Can the hybrid version appeal where TDI has not? Can hybrid technology lift VW’s US sales? Back in college an old girlfriend drove a Volkswagen Jetta. I loved it, although I was glad I had the privilege of just driving it, not owning it. That Jetta seemed to need more servicing than normal, and it was always expensive. Still, it was fun to drive. Then again, when you don’t own a car, any car seems fun to drive. And that driving experience has made VW one of the biggest selling automakers in the world, despite an inability to truly resonate in the US. However, can the Jetta hybrid succeed where other VWs, especially the TDI’s, have failed? While enthusiasts typically love VW’s TDI technology, the German automaker has been unable to convince mainstream Americans of the virtues of its turbo-charged, highly efficient, clean diesel technology. Maybe it was the crappy commercials, I don’t know, but we don’t Spreken Sie das auto here in the States. Regardless, VW is going to add a hybrid version to the Jetta later this year, but will it fare any better than the TDI? I haven’t yet tested the Jetta hybrid, but it’s focus on a combination of fuel economy and turbo-charged power, I find intriguing. VW expects the Jetta hybrid to hit about 45 mpg combined, while offering up a hybrid-shocking 177 hp. Hence, the Jetta TDI will be a sporty hybrid, in the truest sense of the phrase. Yes, that does seem a bit of an oxymoron, but at 45 mpg, it’s OK to have your cake and eat it too. Even better, according to an early MotorTrend driving review, the new Jetta hybrid sounds like a winner. Except for one thing. Unfortunately, VW is only expecting about 5 percent of Jetta buyers to take the hybrid option, even though MotorTrend seems to suggest this is the best Jetta, except for the TDI — they are enthusiasts over at MT! 5 percent? In terms of US Jetta sales, that ain’t squat. In fact, what’s the point? PR? The halo effect? Coax ‘em in with the lure of efficient TDIs and hybrids and let them leave in a watered down, but cheaper, gasoline version? I guess when top execs from the VW family publicly ridicule hybrid cars and plug-ins, regularly — even hatefully — one shouldn’t expect...

The Spun Bearing: 500cc Combustion Chamber, Wave Disc Generator, and Leather vs Cloth The 500cc Combustion Chamber BMW is migrating towards a common combustion chamber for its upcoming 3, 4, and 6 cylinder engines. BMWBLOG covered Innovation Day last year and reported on this engine architecture in April of 2011. One of the prime benefits of going to a common combustion chamber (and valvetrain) is that the physical properties of the fuel burn are the same from engine to engine (for gas and again for diesel). With the advent of direct injection, variable valve timing, and Valvetronic –variable valve lift, the control of the combustion process is more complicated (and the combustion process itself is much more efficient) than a few decades ago. Unfortunately the whole process of burning fuel in an engine currently is controlled by lines and lines of code in the Engine Control Unit (ECU). And squeezing every last gram of efficiency out of a quantity of fuel by tweaking code requires a lot more engineering effort than fiddling with carburetor jets. And it’s the promise of reducing engineering effort across a line of engines that is a big benefit of going to a common combustion chamber. One of the most precious commodities at BMW is engineering. This isn’t a huge car company that can devout engineers to small projects with minimal return on investment. So going to a common combustion chamber makes sense for them. Of course if the code is wrong and sneaks into production, it will affect a lot of engines. But counter-balancing that is the fact that there is only one chamber that has to be developed, and any gains in one are gains in all. Left out of the equation at the Innovation Day discussion was whether the V8 and V12 engines would go to the common combustion chamber. That would mean a new generation of V8s and V12s would be developed. BMW did say, when asked, that the V8 and V12 would still be built, but there was no mention as to whether or not new versions would be developed. Left unsaid about optimizing the engineering effort is what are they freeing up engineering resources to do. I think we know that a lot of engineering effort is being made on providing e-mobility. And that may be the biggest benefit, from BMW’s perspective, of...

