which is why gasoline-powered vehicles still rule the road and fossil fuels still account for almost 75 percent of the world's energy consumption.

As gasoline prices soar and concern over harmful emission mounts, however, cars that run on alternate fuel sources will become increasingly important. A natural-gas vehicle, or NGV, is the perfect example of such a car -- it's fuel-efficient, environmentally friendly and offers a relatively low cost of ownership.

Like gasoline, natural gas is combustible, which means it can be used in a combustion engine like gasoline. But cars that could burn natural gas didn't appear on the scene until the 1930s.

From Field to Ford
We extract natural gas trapped in underground reservoirs by drilling wells into the earth. A modern well, equipped with diamond-studded drill bits, can drill to depths approaching 25,000 feet.

Throughout the 19th century, the use of natural gas remained localized because there was no way to transport large quantities of gas over long distances. In 1890, the invention of a leak-proof pipeline coupling made it possible to transport gas miles from the source. Improvements in pipeline technology continued over the next two decades until long-distance gas transmission became practical. From 1927 to 1931, laborers constructed more than 10 major natural gas transmission systems in the United States, making natural gas a viable energy source for many applications. The oil shortages of the late 1960s and early 1970s brought renewed interest in natural gas as a fuel source, especially for automobiles.

Today, owners of natural-gas vehicles can fill up their cars at one of 1,300 fueling stations located in the United States. Honda also offers a personal natural gas pump to people who purchase its natural-gas-powered Civic. The pump uses a home's existing natural gas lines and can be installed for $500 to $1500.

Tips
The word "gas" is a confusing term because it is used to describe many different substances that are similar but not exactly the same. For example, the "gas" you put in your car is gasoline, one component of crude oil, or petroleum. Petroleum is a dark, sticky liquid mixture of compounds formed underground by the decay of ancient marine animals.

Natural gas also comes from the decay of ancient organisms, but it naturally takes a gaseous form instead of a liquid form. Natural gas commonly occurs in association with crude oil. It is derived from both land plants and aquatic organic matter and forms above or below oil deposits. It is often dissolved in crude oil at the high pressures existing in a reservoir. There are also reservoirs of natural gas, known as non-associated gas, that contain only gas and no oil.

Natural gas consists primarily of methane and other hydrocarbon gases. Hydrocarbons are organic compounds composed only of the elements carbon and hydrogen. The hydrocarbons in natural gas are called saturated hydrocarbons because they contain hydrogen and carbon bound together by single bonds. As the diagrams show, methane is the simplest saturated hydrocarbon.

How the Lotus Elise Works -- How Does the Elise Compare?

How does a car like the Elise stand up to its counterparts in the world of high-performance cars? By losing weight -- trimming away the extras and keeping the Elise under 2,000 pounds (900 kg).

If all this talk of being "light" and "fast" seems kind of vague, let's put it into perspective. The 2004 Porsche Carrera GT boasts over 600 hp, but it weighs in at about 3,200 lbs (1,450 kg). That's more than a half-ton heavier than the Elise. Even an Enzo Ferrari, with 650 hp, is a heavyweight at 3,200 lbs (Motor Trend, Oct. 2004). In a straight-line run, that horsepower would put the Elise to shame in terms of top speed. But on a tight, twisting road course, the $40,000 Elise could outperform cars that cost hundreds of thousands of dollars more.

The stock U.S. Elise has a curb weight of 1,984 lbs (900 kg), a few pounds more than the European Elise. This is due mainly to the addition of air bags and other features needed to pass U.S. federal safety standards. The Elise Sport package drops 20 lbs. (9 kg) from the stock weight, while the Touring package adds 15 pounds (7 kg).

Drivers who frequent racing courses can choose a Sport option package, which adds about $2,500 to the car's list price. This option stiffens the suspension and adds adjustable shocks, aluminum alloy wheels and soft-compound Yokohama tires that are wider than the stock variety.

Those who are looking for a more comfortable ride can choose the Touring package, which includes leather and carpet, sound-dampening in the car's interior, power windows, a better stereo and some storage netting. This costs about $1,300 more than a stock Elise.

The final option is a $1,475 hard top for those who want more than a bit of cloth between themselves and the weather.

How the Lotus Elise Works -- Four Cylinders of Power

The Elise's engine contrasts sharply with some of the hefty engines in today's European supercars. The Toyota-made engine replaces the somewhat outdated Rover K-Series that has powered the Elise in Europe. The 1.8-liter, water-cooled, naturally-aspirated engine has an all-aluminum four-cylinder block with dual overhead cams, four valves per cylinder and an 11.5:1 compression ratio. It is placed in a mid-engine configuration, just behind the driver.

This engine is similar to the one found in the Toyota Celica GT-S, but with an updated intake system and exhaust and an Electronic Control Unit (ECU) tuned specifically for Lotus (Road & Track, August, 2004). It's cranks out 190 horsepower at 7,800 rpm, producing 138 lb-ft of torque at 6,800 rpm. If you've been looking at the Ferraris and Corvettes of the world, those numbers might seem a bit low. Keep in mind that the Lotus isn't meant to be a roaring beast of a car -- it's meant to be incredibly agile.

The Elise comes with Toyota's variable valve timing and lift (VVTL-i) installed. This allows the engine to switch to a different profile on the camshaft when a high rpm is detected. To put it simply, this gives the engine an extra kick at about the 6,200-rpm level. Both Motor Trend and Road & Track report that the system has been refined to provide a smoother transition to the high-rpm cam profile than in previous Toyota engines.

