The FCX is electrically propelled, electricity generated by its fuel cell, seats four and comes with luxury equipment that includes an infotainment system, air-conditioned seats and a premium hi-fi. It is a little bigger than a Honda Accord and is slightly larger than the concept. The only difference is that the production model has a conventional radiator grille and the chassis is built out of steel.

Consumers can lease the vehicle for three years at the price of $600. The car will be leased only in very localized areas because of the very limited availability of the hydrogen fuel it runs on – in the Los Angeles area of California there are currently three refueling stations, only one of them 24/7, limiting its use to people who live within 100 miles or so of a station. The FCX has a range of 270 miles. But new hydrogen fuel stations are scheduled to open – there will be 11 by the end of 2008, and 19 in the area by 2012, with many more coming after that as part of California governor Arnold Schwarzenegger’s plan to build a ‘hydrogen highway.’

Honda understands that creating a vehicle like this and leasing it may hurt them – but in the long run they will be receiving the input from consumers on how to improve on the next model. They believe that the FCX is just what they need to break the ice and are confident that in a few years these cars will have become popular. They are also hoping that they will help to reduce the pollution that is caused by most fuel-engine vehicles.

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Lexus pushes its hybrid cars as performance hybrids, using regenerative braking and battery assist to provide straight-line speed expected of vehicles with much larger engines, but the Accord hybrid was the first vehicle to use hybrid technology to enhance performance. In a road test of the Accord hybrid, there was recorded acceleration numbers notably quicker than we managed in regular gasoline-fueled Accords.

How is it, then, that a climate which is encouraging other automakers to bring new hybrids such as the Ford Escape and Lexus LS600hL to market cannot support the Accord? It’s a combination of factors, primary among them price. All hybrids carry a premium over their traditional counterparts, and the Accord hybrid’s is about $3600.

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It’s not what you’d call a classic work truck but is targeted at a narrow, personal use, portion of the small-pickup market. There is no two-wheel drive, two-door model; and neither a manual transmission nor a low-range transfer case is available.

Although the Ridgeline’s chassis stems from the Pilot’s, the structure is significantly changed, with 93 percent being unique to the new truck. A respectable 5000-pound tow rating results from the fiddling. The front-strut, rear-multilink suspension design is carried over from the Pilot, but it, too, has been strengthened to handle additional loads.

The biggest difference, of course, between the SUV and the pickup is the latter’s cargo box, which is made by using a sheet-molding-compound coating that is dent and corrosion resistant, no bed liner needed. A clever bit of design is a hatch in the floor of the bed that opens to expose a nine-cubic-foot trunk, large enough for three sets of golf clubs. There’s also a useful tailgate which swings open from right to left like a door, in addition to its traditional tailgate movement, making it easy to get at the trunk.

The 3.5-liter SOHC engine is familiar Honda goods and makes 255 horsepower and 252 pound-feet of torque in this truck. It’s backed by the well-known five-speed automatic from the Pilot and MDX and Honda’s on-demand VTM-4 four-wheel-drive system, albeit with higher-capacity clutches, a new torque converter, and a transmission-oil cooler. It’s an Ultra Low-Emission Vehicle, and Honda estimates 16 mpg in city driving and 21 on the highway.

Ridgeline’s standard equipment includes 17-inch wheels, A/C, cruise control, power windows, anti-lock brakes, stability control, and a heated windshield area where the wiper blades rest. And with this new-for-Honda segment come new trim levels. Gone are DX, LX, and EX; a base Ridgeline is designated RT and costs roughly $27,000. The mid-level RTS should come in at about 30K and adds alloy wheels, a six-CD changer, and automatic climate control. The top-of-the-line RTL starts at about $32,000 and adds heated leather seats and XM satellite radio.

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The 2007 Honda Fit is powered by a 109-horsepower 1.5-liter VTEC engine with a standard 5-speed manual transmission or a 5-speed automatic transmission. Standard equipment includes six airbags, ABS, power windows, power locks, power mirrors, a unique multi-configuration 60/40 split Magic Seat, and an AM/FM/CD audio system.