Today, BMW announced the pricing for the 2013 BMW X5 M and X6 M models. Even though not officially announced, we expect the X5 M to receive a minor styling upgrade just as the X6 M. The two M-SAVs will go on sale this spring for $88,850 (X5 M) and $91,900 (X6 M). This represents an increase of $1,600 for both models over the 2012 production year. The 2013 X5 M and X6 M now come with the blue painted M brake calipers, as seen on the M5 sedan, as well as with standard M multifunction seats. Inside, the Mugello Red Full Merino Leather (X3MR) replaces Sakhir Orange Full Merino Leather (X3DA) on both models. The X6 M benefits additionally from the X6 LCI with a new, wider kidney grille and redesigned tail lights featuring glowing LED light bars. Additionally, the updated X6 M features an aluminum powerdome hood similar to the one seen on the M3 and ActiveHybrid X6. Both models may be equipped with the new, optional LED headlights (552) to complete the front-end update. Optional equipment: Active Ventilated Seat Package (ZAV) – Active Ventilated Seat package no longer includes SA456 and has been re-priced to $900. Full LED Headlights (552) now available as a stand-alone option for $1,900 Now, either M light alloy wheel style may be ordered on the either model at no charge (2NT remains standard on X5 M, 2NU remains standard on X6 M). The BMW X6 M will debut in April at the New York Auto Show. Go here to read the rest:  U.S. Pricing announced for 2013 BMW X5 M and 2013 BMW X6 M

Heather Mills took on corporate giant Honda in a southern California small-claims court over the fuel economy of her 2006 Honda Civic Hybrid. And she won. A former lawyer, Mills chose not to join a class-action suit that would reportedly pay out $100-$200 per owner and include a $1,000 credit toward a new car. Instead, she presented her own case in a Torrance, California, small-claims court where judgments are limited to $10,000, and she was awarded $9,867 yesterday. By going this path, Mills avoided paying legal fees. For contrast, she cites fees as being $8.5 million for the trail lawyers proceeding with the class-action suit. An Associated Press report quotes Mills as saying she hopes the victory will encourage other Civic Hybrid owners to follow her example, and she has set up a website to help get them started: dontsettlewithhonda.org . (Car enthusiast blog Jalopnik has posted an interesting, related piece: “ How You Can Sue An Automaker In Small Claims Court And Win .”) The core issue for Mills is that Honda had advertised the Honda Civic Hybrid as delivering 50 miles per gallon, and she did not experience that figure. Worse, she says a battery-related software update further reduced her mileage down to no better than 30 mpg. Consumer Reports’ testers were disappointed in the fuel economy results when we tested the 2006 Civic Hybrid . The car achieved 37 mpg overall, with 26 mpg in the city and 47 mpg on the highway. At the time, it was EPA-rated at 50 mpg combined, 49 mpg city and 51 mpg highway, hence the source for Honda’s claims. With the revised EPA fuel economy figures put in place for the 2008 model year for all passenger vehicles, the 2006 Civic Hybrid was adjusted to 42 mpg combined, with 40 mpg city and 45 mpg highway. The revisions the EPA made to its fuel economy ratings have brought their numbers closer to what we feel car owners, in general, will experience in the real world. Even still, there can be notable variance with hybrids, particularly in city driving. Clearly, results will vary based on driving style, fuel, terrain, speed, traffic flow, altitude, and weather. Like Mills, many Honda Civic Hybrid car owners allege that a software update resulted in a reduction in fuel economy, but we have not verified that claim....

With snow a rare sight in southern New England this year, Consumer Reports relied on the good folks at Jay Peak Ski Resort in Vermont (way up near the Canadian border) to provide the frosty conditions necessary to test 71 tire models. Plus, we still need to purchase six additional models, enabling us to evaluate 77 models this year. The tire types being evaluated include regular all-season (S- and T-speed rated) tires, performance all-seasons in H- and V-speed ratings, and winter tires. No surprising trends have emerged thus far, but there have been some revelations at the model level. As the graph below shows, winter tires are your best bet for getting through snow. All-season tires, specifically the S- and T-speed rated models, provide a compromise, trading off some snow traction for all-weather grip. H- and V-speed rated tires as a whole offer less snow traction than either all-season or winter tires. Keep in mind that these are general trends; there were noticeable differences between models in each of the tire categories. For instance, we observed one H- and V-speed rated all-season tire model that excelled in our test, rivaling the snow traction performance of many winter tires. In contrast, there were some models that should be avoided if you drive in wintry conditions. The real takeaway has been reaffirming the importance of consulting our tire ratings before making a purchase to ensure you get the right tire for you driving needs. But, we cannot make concrete recommendations yet, as testing continues. Next up: Ice braking. Stay tuned for more insights from our ongoing tire test program. We test for snow traction by accelerating from 5 to 20 mph on our moderately packed snow course. We then measure the distance required to get to 20 mph; the shorter the distance, the better the grip. Read the original here:  Tire testing: Results from a ski mountain reveal key differences between car tires

