The Mazda6 has been at a disadvantage in the dog-eat-dog midsize car class. Compared to stalwarts such as the Honda Accord, Toyota Camry and Nissan Altima, the Mazda6 was too small and weak on power, although it handled well and looked good. For 2009 Mazda is building on those positive qualities with a redesigned sedan that is larger and more powerful. Mazda has also addressed some quality issues, since it aims to better compete with the best in class.

Model Lineup

Mazda offers the 2009 Mazda6 as only a four-door sedan. Last year’s four-door hatchback does not return, nor does the four-door wagon that was available in 2007. The lineup consists of 4-cylinder i and V6-powered s models. Trim levels for the i model include base SV, Sport, Touring and Grand Touring. The s model is available in all but SV trim. SV equipment includes cloth upholstery, a 60/40 split-folding rear seat, an AM/FM/CD stereo, power accessories, and P205/65R-16 tires on steel wheels with wheel covers.

Sport trims add cruise control, remote keyless entry, and P215/55R-17 tires on alloy wheels. Touring versions get a power driver’s seat, keyless access and starting, a trip computer and fog lights. Grand Touring trims are fully loaded with dual-zone automatic climate control, leather upholstery, heated front seats, Bluetooth cell phone link and streaming audio, a universal garage door opener, Xenon headlights, and Mazda’s Blind Spot Alert system.

Standard safety equipment on all models includes dual front airbags, front side airbags, side-curtain airbags, a tire-pressure-monitoring system, anti-lock brakes with electronic brake force distribution, traction control, electronic stability control, and active front head restraints.

Under the Hood

Both engine choices get more power for 2009. Mazda6 i models trade a 156-horsepower 2.3-liter 4-cylinder engine for a 2.5-liter 4-cylinder powerplant that makes 170 horses, putting it in the same ballpark as other four cylinders in the class. The base engine is offered with a 6-speed manual transmission or a 5-speed automatic with manual shift capability. EPA fuel economy ratings are 20/29 mpg (city/hwy) with the manual and 21/30 mpg with the automatic.

Mazda6 s models get a more substantial upgrade. Gone is the Ford-sourced 3.0-liter 212-horsepower Duratec V6, and in its place is the Ford-designed, Mazda-built MZR 3.7-liter V6, which makes 272 horsepower. It comes with one transmission: a 6-speed automatic with manual shift capability. EPA fuel economy ratings are 17/25 mpg.

All Mazda6 models have front-wheel drive, and Mazda says there are no plans for an all-wheel-drive version.

Inner Space

Mazda aims for an upscale look and feel in the Mazda6 and comes pretty close to achieving that goal. Nice, soft-touch materials on the dash, armrests and center console certainly help, but some of the graining is mismatched and there are a few thin plastics that we fear may rattle later on. Add the available leather seats and the interior takes on a more luxurious look.

Most of the controls are easy to spot and reach. The readouts for the radio and climate controls are found in a small screen at the top of the dash. This can be a bit of a distraction because drivers have to look in two places when adjusting those controls.

Small item storage is just adequate. The center console is rather small and drivers can plop things in the cupholders behind the shifter, but we’d like an additional tray or bin for items such as cell phones. An auxiliary input jack is standard and Mazda offers a Bluetooth hands-free cell phone link that can also play streaming audio. These are nice, but we’d prefer a USB port to provide an iPod interface.

Thanks to a tilt/telescoping steering column, most drivers should be able to tailor a comfortable driving position. Available power seat adjustments help. Drivers should also have plenty of headroom and legroom. Rear seating is improved considerably over the last model. There is now enough legroom for a 6′2″ passenger to fit behind a 6′2″ driver. Headroom in back is also quite good, although really tall passengers will want more. A fold-down center armrest aids comfort in the rear-seat area.

Trunk space is also improved. At 16.6 cubic feet, the Mazda6 has a larger trunk than most competitors, bested only by the Chevrolet Impala. Standard 60/40 split-folding rear seats allow loading longer items, but the trunk opening is rather short, so the Mazda6 won’t swallow larger boxes.

On the Road

From behind the wheel the Mazda6 acquits itself well. It’s sportier than most competitors, though the Nissan Altima is probably more agile. The small-diameter steering wheel feels sporty in the driver’s hands, steering is fairly quick and direct for a midsize family car, and the Mazda6 is quite stable at highway speeds. If Mazda was aiming for an all-out sports sedan, the car should provide a bit more road feel and feedback.

The balance between handling and ride is impressive, and never beats up on passengers. Small road imperfections are handled well, and large ruts rarely intrude. Some drivers may find the ride a bit too firm with the available 18-inch wheels, especially those coming out of supple cars such as the Camry. We found the 18-inch rims tended to patter over consistently broken pavement.

The brakes have a linear pedal feel and deliver confident stopping power, although they may be a bit small for heavy braking conditions such as twisting mountain roads or racetrack driving. Mazda says it has worked to eliminate the brake squeal problem experienced by owners of the previous generation.

Engine performance is improved for both available powerplants. The 2.5-liter four cylinder is adequate for most needs, and it’s nice that customers can opt for all the amenities with a 4-cylinder model. The engine provides decent pickup from a start and we found that the 5-speed automatic transmission shifted quickly enough to help give the 2.5 decent passing punch. The standard 6-speed manual shifts easily and drivers can use it to wring a little more out of the engine. With either transmission the 4-cylinder is exceptionally quiet.

Probably the biggest demerit of the last Mazda6 was the performance of the V6 engine. The 3.0-liter V6 paled in comparison to the strong V6s offered by Honda, General Motors, Nissan, and Toyota. On paper the new 3.7-liter V6 has best-in-class power, and on the road it performs well. The V6 makes mincemeat of freeway on-ramps and has passing punch to spare. It comes with a smooth-shifting 6-speed automatic transmission that was sometimes tardy delivering downshifts. Drivers can use the manual shiftgate, but steering wheel paddles would provide more sporty flair.