The Fit Sport adds steering-wheel-mounted paddle shifter controls with the automatic transmission, an underbody kit, a rear roofline spoiler, fog lights, 15-inch aluminum-alloy wheels, a security system with remote entry, a 200-watt AM/FM/CD audio system and cruise control.[MSN Autos]

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“Some of these awards use the phrase ‘car of the year’ and some of them have panels of jurors,” McCullough said. “But the North American Car of the Year and North American Truck of the Year awards are different. Rather than coming from a single media organization, these two awards are decided by 49 independent automotive journalists. These jurors, as we call them, represent the best automotive journalists from print, radio, television, and the internet, both in Canada and the United States.”

McCullough, one of the 49 jurors, was chosen to open the envelope and announce the winner, a scene somewhat reminiscent of the Academy Awards that was broadcast on more than 112 television stations and published in hundreds of newspapers across America.  “I’m really honored they let me make the announcement,” McCullough said. McCullough has served as the editor of New Car Test Drive for nearly 10 years.

The award covers the entire Civic line, from the $14,560 DX sedan to the well-equipped $18,260 EX, up through the coupes to the sporty Si, as well as the super-clean, miserly Civic Hybrid.  “The Civic received my top vote for several reasons,” McCullough said. “For starters, it’s very affordable.

“As always, there was some controversy surrounding the winning car,” he said. “Imagine getting 49 automotive journalists to agree on something, much less members of the media who weren’t on the jury. Some of my colleagues from the enthusiast magazines groused that the BMW 3 Series did not win the award. I understand their point of view. The 325i and 330i are terrific sports sedans.

I’d be happy to drive one on a daily basis and would not hesitate to recommend one to anyone shopping for a sports sedan in its price range. But they range from about $31,000 for a 325i to about $37,000 for a 330i. That’s a big difference in monthly payments: $360 a month for a five-year loan for a Civic EX sedan vs. nearly $600 a month for a BMW 325i. That’s part of the reason people buy three times as many Civics as 3 Series BMWs.”

Honda sold about 308,000 Civics in 2005 compared with about 107,000 BMW 3 Series cars. The BMW 3 Series finished fifth in the voting. Finishing behind the Civic in descending order were the Ford Fusion, Pontiac Solstice, and Hyundai Sonata, all less expensive vehicles than the BMW.

“Another appealing aspect of the Civic is that it’s available in a broad range of models,” McCullough said. “Whether you want an inexpensive, fuel-efficient, reliable, comfortable sedan for the daily commute or a hot coupe that can win autocrosses or the environmentally friendly Hybrid, there’s a car for you.” The Civic Hybrid is rated 50/50 City/Highway miles per gallon.

“Third and most important, the Civic is a superb product.”
“As good a job as Honda has done in designing four distinct models of the new 2006 Civic, it’s done an even better job of delivering four, distinct driving experiences,” wrote Tom Lankard in his review of the Civic lineup for New Car Test Drive.

“The LX sedan is the most comfortable and confident Civic we’ve driven,” Lankard wrote. “Ride was solid but comfortable, with less road noise and wind whistle expected for the class. Shifts were smooth brake feel was solid, steering response certain. The Si’s six-speed manual was a delight of precision. The view out the front of the new Civics, with the expansive windshield, low cowl and sloping hood, is unparalleled in the class.”

“Three decades ago the world of small cars was forever changed when the original Civic was first introduced, said John Rettie, a NACOTY juror and a correspondent for New Car Test Drive. “Similar cars from other companies caught up and even surpassed the Civic in the eyes of many. Now, Honda has rejuvenated the Civic line with a selection of innovative models that will appeal to a wide range of buyers.”

The all-new 2006 Ford Fusion was a solid runner-up in the voting and McCullough said the Fusion was his No. 2 choice as well.  “The Ford Fusion is a midsize sedan that’s well engineered and competitively priced,” he said. “I found both the four-cylinder and V6 models enjoyable cars to drive.  I hope to see Ford achieve success with that car.”

Media outlets the jurors represent include USA Today, the Chicago Tribune, the Plain Dealer, the San Jose Mercury News, the Boston Globe, Car and Driver, Road & Track, Popular Mechanics, Fortune, AutoWeek, Automotive News, MotorWeek, Autoline Detroit, and New Car Test Drive, a leading Internet content provider of car reviews. This makes it impossible for anyone to significantly influence the outcome.

The North American Car of the Year award is designed to recognize the most outstanding vehicles of the year based on many factors, including innovation, design, safety, handling, driver satisfaction and value. To be eligible vehicles must be “all new” or “substantially changed” from the previous model.