Å small number—just over 200—Honda Ridgeline pickup trucks are being recalled by America Honda Motor Co. According to the U.S. National Traffic Highway Safety Administration, those 2011 and 2012 model year pickups have incorrect information regarding their spare tires, which could lead to tire failure and cause a crash. The NHTSA says that the data printed on the tire information placards, mandatory on all vehicles in the U.S., don’t match the data for the Honda Ridgelines’ actual spare tire—a violation of federal safety standards. Honda says in a press release that it has begun notifying customers affected by this recall to bring their Ridgeline pickups to local dealerships. Mechanics there will inspect the spare tires and placards and replace either the tire or the placard for free, For more information, consumers can contact Honda (toll-free: 800-999-1009 Web: www.recalls.honda.com ) or visit the NHTSA’s website: www.SaferCar.gov . Recall: 2011-2012 Honda Ridgeline – Tires    Campaign ID#: 12V025000 [CPSC] Statement regarding recall of 2011-2012 Honda Ridgeline [American Honda] Continued here:  Honda recalls 2011-12 Ridgeline pickup trucks for spare tire issues

The larger V couldn't lift Prius sales much in January A 20 percent improvement should feel better than this One might assume that a 20 percent improvement in Toyota’s hybrid sales, led by an 8.6 percent gain in Prius sales, is a great hybrid sale’s story compared to last year. It certainly squashes the idea that hybrid sales are declining, especially considering that the Prius C and the plug-in Prius are still on deck for later this year. 2012 only gets better from here, at least in terms of Toyota’s hybrid cars. But I still would have expected bigger numbers. To start, Toyota offered more hybrid models this January compared to 2011, led by the larger Prius V, and also the Lexus CT 200h. Yet, the V was only able to provide an 8.6 percent increase in Prius sales? Moreover, Camry sales were up more than 50 percent. Camry hybrid sales, on the other hand, only jumped a little, despite a significant increase in fuel economy, and a nice price reduction. This is by far the best Camry hybrid, but consumers haven’t seemed to notice. Certainly, it’s possible that both Camry hybrid and V — maybe even Prius — supplies are still a bit limited. Numerous reports suggest that Toyota still hasn’t fully recovered from the earthquake/tsunami supply disruptions of last Spring. So, it might take a few months to get a better read on the potential of Camry and V hybrids. Likewise, in recent days — although my TV watching is erratic — there seems to have been a big jump in Prius V commercials, and I’ve also seen a few Camry hybrid commercials. Therefore, its arguable that Toyota is still ramping up for a bigger hybrid sale’s push heading into the Spring, particularly since Toyota is anticipating a 60 percent rise in hybrid sales this year. Of course, much of that 60 percent jump will be driven by the C and the plug-in Prius. Nevertheless, minimally, the Camry hybrid deserves more consideration from Camry buyers. More: Toyota’s great hybrid sale’s month foretells a cautionary tale