Right for You?

Midsize sedans are right for most buyers, and the Mazda6 is one of the nicer examples of the breed. The roomy interior offers comfortable seating for five, the firm unibody structure provides a comfortable yet sporty ride, and the available V6 has power that matches any vehicle in the class. A final concern is quality. While the previous model scored low in J.D. Power Initial Quality Study ratings, Mazda says it has addressed those issues.

Kirk Bell has served as the associate publisher for Consumer Guide Automotive and editor of Scale Auto Enthusiast magazine. A Midwest native, Bell brings 18 years of automotive journalism experience to MSN, and currently contributes to JDPower.com and Kelley Blue Book’s kbb.com.

Large and luxury SUVs might be languishing on dealership lots, but the best downsized SUVs, which are smaller and car-based, are continuing to sell. Those smaller vehicles are often good alternatives to the larger models; they have better fuel economy and still deliver the practicality, power, and amenities that consumers expect.

This month, we tested three new upscale small SUVs: the Infiniti EX35, Land Rover LR2 and Volkswagen Tiguan (reviews available to Consumer Reports subscribers). We also tested three midsized SUVs: the Jeep Grand Cherokee, Nissan Murano and Volkswagen Touareg (available to CR subscribers).

Of the smaller SUVs, the EX35 and the Tiguan have good handling and performance. The Land Rover LR2 performed well in our off-road best downsized SUV tests even without low-range gearing. But in one run of our emergency avoidance maneuver, the LR2 lifted two wheels off the pavement momentarily, which earned it a poor score in our emergency handling tests.

While the EX35 and the Tiguan are new models, the LR2 is a replacement for the lackluster Land Rover Freelander. Prices ranged from $35,479 for the Tiguan to $39,425 for the EX35.

Notably, those newcomers to the best downsized SUVs category don’t outscore the less expensive Toyota RAV4 V6 or the newly redesigned Subaru Forester XT.

Among midsized models, the Murano has long been one of our favorites, and the new incarnation offers an interior and ride that are more refined. While it’s not as sporty as the old model, the Murano costs about $7,000 less than a comparably equipped Lexus RX 350 and scores almost as well. However, neither dethrones our top-rated midsized SUV, the three-row Toyota Highlander.

The Grand Cherokee and the Touareg are older models, with good off-road capability, that have been updated with new engines and other refinements. We found both vehicles to be improved, but neither is particularly competitive in its class. In fact, the Touareg’s smaller and less expensive sibling, the Tiguan, actually outscored it.

Prices ranged from $36,330 for the Murano to $43,350 for the Touareg.

A popular alternative to those best downsized SUVs is the Volvo XC70 wagon. The pleasant XC70 is essentially a wagon version of the S80 sedan, and it has many available advanced safety features. We paid $42,560 for ours.

In the Pipeline

We’ve begun testing the redesigned 2009 Honda Pilot and the new Ford Flex and will publish a report in the November issue. The outgoing Pilot is a previous Top Pick for midsized SUVs. BMW and Infiniti are also introducing new sporty midsized SUVs, the BMW X6 and a redesigned Infiniti FX. Toyota will also roll out its Venza wagon/hatchback this fall.

More luxurious compact SUVs will join this burgeoning segment soon. Arriving in dealerships in 2009, the Audi Q5, Mercedes-Benz GLK and Volvo XC60 will expand the offerings.

For millions of dog owners, family vacations often begin after a trip to the boarding kennel. With proper planning, preparation, and training, however, your dog can enjoy getaways by car with the entire family. There are countless hotels, parks, recreation spots, and even amusement parks across the country that welcome pets. And kids often enjoy having the family dog along for companionship and entertainment.

Before the trip

Taking a trip with your favorite canine might not be so charming if the pooch gets carsick on short rides, or if the animal’s only automotive travel experience has involved a visit to the vet’s office. Such animals may become panicked or anxious when put into the car. This can result in vomiting, noisy protests, or chewing the upholstery.

If this is a problem, you should plan ahead by desensitizing your canine friend to riding in a vehicle. Take short trips with fun, positive consequences, such as visits to friends and walks in a park, so that your dog learns to associate something positive with a car ride. Get the pet used to traveling restrained—whether by harness, barrier, or crate—to reduce travel anxiety during the big trip and increase safety for all.

If your pet continues to be prone to car sickness, it’s probably better to leave it at home. If that’s not an option, ask a veterinarian if a medication for anxiety and/or motion sickness would be appropriate. There are both prescription and homeopathic aids that can settle sensitive stomachs or minimize the effects of stress.

Pack mentality

Whether you’re taking an hour’s drive or a two-day trip, you’ll need to pack accordingly for the furry traveler. Just as at home, the most important supplies are food and water. Your local pet store carries an assortment of collapsible and disposable bowls designed for the travel enthusiast, and even bottles of water with built-in bowls.

To reduce your dog’s anxiety (and chance of destructive chewing) while on the road, give him an appropriate chew toy. There are a number of hollow rubber or plastic toys available that are perfect for stuffing with treats to keep your dog entertained.

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Car safety
The final, critical component for responsible travel with a pet is to properly secure the animal. In an accident, an unrestrained dog becomes a projectile, risking serious injury to the animal and human passengers.

To protect all passengers in a vehicle, it is recommended that pets be restrained by one of three methods. Each type of restraint is available at major pet stores and online supply houses, but there are varying levels of protection and risk.