Dozens of new 2006 car were eligible. The jurors whittled the field down to 14 cars in early October, then cast their votes December 5. Steve Laughman, a partner at accounting firm Deloitte & Touche in Detroit, tallied the votes. He kept them secret until handing a sealed envelope to McCullough January 9 at the North American International Auto Show at Cobo Hall in Detroit.

In an unprecedented sweep, Honda also won the 2006 North American Truck of the Year with its innovative Ridgeline pickup.  With the Civic, Japanese automakers have won the award three times in the past 13 years. American cars have earned the award six times and European automakers have won four times.

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Around back, the CR-V has finally lost the rear-mounted spare tire and side-swinging cargo door, replaced by a true hatchback that lifts easily. Vertical brake lights also deliver a classy feel. I’ve now seen a number of exterior colors in the flesh and think darker hues like Royal Blue Metallic are more attractive than lighter ones like Glacier Blue Metallic. There’s also an odd Green Tea color that similar to the front end will generate strong opinions.

Honda has really found its stride with interiors lately. The CR-V shares its look in part with the new Civic compact car lineup and Ridgeline pickup truck.  The dash is perfectly executed. Did I just say that? Where the Civic went a bit funky with a two-tiered layout for the gauge cluster, the CR-V opts for a more straightforward side-by-side setup with an informative digital display wedged between the speedometer and tachometer.

The steering wheel is a bit on the small, but considering Honda expects 60 percent of CR-V buyers to be women, that won’t be a real negative. Radio controls and the center-mounted shifter are surrounded by small cubbies, including a hidden upper glove box with a metal door. There’s also a standard glove box below. A trio of center-mounted A/C knobs felt a bit cheap when turning, but they were the lone setback in an overall splendid dash.

Leather-equipped LX models should be the preferred choice, as most found the standard cloth fabric in both the EX and LX trims a bit too soft to the touch to be durable. They also didn’t think the straps used to flip the rear seats down would last over the long haul. They felt strong for the most part, but other automakers use sturdy buttons for such operations instead. There’s also no way to flip the seats down from the rear cargo area.

The CR-V sports Honda’s new 166-horsepower DOHC four-cylinder engine mated to a standard five-speed automatic transmission. It’s a capable unit that won’t stir the souls of sports enthusiasts, but it isn’t meant to. Shoppers instead will consider the mileage: 23/30 mpg city/highway in front-wheel-drive models and 22/28 for four-wheel-drive. That’s an average of one additional mpg for the 2007 models.

The first thing people look for when discussing utility vehicles like this one is cargo size. The CR-V measures 35.7 cubic feet with the second-row seats intact and 72.9 cubic feet with them folded flat; that’s up from 33.5 cubic feet and 72 cubic feet, respectively, in the outgoing model.  The CR-V can tow 1,500 pounds, but don’t expect many buyers will haul more than a load of groceries.

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This new system permits optimum control over intake valve lift and phase in response to driving conditions, achieving improved charging efficiency for a significant increase in torque at all engine speeds. Under low to medium load levels, the valves are set for low lift and early closure to reduce pumping losses and improve fuel economy.

In combination with optimized intake components, these advances in control technology result in world-class dynamic performance along with approximately 13%* improvement in fuel economy. The new engine is also exceptionally clean, with exhaust emissions that meet both U.S. Environmental Protection Agency LEV2-ULEV regulations and Japanese Ministry of Land, Infrastructure and Transport requirements for Low-Emission Vehicles, with emission levels 75% lower than those required by the 2005 standards (based on Honda calculations).

It should be interesting to see just how efficient Honda can get with gasoline based engines. They’ve set the bar for American automakes for the last couple decades, and of late with the recent gas price increases there’s never been a better time to make a better engine.

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“It’s part of a strategy to address global warming,” Attorney General Bill Lockyer told The Associated Press in a telephone interview. “The goal of this one is to hold these automobile manufacturers accountable for the monies taxpayers are spending to address these harms.”

The lawsuit is the latest effort from California aimed at addressing problems related to global warming and the greenhouse gases believed responsible. Last month, the state Legislature passed a landmark bill designed to regulate emissions of greenhouse gases from industries. Gov. Arnold Schwarzenegger is expected to sign the measure into law by the end of the month. Two years ago, the state enacted similar requirements for auto emissions, prompting carmakers to file suit in federal court.