The Volt is better than just 600 sales in January. Or was the Volt simply over-hyped Just hours after the debut of the Chevy Volt concept car at the Detroit Auto Show — almost a lifetime ago it seems already — Bob Lutz sat down with a small group of bloggers to discuss this revolutionary concept. I was one of those wide-eyed bloggers, and when Lutz suggested the Volt would probably cost only a few thousand dollars more than a Toyota Prius, I was instantly a Volt evangelist. But over the months and years, as the Volt moved from concept to reality and the price nearly doubled, I lost much of my faith. Today, I still like the Volt. It’s a fascinating concept, but it’s simply far too expensive to lead an automotive revolution, and the chances of that changing this decade, for instance, are slim to none. Nevertheless, the Volt should do far better than a paltry 600 sales last month. Sure, fire worries regarding the Volt battery pack haven’t helped. Nor has the constant attack on the Volt by Republicans, whom see the Volt as the poster child for President Obama’s success or failure, despite the fact the Volt concept was heading for production long before most Americans even knew the name, Obama. Likewise, winter hasn’t helped either according to some stories, as Volt electric range drops into the 20’s in cold climates , ruining test drives. Yet, some surveys have suggested that Americans were starting to lose interest in the Volt as they fully comprehended the costs of this vehicle, long before most of the bad PR started unplugging Volt sales. Suddenly, the significantly cheaper Chevy Cruze right next to the Volt at GM dealerships seemed so much more appealing. But, that still doesn’t justify just 600 Volt sales in January. The Volt is better than that, even at today’s costs. In a few months, the weather will be warmer and Volt range will increase, as consumers realize the Volt is safe, it’s just a little expensive. But for those seeking to change the world, to put an end to their personal foreign oil dependence — to take a stand — the siren song of the Volt will be too overwhelming, and buyers will sail back into GM dealerships. No. They won’t arrive in the numbers GM once predicted,...

Price premium for that lifetime battery guarantee? Just a hybrid marketing ploy? Last month we covered Hyundai’s lifetime Sonata hybrid battery warranty that guarantees that Hyundai will replace the lithium-ion battery pack in the Sonata hybrid and recycle it, if needed. Then, however, we weren’t sure if that warranty would be transferable. Unfortunately, the warranty is not transferable, but it’s still a good industry standard that other automakers should follow, as long as it doesn’t affect pricing. Considering the Honda Civic hybrid small claims suit regarding poor fuel economy and faulty battery packs, plus Chevy Volt battery fire concerns, Hyundai’s guarantee is a good way to squash battery concerns. Hopefully, other automakers will follow this lead. Some might argue such a warranty is just PR since most hybrid batteries — outside of Honda — have proved quite reliable. King of hybrid cars Toyota, for instance, claims its hybrid batteries should last at least 150,000 miles, so why not just offer a lifetime warranty? Of course, one might imagine a scenario where old hybrids could be kept ‘forever’ with free battery packs from the dealership. Still, as Consumer Reports found, managing a healthy supply of used hybrid battery packs could manage such scenarios cost-effectively. Still, I don’t believe it’s battery worries that are keeping a cap on hybrid sales. Instead, it’s price. If Hyundai’s hybrid prices reflect this warranty, then I’d call it counter-productive. See more here:  Priceless? Hyundai lifetime hybrid battery guarantee nontransferable

Each week, our German correspondent slices and dices the latest rumblings, news, and quick-hit driving impressions from the other side of the pond. His byline may say Jens Meiners, but we simply call him . . . the Continental. After this year’s Detroit auto show and a trip to California for a press event, I am back on my German home turf. This Detroit auto show—public days of which just ended last weekend—was the best one in several years. After thumbing through my notes, I’ve compiled a few of my observations from Cobo Hall and subsequent meetings, outlining the highlights, lowlights, and so-so performances. Yes: Acura NSX . Finally, another super sports car from Honda! A Honda/Acura rebirth is on the way, disturbing comments by the company’s North American marketing executives notwithstanding. This car won’t be a compromise. One caveat: Voices tell me CEO Ito has seen the light in the form of electrics and hybrids. At least he thinks so. No: Cadillac ATS . Cadillac has been defined by its characteristic and unmistakably angular styling language, and I was expecting an ultra-contemporary, aggressive compact sports sedan. A sharper and more compact CTS, please. Alas, the ATS falls flat down on its unremarkable face—and the interior doesn’t save it, either. Are Cadillac’s designers voluntarily abandoning its styling language, or was this car clinicked to death? At this point, it makes no difference. But hey, it’s supposed to beat the 3-series on the road, right? We’ll see. Yes: Audi’s Q3 Vail concept . “Two months ago, [CEO] Rupert Stadler asked us to create a Q3 for America to gauge interest in the car,” says exterior designer Frank Gruner. His team took the off-road styling package add-ons, resprayed them in a granite color, added running boards, aluminum appliqués, and 20-inch wheels, plus an aluminum roof rack with integrated LED lights.The concept was so well received that Stadler confirmed the Q3 will come to the U.S. So-so: the Mercedes-Benz SL550 . I love the fact this car is up to 275 pounds lighter than its predecessor, and I am sure it will be an absolute blast to drive. (Please also mark me down for extended test drives of the upcoming SL63 and SL65 AMG versions.) Meanwhile, however, allow me...