For crate-trained animals, a plastic or collapsible crate is a natural choice for transportation. A crate offers familiar surroundings, a secure space, and the added convenience of having a place for your dog to sleep once you reach your destination. Unfortunately, many owners make the mistake of loading the crate—and the pet—into the vehicle without restraining the crate itself. Unsecured crates can move during sudden emergency maneuvers and accidents, and the dog might be injured within the crate.

Make the crate a comfy environment. Place a towel or crate mat in the crate for the dog to lie on, according to Dr. Bonnie Beaver, a professor in the Department of Small Animal Clinical Sciences at Texas A&M University in College Station, Texas. Give the dog some toys to keep him occupied. Make sure your dog has a water supply to stay cool.

An alternative is to secure the animal using a restraint harness that locks into a seat-belt receptacle, though the safety of these devices has not been tested, according to Dr. Beaver. A harness fitted around the animal’s chest may allow the pet to move (sit, lay down, look out the window) within the vehicle while keeping the animal secure in the seat in case of a sudden stop. Look for harnesses with metal buckles, since plastic may break during a collision. A drawback to the restraint harness: If the dog vomits, it will likely get on the seats and carpet instead of being contained in a crate.

For SUVs and wagons, you can also install a wire or nylon mesh pet barrier between the rear cargo compartment and the rear seat. But from a safety perspective, this is the least desirable alternative. While the barrier effectively confines the animal to the cargo area allowing it to stretch and move around, the animal could fly around during a sudden maneuver or accident if it is not secured. In addition, if the rear-window glass should break or pop out in an accident, the dog could get loose on the highway.

Another concern: Before you buy such a barrier, check how it is secured in the vehicle. The installation should be strong enough that it won’t become dislodged in a collision, allowing the animal to fly forward and possibly injuring rear passengers. Gates that rely on tension against the vehicle headliner for vertical stability, for instance, might carry an increased risk of becoming dislodged during an accident.

No matter what restraint method you choose, get your animal accustomed to traveling that way before the big family trip. Training, a little preparation, and the right restraint will make for a fun and safe holiday even the four-legged family members will enjoy!

Although a dog may love to have the wind in his face, an animal can suffer eye damage and even vision loss from road debris and insects.

Be aware of the temperature where the animal is positioned. If necessary, open a window or adjust the air conditioning to prevent overheating and/or dehydration. Direct sun might adversely affect dark-colored dogs, particularly in the summer, even when the car is moving and the air is cooler. You may need to install sunshades on the side windows.

Don’t leave the dog in the car if you will be away from it for a while. Cars can heat up fast when left in the sun. If you’re going to an amusement park, zoo, or other place where your dog is unwelcome, try to find a nearby kennel to board the dog while you’re occupied. Always have the dog’s rabies and other vaccination records with you so that you can show them to the kennel staff. Plan ahead, though, because many kennels are booked in advance for the summer. And if you plan to spend many days where the dog can’t visit, consider leaving the dog in a kennel closer to home.

When you’re traveling put a piece of tape on the dog’s tags with a local phone number or cell-phone number in case the dog gets loose. Your home number won’t be much help to someone who finds the dog while you’re traveling.

If shopping for a new vehicle, inquire about available pet travel aids. Some carmakers might offer customized accessories for owners who travel with their pets.
The full Ratings and recommendations for more than 200 vehicles, along with the latest information on thousands of other products and services, are available to ConsumerReports.org subscribers. Find out how to subscribe today.

The 2009 Corvette ZR1 is a flagship sports car that can match or outrun exotics worth several times its $103,000 base sticker, and yet proves smoother and more refined than any other Corvette in normal street driving. Powered by a spectacularly supercharged 638-horsepower version of the legendary Chevrolet small-block V8, and replete with leading-edge performance components, the ZR1 is definitely the new King-of-the-Hill Corvette.

Model Lineup

Ordering a new ZR1 is simple: You can only add a luxury package ($10,000) and chrome wheels ($2,000) to the well-equipped 1LZ base trim. The luxury package adds heated, 6-way power-adjustable sport seats with perforated leather and memory function. Leather gets wrapped over the dashboard, door panels and center console in a two-tone design. Also included in the lux-pack are seat-mounted side-impact airbags; power telescopic adjustment for the steering wheel; DVD-based navigation; a Bose premium 7-speaker stereo system; Bluetooth connectivity; a cargo cover and net. The total sticker, gas guzzler tax included, is $117,000.

The ZR1’s chassis combines hydroformed aluminum beams with aluminum and magnesium structural components over a balsa-wood/carbon-fiber composite floor, much like the Corvette Z06. It has several more composite and carbon-fiber body panels than its sibling, though, including wider carbon-fiber front fenders with dual air vents that are a cool nod to the 1963 Sting Ray. The roof panel, front fascia splitter and thin moldings for the rocker panel are all in exposed carbon-fiber weave with a special GM-developed non-yellowing clear-coat expected to protect them for the life of the vehicle.

Spoiled in the braking department, the ZR1 arrives with standard Brembo carbon-ceramic brakes. The drilled discs are 15.5 inches in diameter in front and 15 inches in the rear, their blue calipers carrying six and four pistons, respectively. Designed to last the life of the vehicle (on the street), the new binders reduce unsprung weight by 11 pounds at each wheel — a boon to ride and handling. Unlike some other carbon-ceramic brakes, they don’t need to be warmed up, don’t squeal and won’t cover the 20-spoke alloy wheels with brake dust, thanks to organic-compound pads that contain no metal.

The ZR1 weighs 3,324 pounds: 182 more than a Z06 but 505 pounds less than a Nissan GT-R. All body changes were made primarily to optimize aerodynamic efficiency and high-speed stability. Lift was reduced by 39 percent at the front and 29 percent at the rear, with only a six percent penalty to the drag coefficient. Other tweaks help channel cool air to the engine intake, four radiators and brakes.