The engine is mated to a six-speed, close-ratio manual transmission (also from Toyota), designed to offer short, quick shifts as power is transferred to the rear wheels. A shift light lets the driver know when he's getting close to the redline, which in the Elise is 8,000 rpm.

Next, we'll take a closer look at what makes a Lotus a Lotus -- low weight and great handling.

How the Lotus Elise Works

Different automakers have different approaches when it comes to designing a high-performance car. For some, it's an eternal quest for more horsepower, with bigger engines, more cylinders and high-octane fuel. Some turn to space-age technology, adding the latest turbochargers, wind-tunnel tested aerodynamics and computerized suspension components.

For British manufacturer Lotus, high-performance is all about simplicity. A lightweight, stripped-down car with a modest engine is the Lotus ideal -- the pure sports car. The new Lotus Elise fits that ideal perfectly. It weighs less than a ton and only has a four-cylinder engine, but it's fast enough for most and has handling characteristics that more than one automotive magazine has called "telepathic."

The Elise has been available in Europe for a few years (as the Elise 111R), but the 2005 Lotus Elise marks the company's re-entry into the U.S. market. In this article, we'll find out how they made the Elise so light, why it handles so well and what it takes to get behind the wheel.

Big star in the movie Transformers

The Chevrolet Camaro becomes a star of the movie "Transformers".The film — which was first announced last year — is a collaboration between Paramount, DreamWorks, and Hasbro.


Apparently, "Bumblebee" starts out as a 1970s Camaro, and then be rebuilt as a 2008/2009 Camaro. Meanwhile, "Starscream" is an F-22 Raptor, and "Optimus Prime" is a fire truck. Judging by the license plate on the new Camaro, tuner Saleen also has involvement with the project. A Saleen Mustang police car also appears in the film.

New auto concept -- Ford Airstream

When word leaked about Ford’s Airstream concept, who didn’t expect a contemporary reincarnation? Here is a legendary American nameplate interpreted by design masters J Mays and Freeman Thomas, the duo who recast retro as a 21st century ethic with Volkswagen’s Concept 1.

When the curtain dropped at the Detroit auto show, audiences saw a funky, futuristic crossover more Brubaker Box than Airstream Bambi. Though Ford proclaimed it the epitome of the “American Journey,” many wondered if HAL 9000 were inside for the ride.

“We did look to 2001: A Space Odyssey for inspiration,” said Thomas, now Ford’s director of North American strategic design. “Forty years ago, Stanley Kubrick showed us that tomorrow can come with hope—and stunningly beautiful design.”

Ford allowed AutoWeek some brief seat time in the space-age cruiser; even in person, this Airstream looks more at home parked by a black monolith than at a KOA campsite.

The reflective chrome surface reveals itself to be a glossy blue-silver paint in real life, a twist from Airstream tradition. True retro touches—a series of 12 rivets—are subtly hidden and integrated into exterior pieces. (If you’re looking to count them, here’s a hint: The hubs of the 22-inch wheels count as four).



Standing just a bit shorter than six feet, the Airstream is not high—but the driver’s doorsill is. Entering requires pulling your foot up over a ledge, sliding a leg in under its sloping dashboard and wriggling the rest of your body into an egglike chair. It’s not unlike an NFL linebacker squeezing into a Little Tykes Cozy Coupe. Passengers have it easier, entering via a large gullwing side door (not functioning during our drive) or a Dutch-hearth-style hatch out back.

Inside, it’s as if that Cozy Coupe were furnished by IKEA. Except for seat frames and dash, the cabin is slathered in retina-scorching red, including its matching B&B Italia seat surfaces.

The concept emphasizes the journey but does little to address the stay. Unlike a traditional Airstream, Ford’s interpretation doesn’t include provisions for sleeping over. If you needed to, you could possibly lie across an L-shaped couch for a quick nap, but an overnight slumber would require lugging tents and sleeping bags. But this is, after all, just a design exercise.

What this Airstream lacks in bunk beds, it makes up for with technology. At the center of the rear lounge stands a tall cylindrical tower; flick a switch, and its central tube projects colorful images in all directions. A virtual fireplace mode may help warm interior lighting, but it’s not great for toasting s’mores.



In the belief that travelers would prefer a green vehicle for cross-country trips, the Airstream was designed for a coming HySeries fuel-cell hybrid system under Ford development. Though an Edge at the show was fitted with such a system, this Airstream wasn’t. Ford representatives wouldn’t say what engine was under the hood.

The change in powertrain didn’t diminish the experience. Though we crept along a test track for only a short distance, it quickly became obvious that the Airstream is the greatest vehicle for sightseeing since Oldsmobile’s Vista Cruiser. Scenery pours through asymmetrical windows and large skylights, literally wrapping passengers with the images of their surroundings. Drive this through the Colorado Rockies, and even the most video-dependent children will squeeze their faces against the lightly tinted windows.

All in all, it’s a bold move for Ford. But it may also be bold for Airstream itself. Between this concept and the Nissan-designed Backpack trailer, it’s obvious the storied RV maker is targeting a younger audience. A recent University of Michigan study reports the fastest-growing demographic of RV owners is between the ages of 35 and 54. Perhaps addressing their tastes will ensure future American journeys in American Airstreams.