Lockyer’s action also comes 48 days before the November election, prompting questions about his motives. Lockyer is termed out of office this year and is running for state treasurer.

“This is the silly season of elections in the fall, and obviously he thinks this will gain him a few marginal votes,” said Sean McAlinden, an economist with the nonprofit Center for Automotive Research in Ann Arbor, Mich. “I don’t think it means anything more than it says. It’s California politics.”

Lockyer, a Democrat, said the complaint has nothing to do with election-year politics. His Republican opponent, state Board of Equalization member Claude Parrish, could not immediately be reached for comment.

The lawsuit, filed in U.S. District Court in Oakland, names Chrysler Motors Corp., General Motors, Ford Motor Co., Toyota Motor North America, Honda North America and Nissan North America.

The automakers responded to Lockyer’s lawsuit by issuing a statement saying they already are building cleaner and more fuel-efficient vehicles. The Alliance of Automobile Manufacturers did not respond to the substance of Lockyer’s lawsuit, saying manufacturers would need time to review the complaint.

Lockyer is suing on the theory that greenhouse gases are a “public nuisance” under both California and federal law, an argument similar to one being pursued in a case before the 2nd U.S. District Court of Appeals in New York. Connecticut and seven other states, including California, have sued five power companies in an effort to get them to reduce their greenhouse gas emissions.

The Connecticut lawsuit was dismissed by a district judge who said it attempted to address political questions. In a brief filed in support of the utility companies, the automakers alliance argued that such a suit “opens the door to lawsuits targeting any activity that uses fossil fuel for energy.”

Lockyer often joins multistate lawsuits, but he said he did know whether other states or environmental groups planned to enlist in his latest effort against auto manufacturers. His lawsuit is the first that seeks monetary damages from the auto industry for greenhouse gas emissions.

“Industries that release the pollution that is causing global warming have to expect there are going to be more suits of this kind until and unless we have effective national legislation to curb global warming,” said David Doniger, an attorney with the Natural Resources Defense Council in Washington, D.C.

The environmental group has joined California in defending its auto emission regulations in a separate lawsuit filed by automakers. That court case relates to rules adopted in 2004 by the state Air Resources Board. They were designed to cut polluting exhaust from cars and light trucks by 25 percent and from sport utility vehicles by 18 percent.

The auto industry challenged the state’s ability to set such regulations shortly after the rules took effect. In that case, automakers argue that California is acting outside its jurisdiction because the only way they can meet the more stringent emission standards is to raise fuel efficiency. Setting fuel-efficiency standards is the exclusive responsibility of the federal government. The state has countered that automakers can meet the tougher tailpipe standards with better technology.

California is attempting to cut the amount of greenhouse gases to 1990 levels by 2020. As part of its strategy, auto emissions from cars and light trucks would account for about a third of the reductions.

The emissions from industries that are targeted by the bill Schwarzenegger is expected to sign next week also are a key part of the state’s overall strategy. The Republican governor struck that landmark deal with Democratic leaders in August during the waning days of the legislative session and after weeks of intense negotiations.

Lockyer said he intentionally waited until the Legislature passed that bill before filing his lawsuit against the automakers because he didn’t want to jeopardize its chances.

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We’re decidedly split down the middle. You see, the original EK-chassis Civic Type R was an unbridled race machine. It was built for the race circuit first and city streets second. Type R buyers didn’t need (or want) things like air conditioning, power seats or a boomin’ sound system; Type R buyers just wanted to go fast around the race track.

So while the original Type R is a stripped-out racer, this latest Civic Type R is loaded with just about every creature comfort one can imagine. The famous red Recaros may be gone, but their replacements, some Alcantara-covered red and black “racing-style” buckets promise to do a good job of keeping the front seat occupants in place. This latest hatch also gets a cooler version of the Civic’s love-it-or-hate-it two-tiered dash. The gauges of the Type R are now illuminated in red and are flanked by gunmetal trim pieces. In true Type R fashion, red stitching can be found in the seats, steering wheel and shift boot.

All of the aforementioned interior accoutrements have been Type R staples since day one, but apparently those things weren’t enough for some prospective Type R buyers. Honda feels that many Type R buyers want things like dual-zone climate control in their race-ready cars, as Honda has made it an option in the latest version of the car. In fact, if one purchases a Civic Type R in GT trim, the “race” version of the Civic will come with dual-zone climate control, cruise control, fog lights, automatic lights and windshield wipers and side curtain airbags. If one desires even more high-tech options, a voice-activated navigation system is also an option for this latest Type R.