Under the Hood

The ZR1’s carbon-fiber hood sits barely an inch higher than that of the Z06, in spite of a 6.2-liter V8 engine that packs a supercharger and an intercooler atop its aluminum block between aluminum cylinder heads. The clear polycarbonate window in the center, through which the LS9 engine’s intercooler cover shines, is a showstopper. The team was shooting for 100 horsepower per liter but over-delivered, with the final SAE-certified figures landing at 638 horsepower and 604 lb-ft of torque at 4000 rpm — 90 percent of which is available from 2600 to 5000 rpm. At 2000 rpm the LS9 is already belting out 500 lb-ft of torque.

To reliably handle such power, the LS9 engine benefits from upgrades such as titanium rods and intake valves, and a forged-steel crankshaft. Each engine is built by hand in the Wixom, Michigan, plant by a single technician who signs it once done. The LS9 is mated to an adapted version of the Tremec TR6060 six-speed manual gearbox. A new twin-disc clutch does an amazing job of keeping the ZR1 easy to drive while remaining capable of handling its brutal torque. Performance numbers? GM quotes a 0-60 time of 3.4 seconds, achieved in the steep first gear. The quarter-mile mark subsequently whisks by in 11.3 seconds at 131 mph, on the way to a top speed of 205 mph in sixth gear.

Inner Space

The Corvette Group is proud of the leather-wrapped interior that comes with the luxury package. The cars we drove at GM’s Milford Proving Grounds and on nearby roads all had it. The instrument panel is quasi-identical to the Z06’s save for a 220-mph speedometer and a boost gauge, and the same data is also shown on the head-up display. The six classic white-on-black gauges are impeccably clear and legible.

The perforated-leather sport seats included with the luxury package are comfy and offer easy ingress and egress. They provide better lateral support than Corvette Z06 seats for the upper body, but keen drivers would probably jump at the option of a deeper-sculpted or better-bolstered cushion for any serious track work. That said, if the ZR1 has a weak point it is the still rather banal look and feel of its cabin, in spite of the team’s latest efforts. Everything is functional, well put together and the optional package adds liberal surfaces of stitched leather trim. But the whole simply does not look or feel as rich or exclusive as this brilliant sports car deserves.

On the Road (and Track)

The target of the ZR1 was to achieve better handling than the Z06 with the ride characteristics of the base trim. They nailed it. In spite of running on extremely low-profile, run-flat Michelin Pilot Sport 2 tires (size 285/30ZR19 in front and 335/25ZR20 in the rear) the ZR1 rode amazingly well on a varied selection of roads. Compared to 2009 versions of the Z51 and Z06 coupes driven on the same loop (complete with the Corvette’s excellent new variable-ratio steering), the ZR1 unquestionably was the smoothest riding, quietest and most serene of the trio in all respects.

At the core of the ZR1’s impressive ride are standard Magnetic Selective Ride Control shocks. Now in their second generation, these Delphi-developed units also work wonders on the Audi R8. The ZR1 surprisingly rides on slightly softer springs but carries larger-diameter antiroll bars than the Z06.

Our laps around a partly coned-off version of GM’s twisty and treacherous 2.9-mile development track were enlightening. The engine’s relentless push and glorious sound at full throttle are the overwhelming initial impressions. The LS9 has a higher-pitched wail than you would expect from a big-bore V8, and sounds as if it is revving higher than its actual 6600 rpm limit. You then discover the enormous grip and progressive nature of the ZR1-exclusive Michelin PS2 tires.

Two full-bore laps as a passenger with development engineer Tony Rifici demonstrated how much grip there is at the front. Back at the wheel, once the front tires were fully loaded in medium or fast corners, the ZR1 would pivot gracefully and the amplitude of four-wheel drifts were easily modulated with the accelerator.

The stability and traction control system offers four settings that can help drivers safely pick up speed as they learn a new track and get acquainted with the ZR1’s responses. The system steps in if inputs are abrupt or if the car gets too much boot mid-corner. Our only beef was with the shifter, which produced the occasional hitch when shifting from 2nd to 3rd — the lever is a tad on the stiff side for fast driving or track work.

Right for You?

The Corvette has long been touted as a true bargain for its exceptional price/performance equation. In light of this, the new ZR1 is an outright steal if you can find and secure one of the 2,000 cars that are scheduled for production in 2009. Chevrolet even (wisely) throws in an advanced driving course. With all this, the ZR1 becomes (for the moment) the ultimate max performance all-rounder.

Volkswagen and Jaguar once again earned top honors for having the best certified used vehicle programs, according to automotive information provider IntelliChoice, Inc.
IntelliChoice, a subsidiary of PRIMEDIA, Inc., publishes annual car and truck cost guides projecting ownership expenses from the day of purchase to five years out.

The results for 2006 put Volkswagen at the top of non-luxury automakers for the second year in a row.

Jaguar won top spot among luxury brands, marking the fifth year in a row that Jaguar’s program placed first in the upscale category.

IntelliChoice noted most major automakers now have a certified used vehicle program—29 different manufacturer-sponsored certified used vehicle programs were analyzed for this study. These were split between luxury and non-luxury brands, each offering a number of different benefits.

“Certified pre-owned vehicles sales continue to gain momentum and have secured a significant and valuable place in the automotive landscape,” said James Bell, publisher of IntelliChoice.com. “As the only consumer automotive site to evaluate and rank these programs, we feel it is critical to provide car buyers with the most up-to-date information and tools they need to determine the greatest value for their money. Certified pre-owned vehicles offer an outstanding economic alternative to a typical new car, SUV, or truck purchase.”

IntelliChoice estimates that 1.6 million CPO vehicles will be sold in 2005. This accounts for around 10 percent of all U.S. automotive sales.

IntelliChoice ranks used vehicle certification programs based on the following criteria: car inspection process; extended warranty coverage; title verification; certification inspection process; availability of special financing; roadside assistance benefits; and whether there are return or exchange policies for the used vehicles.

The warranties and inspections offered on certified used cars are some of the most appealing features to consumers. Jaguar was rated as having the best warranty among luxury car brands, while Audi, Land Rover and Infiniti were tied with Jaguar for the top slot of the best inspection category.

In the non-luxury class, Mazda was singled out as having the best warranty program, while the best inspection accolades went to Nissan.

Cadillac’s program was ranked third among luxury automakers this year, marking the second time the domestic car brand has made it into the top five.

Ford/Mercury were the only domestic brands in the non-luxury top five, coming in with the fifth-best certified pre-owned program. However, Ford Motor Company fielded three other brands in the lists—Jaguar, Volvo and Mazda.

Also interesting to note: Toyota joined the non-luxury list for the first time, while the automaker’s luxury marque Lexus dropped off the top-five luxury brands.

Here’s the IntelliChoice list of top certified used programs for 2006:

Luxury

Jaguar
Volvo
Cadillac
Saab
Audi

Non-Luxury

Volkswagen
Mazda
Honda
Toyota
Ford/Mercury

Beginning with the 2010 model year, new vehicle window stickers will feature an overall safety rating that combines frontal, side, and rollover tests, similar to Consumer Reports overall safety rating we have been compiling since 2001. Behind that rating will be several upgrades to the tests and rating processes used by the federal government. Most notably, female crash dummies will be used and a new side pole test will simulate a vehicle striking a tree.

Results from tests conducted by the National Highway Traffic Safety Administration (NHTSA) through its New Car Assessment Program (NCAP) will be supplemented by a rating to indicate if advanced safety technologies such as electronic stability control (ESC), lane departure warning systems, and forward collision warning systems, are optional or standard equipment. However, the government agency will not rate the effectiveness of individual devices.

High-Impact Changes

Changes to the program are warranted to better differentiate the crash performance between vehicles and clearly communicate which cars are safer to car shoppers. Back in 1978 when NHTSA began crashing cars at 35 mph into a flat barrier and rating them for frontal impact safety. At the time less than 30 percent of the models tested earned four or five stars, or the equivalent, for the front driver. However, for model-year 2007, 98 percent of test vehicles earned four or five stars. Today, it can be difficult for consumers to differentiate the performance for competing models based on NHTSA data alone.

NHTSA will continue to perform its front crash test at 35 mph using a rigid barrier. The side crash test remains based on a 3,015-pound car traveling at 38.5 mph striking the left side of the car.

These tests are notably different from those conducted by the Insurance Institute for Highway Safety (IIHS). The IIHS used a frontal-offset test conducted at 40 mph, which simulates a typical head-on crash with another similar car. For the side test, the IIHS uses a 3,300-pound moving barrier that strikes higher up on the tested vehicle to simulate the car being hit on the side at 90 degrees by a typical-height SUV or truck. It is conducted at a lower speed, 31 mph. (See crash tests performed by IIHS.)

A new side-impact pole test has also been included in the NHTSA proposal that simulates a vehicle sliding off the road and hitting a tree or telephone pole. This is a more severe test than the regular NCAP test, but it will only assess the injuries to the driver. As the new side-crash pole test is phased in, most vehicles will meet the test requirements by September 2014. On the road to improving side safety, all new passenger vehicles will meet the head injury requirements of the Institute’s moving deformable barrier test by September 2009.

The addition of a small female dummy will enable to the tests to better represent a broad range of body types, specifically addressing women and larger children. In addition, new testing for leg injuries will be done, adding to the injury risk assessment.

Not Done Yet

Consumers Union, as well as other organizations and automakers, submitted recommendations to NHTSA when comments were solicited on this topic last year. Notably, CU was a proponent for the female crash test dummy, and we supported maintaining the current crash test speeds.

While we are encouraged by the advancements this program will make, there were several suggestions made by CU that did not make the cut and we feel have merit:

Conduct a dynamic rollover test to assess body structure, seat belt design (including pretension), side-curtain airbags, roof strength, door locks and, and the retention of window glazing, rather than the static roof crush tests.
Review the implementation of rear-impact tests, like those conducted by the IIHS.
Consider a manufacturer self-certifying process in which the industry would test and rate its own vehicles and undergo spot checking of their test results by NHTSA. This would operate much like the verification test process used by the IIHS for front crash ratings, and it would accelerate the availability for crash data to consumers.
Research a rear-visibility rating to address blind zones that put children at risk.
Work with international safety researchers to develop a pedestrian-friendly rating.
Bottom Line

We applaud the efforts made by NHTSA to improve its automobile safety program and the work to be done by the auto industry to address the increasingly stringent safety standards.

In the end, the consumers win. Car safety continues to improve, and a clearer presentation of more-detailed crash-test results and standard safety equipment can empower car shoppers to make better, informed purchase decisions.

Large and luxury SUVs might be languishing on dealership lots, but the best downsized SUVs, which are smaller and car-based, are continuing to sell. Those smaller vehicles are often good alternatives to the larger models; they have better fuel economy and still deliver the practicality, power, and amenities that consumers expect.

This month, we tested three new upscale small SUVs: the Infiniti EX35, Land Rover LR2 and Volkswagen Tiguan (all available to subscribers). We also tested three midsized SUVs: the Jeep Grand Cherokee, Nissan Murano and Volkswagen Touareg (all available to subscribers).