So while the new Type R’s cockpit now has more in common with an Acura than a track-ready car, Honda made sure to give the Civic some mechanical improvements to make sure it at least seems like it earned the Type R name. The 2.0-liter K20 has been tweaked, and now offers more revs and more power over the K20 that powered the EP-chassis Type R. The new car now offers 201 PS at 8,000 rpm, which is 1 PS more than the last Type R, though this new car needs an extra 600 rpm to hit that peak horsepower number.

Is 201 PS at 8,000 rpm better than 200 PS at 7,400 rpm? Only a first-hand driving experience will tell… Either way, Honda is saying that the new Type R should match the old Type R’s performance numbers, meaning that 0-60 should take about 6.6 seconds and the new car should also be able to hit a 146 mile per hour top speed.

While the new Type R is based on the new Type S Civic, Honda’s engineers modified the suspension, steering and chassis of the “race” Civic so that it would deliver a “sportier” driving experience. The Type R’s lower crossmembers and suspension mountings have been beefed up to increase the chassis’ rigidity. Ride height has been lowered 15 mm and the steering feel has also been “firmed up” thanks to a quicker ratio box and stiffer steering box mountings.

Exterior styling cues for the new Type R are subtle — well… at least they are to us.We don’t get the 3-door Civic over here, so we don’t have the car’s lines etched into our brains. Anyway, in addition to a subtle aero kit that includes a deeper front lip and a body-colored rear wing, the front glass plate has been replaced by a black honeycomb grille. Oh yeah, if you take a minute to look behind the 18-inch aluminum rims, you’ll see that the front brake calipers get a subtle “Type R” badge. We wonder how long it will be before we see these calipers at Hot Import Nights.

Of course, like all Civic Type Rs, this one isn’t slated to come to America any time soon. While we Yanks can take solace in the fact that we have a very capable and very comparable Civic Si on our shores, we still can’t help but want a Civic R hatch more. We’d build or own, but Honda won’t sell the 3-door Civic here, either. We guess that means that the only way we’ll ever get to “experience” a Type R will be to look at the pictures…

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So without further delay, here’s what they came up with. They’re listed them from lowest to highest base price:

• Nissan Versa – $12, 450
• Scion xA – $12, 780
• Dodge Caliber – $13,425
• Ford Focus – $13,450
• Mazda 3 -$13, 710
• Honda Fit – $13,850
• Kia Sportage – $15,900

More Details are:

The fuel economy kings are the Versa (30/34 mpg), Scion (31/38 mpg) and Fit (33/38), and in terms of value, all seven cars bring some good things to the table.

While the Honda Fit is a very attractive candidate, Honda has acknowledged that it’s having trouble keeping up with the demand, so it may not necessarily be easy to find one.

The Focus looks a little dated compared to some of the newer vehicles listed above, but as CNN points out, it’s also available as a sporty wagon (base price, $16,735), which is a really nice thing for a student who has to haul his or her life to and from school a couple of times a year.

The Scion is a nice deal, but its 1.5L engine only makes 105 horsepower. Still, the low entry price leaves the buyer with some extra dough that can be used to accessorize the car.

The Sportage is pretty cool as small SUVs go, but its entry price doesn’t include A/C. Plus, if you want 4WD, the number immediately jumps to $20K. Unless you absolutely must have the SUV body style, you’ll likely get more bang for the buck from the other cars on the list (if you stick to the $16,000 budget, that is).

The Mazda3 sports 150 ponies underhood, stylish bodywork (though we wish the car at this price point was the hatchback and not the sedan), and can also be upgraded to include PW/PDL while still sneaking in under $16,000.

The Versa boasts decent power (122-hp) from its 1.8L, looks good on the road, and gets great gas mileage. While it doesn’t come with power windows or door locks at the price shown above, buyers can upgrade to the better-equipped SL trim and still stay well below the $16,000 threshold CNNMoney set for the list.

Finally, Caliber brings bulldog-tough looks and a highly versatile interior to the party, though CNNMoney advises that you wait until you can get a manual transmission to go with the 2.4L four.

No matter how you cut it, there are a number of new, interesting, stylish, and frugal small cars out there for the budget-minded. The list is geared toward students and new grads, but you needn’t be either one to appreciate the value the list highlights.

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