Of the smaller SUVs, the EX35 and the Tiguan have good handling and performance. The Land Rover LR2 performed well in our off-road best downsized SUV tests even without low-range gearing. But in one run of our emergency avoidance maneuver, the LR2 lifted two wheels off the pavement momentarily, which earned it a poor score in our emergency handling tests.

While the EX35 and the Tiguan are new models, the LR2 is a replacement for the lackluster Land Rover Freelander. Prices ranged from $35,479 for the Tiguan to $39,425 for the EX35.

Notably, those newcomers to the best downsized SUVs category don’t outscore the less expensive Toyota RAV4 V6 or the newly redesigned Subaru Forester XT.

Among midsized models, the Murano has long been one of our favorites, and the new incarnation offers an interior and ride that are more refined. While it’s not as sporty as the old model, the Murano costs about $7,000 less than a comparably equipped Lexus RX 350 and scores almost as well. However, neither dethrones our top-rated midsized SUV, the three-row Toyota Highlander.

The Grand Cherokee and the Touareg are older models, with good off-road capability, that have been updated with new engines and other refinements. We found both vehicles to be improved, but neither is particularly competitive in its class. In fact, the Touareg’s smaller and less expensive sibling, the Tiguan, actually outscored it.

Prices ranged from $36,330 for the Murano to $43,350 for the Touareg.

A popular alternative to those best downsized SUVs is the Volvo XC70 wagon. The pleasant XC70 is essentially a wagon version of the S80 sedan, and it has many available advanced safety features. We paid $42,560 for ours.

In the Pipeline

We’ve begun testing the redesigned 2009 Honda Pilot and the new Ford Flex and will publish a report in the November issue. The outgoing Pilot is a previous Top Pick for midsized SUVs. BMW and Infiniti are also introducing new sporty midsized SUVs, the BMW X6 and a redesigned Infiniti FX. Toyota will also roll out its Venza wagon/hatchback this fall.

More luxurious compact SUVs will join this burgeoning segment soon. Arriving in dealerships in 2009, the Audi Q5, Mercedes-Benz GLK and Volvo XC60 will expand the offerings.

Aug. 28 (Bloomberg) — Toyota Motor Corp., working to keep a lead in advanced autos over General Motors Corp., is developing an electric-powered small car and will speed up testing of plug-in Prius hybrids with new battery technology.

The all-electric car will be “mass-produced” in the early 2010s, President Katsuaki Watanabe said today in Tokyo without elaborating. Tests of rechargeable Priuses, previously set for 2010, were moved up to late 2009, the automaker said.

The shift by the world’s largest seller of hybrid autos reflects rising demand for fuel-efficient cars amid record oil prices. Toyota’s new timetable for the plug-in Prius mirrors GM’s planned schedule for tests of its rechargeable Volt.

“Toyota is one of those companies that literally have their hand in everything,” said Ed Kim, director of industry analysis for consultant AutoPacific Inc. With electric cars also coming from Nissan Motor Co., “it was probably only a matter of time before Toyota decided they want to have one as well.”

Toyota’s battery-only car will likely be a small, urban commuter vehicle, spokeswoman Jana Hartline said. She also didn’t have details.

Plug-in hybrids can be recharged at a household outlet, unlike the current models that now capture power from braking when the vehicle is in motion. Toyota’s rechargeable Prius will use lithium-ion batteries, an advance over the nickel-metal hydride versions in existing hybrids.

More Range

Rechargeable Priuses with extra nickel-metal batteries are now being tested in California and Japan, with a range of about 7 miles on battery power alone. Toyota estimates the new plug- ins will be able to travel 10 miles (16 kilometers) on a charge.

“We’ll be studying the range, but think we’ll need more than that for a consumer version,” Toyota spokesman John Hanson said today in an interview from Tokyo. “Non-consumer fleets” such as utilities will use the vehicles, Hanson said.

Toyota, based in Toyota City, Japan, is targeting its first commercial plug-in sales for late 2010, the same debut GM expects for the Volt. The Detroit-based automaker wants the Volt to have as much as 40 miles of all-electric range.

GM will be “producing through 2009 and most of 2010 large numbers of production Volts,” though for use only by employees, Vice Chairman Bob Lutz told reporters today in Joliet, Illinois. “We’re probably not going to have any public fleets.”

The Volt is “not comparable” to Toyota’s planned plug-in hybrid, Lutz said. Unlike the current Prius or the new plug-in versions, the engine in the GM vehicle will only recharge the battery pack and won’t directly turn the wheels.

Nissan, Mitsubishi

Today’s announcement by Toyota follows Nissan’s plan to lease small numbers of electric vehicles in the U.S. by 2010 capable of traveling 100 miles on a charge. Mitsubishi Motors Corp. also intends to test all-electric i MiEV minicars in California later this year and sell them in Japan.

Toyota, Japan’s largest automaker, is building on its own experiments with all electric vehicles, including testing fleets of E-Com electric minicars in Japan. To meet California air- quality regulations, it leased electric versions of its RAV4 small sport-utility vehicle for about a year ended in early 2003; hundreds remain in operation.

“We’ve definitely seen consumer interest in pure electric vehicles increase, mainly because of environmental concerns and more being written about them,” said Kim, who is based in Tustin, California, and is a former product planner for Hyundai Motor Co. “We really don’t yet know how well they’ll sell.”

Toyota also moved today to shore up its ability to expand sales of current hybrids. Hanson said subsidiary Panasonic EV Energy Co. would add capacity to make nickel-metal packs for as many as 1 million autos by 2010, a threefold increase over last year.

Toyota’s American depositary receipts rose 70 cents to $88.70 at 4:15 p.m. in New York Stock Exchange composite trading. They have declined 16 percent this year.

To contact the reporter on this story: Alan Ohnsman in Los Angeles at aohnsman@bloomberg.net

Danger on the road
Two drivers in two snazzy cars, adjacent lanes, and bad moods are about to “merge” on a freeway at seventy. They have never met before, on the road or off, and neither has earned the other’s anger, but for whatever reason, they’ve both had enough of pushy people for the day. They’re neck and neck. Their lanes will begin to join in 500 feet, or about five seconds. Each driver pretends not to notice the other.

During the next quarter of a minute, the gap between the cars slowly narrows, then disappears. You watch, astonished, as the two drivers compete for their single lane. Neither is willing to acknowledge the other.

Plenty of room remains on the road, and you avoid the conjoined pair of once pretty but now crumpled cars as their drivers lose control. They spin lazily to the shoulder in a jumble of metal scrap.

You have witnessed road rage.

We can’t say how bad the problem is; we lack clear data. The National Highway Traffic Safety Administration (NHTSA) believes the number of crashes caused by road rage each year to be “substantial”. An oft-quoted NHTSA statistic describes almost 13,000 injuries or deaths caused by aggressive driving between the years 1990 and 1997.

Road rage and aggressive driving are related but distinct. The relationship may be obvious, and we will explore it in a moment, but let us first make the following quick distinction: aggressive driving is a misdemeanor, whereas road rage is a criminal offense.

And, yes, it can be quite deadly.

The following story received wide media attention in Colorado between November 2005 and April 2007. On 8 November 2005 a 32-year-old man named Jason Reynolds with a history of dangerous driving chased-down a Toyota 4-Runner, swerved in front of it, and slammed-on his brakes. The 4-Runner lost control, crossed the median, flipped, and crashed at high speed atop an oncoming Ford Explorer. The Explorer’s driver, Greg Boss, and the driver of the 4-Runner, Kevin Norman, were instantly killed. After the crash Reynolds said that Norman “got what he deserved and what he had coming.”

Reynolds was convicted in 2007 of first-degree murder for deaths resulting from road-rage. In his apology, he blamed Norman for the crash, and the “journalistic hacks” of the media for the outcome of his trial.

The Arapahoe County District Judge Carlos Samour, who handed down the sentence, responded famously to the apology: “Mr. Reynolds, you might as well have been standing in the middle of the highway with a gun pointed at people. You used your car as a weapon, and you played Russian roulette.”

The NHTSA definition of road rage is “an assault with a motor vehicle or other dangerous weapon by the operator or passenger(s) of another motor vehicle or an assault precipitated by an incident that occurred on a roadway.” Simply put, it is intentional violence on the road. It is a dangerous criminal offense that can lead to further altercations, to damaged vehicles or other property, to injury or to death.

From aggression to rage
Aggressive driving leads to road rage as the response. Many people drive too fast, tailgate, change lanes without warning or with little safety margin, or pass on the shoulder or in the emergency lane. But aggressive driving is carelessly dangerous, whereas road rage is deliberate.

Aggression may arise in drivers who are frustrated by bad weather, time constraints, traffic congestion, or the carelessness of others. Or, for that matter, arguments earlier in the day with coworkers, and so on.

Oversensitive drivers may aggressively defend their cars from potential hostility. They may feel provoked, wishing to retaliate. And, unfortunately, they may perceive aggression on the road where there is none.

Thus aggressive driving can occur spontaneously but continue to propagate from one driver to the next unless we actively quash it by backing off and calming down.

Mark Nelson of RoadRagers.com names these causes of road rage: a frustrating environment, retaliatory instructive responses, and territorial defensiveness.

How can road rage be avoided?
Here again is the mantra of safe driving in aggressive conditions: back off and calm down. A two ton car moving a mile a minute can hurt people very badly because it lacks the margins of safety to waste in anger.

Remind yourself to give other drivers the benefit of the doubt. Where you think you see aggression, you might be wrong. It helps to remember that driving styles are different in each city.

The locals probably have no idea why their failure to use turn signals should make newcomers so cranky and self-righteous. The locals may signal lane changes through a kind of telemetry involving moving to the edges of their lanes and waiting two seconds for other drivers to notice; and if other drivers make space, that’s nice, but such courtesy isn’t required. This all works quite nicely for the locals.

The newcomers, for their parts, may think nothing of passing on the right. To do so may startle the locals. In some cities, to do so may trigger a string of heart attacks.

Neither the newcomers nor the locals intend any aggression. Nevertheless, the potential for misunderstanding and subsequent anger is great, so try to be understanding.

On the other hand, do keep watch for true aggression. In your mind, mark aggressive drivers and road-ragers as road hazards, and try to predict their reactions to other drivers — and to you in particular — so that you can avoid any dangerous moves they might make. Your goal is to prevent an accident with them. Give them plenty of space, and give yourself an escape route. If they do something dangerous, use your escape route and the space you’ve created to avoid the danger.

But above all, be gracious and polite! Politeness is the direct antidote for road rage. Be nice and wave thanks to nice people, trying to be polite to everyone, because anyone could be feeling grouchy.

Much kudos to the polite

According to the AutoVantage Car Club’s “In The Driver’s Seat Road Rage Survey” of 2007, the most courteous drivers live in Portland, Oregon, followed by drivers in Pittsburgh, in Seattle / Tacoma, in St. Louis, and in Dallas / Ft. Worth. The rudest drivers in the nation live in Miami, Florida. They are followed by drivers in New York, then in Boston, in Los Angeles, and in Washington, D.C.

This writer happens to have grown up in Portland, and now lives in New York.

Not too long from now, a sensuously curved sports car designed by a German and made with American parts will roll off an assembly line in Finland and quietly mark the first clear break from our century-old dependence on crude oil for transportation.

Many a dreamer has attempted to create a serious, reasonably priced automobile that sidesteps oil and gas as an energy source, but all have flopped and sent investors straight to the poorhouse. Yet this one really has a shot at success, not just as a science experiment but as a commercial endeavor that could provide the first independent rival to the big international automakers in decades.

The new vehicle, the Fisker Karma, is the result of a marriage of convenience between art and commerce — the love child of idealistic former BMW designer Henrik Fisker and Silicon Valley venture capitalists eager to make a smart, early bet on alternative energy.

4 cents a mile
Although the car looks like sex on wheels, with a long, swoopy hood and flared-out wheels, it is a marvel of engineering that re-imagines the automobile from the power plant to the solar-panel roof for an era when cheap, clean, plentiful electricity will push expensive, filthy gasoline to the sidelines. It’s ready to roll for around 4 cents a mile.

The power for the Karma comes straight from a standard electrical outlet, no fancy charging apparatus required. And unlike the Toyota Prius, the hybrid gas-electric darling of the eco-friendly set today, the Karma could run its entire life without ever sniffing gas.

For while the dirty secret of the Prius is that it’s powered by a conventional internal-combustion engine that switches to electrical power in low-demand situations, the Karma is an electric vehicle that requires only a short recharge boost from its small gas engine if traveling 50 miles from its base.

The Karma is to go into full production next year.

The big idea behind the Karma, which will initially cost $80,000 while in limited initial production, is that the best alternative to crude oil for transportation is not a new fuel or technology but simply efficiency. The genius is that it transforms electricity generated by anything ranging from a home solar-panel system to a utility company’s wind turbines into a fuel that can power a strong, safe, well-appointed, roomy car on the average commuter’s trek to work and back.

In fact, if you’re among the 60% of the U.S. population that drives less than 25 miles each way to work, you may never have to buy gasoline again. If you do decide to take it out on the open road for a trip across the state, this plug-in electric hybrid vehicle, or PHEV, will get about 100 miles to the gallon — at least double the Prius’ fuel efficiency. That’s not bad for a car rated to jump off the line to get to 60 mph in 5.8 seconds.

Less battery, more space
PHEVs are much more efficient than their gas-powered cousins because electric motors are better at turning a single Btu of energy into motion, in part because they produce no wasted heat themselves. They’re also better because we have many more low-emission, U.S.-based ways to produce electricity — natural gas, solar, nuclear and wind, for example — than we have sources for liquid fuels.

The problem with electric-car motors up to now has centered on the batteries. Laws of physics make it hard to create batteries that hold a big enough charge to provide a lot of juice and are still light, small and safe enough to fit into a passenger vehicle without compromising fit and finish. The densest batteries, which provide the most juice, also tend to require the longest recharge times.

A Karma competitor called the Tesla Roadster, which will go on sale soon, is so optimized to go distances of up to 200 miles on a single charge that its battery is huge and surrounded by a water-based cooling system. As a result, the Tesla holds only two people and little luggage. In contrast, the Karma, using lithium-ion manganese batteries, is optimized for the 50-mile range that is considered to be the need of a majority of early adopters, and that’s why there’s room in the vehicle for four people to sit comfortably — and haul at least a couple of golf bags, to boot.

With the major automakers struggling, you might think that this is a dumb time to come out with a new car. But it may turn out to be quite the opposite. The automakers all have a lot of excess capacity on their factory floors now, and the same goes for suppliers of interiors, hoses, tires, suspension systems and other parts.

Instead of facing a quandary like that of John DeLorean — who was the last man to challenge the Big Three and who was ultimately crushed by the need to create every part in-house — a new automaker today can rely on just-in-time inventory systems to provide an efficient supply chain and can bargain with plant owners who are dealing with millions of hours of idle capacity. The Karma will be made at Valmut Auto in Finland in the same plants that today produce the Cayman and the Boxster for Porsche.

If you can’t buy, invest
David Anderson of hedge fund Palo Alto Investors, whom we’ve always known here as an oil and gas specialist, became an early investor in the Karma after looking for years at many other alternative-energy technologies, as did the major venture-capital firm Kleiner Perkins. Anderson said a smart investment in alternative-energy needs to fulfill all four of the following criteria: It must make good economic sense, it must reduce emissions, it must provide more energy for the growing worldwide economy, and it must reduce dependence on any single commodity.

Getting down to brass tacks, Anderson said his firm believes that if it can’t reasonably turn a $20 million investment into $80 million in five years, it’s not interested. It’s also not interested in solutions that don’t scale or in those that pollute or depend heavily upon government grants.

Most Americans don’t have $80,000 for the car or $20 million to make a venture-capital investment, but there is one potential common-stock investment in the Fisker: Quantum Technologies (QTWW, news, msgs), which makes the car’s Q Drive motor.

Quantum is a major supplier of clean-energy technologies to automakers and the military, so its plug-in hybrid electric motor for the Karma is the result of a long history of experimentation and production, not a one-off test case. With its stock now trading around $1.75 a share, Quantum’s revenues have been going downhill for years, and it’s never made a profit. But that could turn around if the Karma and other projects take hold in the marketplace.

This kind of idea is bound to provoke plenty of skepticism until it goes into full production in 2009 and begins to generate sales. But new solutions for a world of scarcer, more expensive energy have to start somewhere, so you can’t immediately dismiss every attempt as impossible.

Anderson said he’s involved because he “likes to know stuff before other people,” and if it turns out that PHEVs take hold at the lower price point of the Chevy Volt — scheduled for production in 2010 around $30,000 — then he’ll have an early view of the potential impact on his oil and gas exploration and services investments.

Ideally, it would be great to see PHEVs reduce demand for the foreign oil used in cars while increasing demand for the U.S.-produced natural gas used in electric utilities. That would be a win for the environment, energy independence and our portfolios.