Toyota's Le Man's race hybrid car Using pop culture to sell fuel efficiency As I was web-surfing earlier today I was stopped dead in my tracks by a few images on the AutoWeek home page regarding NASCAR and Le Mans. Emblazoned upon the 2013 Ford Fusion NASCAR Sprint Cup car, in big and bold letters, was EcoBoost. The other image was one of Toyota’s Le Mans race cars, a hybrid. When auto race fans become a good consumer segment to sell fuel efficiency technology to, then it’s safe to say cupholders will never again be more important than fuel economy to car buyers. While I’m not certain the Fusion NASCAR car is an EcoBoost vehicle, there is no doubt that’s the brand of the Fusion Ford is trying to sell to NASCAR fans. Sure, I’m a bit disappointed that Ford isn’t trying harder to mainstream the Fusion hybrid, but that’s still a little aggressive for most NASCAR fans. Besides, EcoBoost is a worthy second place effort, as making the EcoBoost Fusion the top selling Fusion is a nice fuel efficient step towards the future. Similarly, hybrid king Toyota is demonstrating that hybrid technology — not just the Prius — is a mainstream technology. If hybrids work well for Le Mans, they can certainly handle the average daily commute, even though this is a super-capacitor-based hybrid, rather than a battery-powered one. I can see the day already, when NASCAR fans don’t just brag about the speed they reached in their copy of the Sprint Cup car, but their fuel economy as well. Read the rest here:  Mainstreaming fuel economy tech through auto race fans

BMW is determined to have a strong presence in the electric vehicle sector. Dedicated electric vehicles i3 and i8 are being developed, and we are awaiting there introduction. Before their on-sale date though, BMW is launching the ActiveE Field Trial. With it BMW wants to learn more about electric vehicle usage in real life. The ActiveE is based on the BMW 1-Series Coupe. Other cars have been released with the ActiveE moniker, but they have been applied to hybrids instead of pure electric cars. Being a field trial, the ActiveE is limited to 700 lessees in the United States, handpicked by BMW. BMW says it is looking for 700 “electronauts” who will embark on a “collective mission to help define the future of mobility.” Electronauts are “adventurers and explorers; they are front-runners of innovation and advocates for sustainability. ” No hubris there…. More details about the program were announced today. The ActiveE will be available in select markets that BMW has determined friendly to EVs. They include Boston, Hartford, New York, Los Angeles, Sacramento, San Diego, and San Francisco. The ActiveE’s drive train and battery technology is the same as the upcoming i3. This program is all about ensuring a smooth launch for the i3 when it arrives; the ActiveE represents the second stage of BMW’s electric vehicle development plan. The first was the Mini E pilot program. To be one of the lessees, you must complete a charging station consultation with AeroVironment. The company will determine if a prospective buyer’s house is capable of handling the charging system, as well as briefing this person on the ups and downs of electric car usage. If you clear those hurdles, the cost is $499 a month for 24 months, with a down payment of $2,250. The only caveat: BMW hasn’t released any information on the specifications of these cars. We want to know how many miles it gets on a charge. Presumably that will be something they discuss with each prospective lessee. If you’re interested, head over to BMW’s website, Activate The Future . No related posts. Automoblog.net – A Car Blog for Auto Enthusiasts View original here:  BMW ActiveE Field Trial Launches

The Matrix and the Millennial revolution. It’s the social experience, stupid Advanced infotainment systems. Stylish and fuel efficient compacts. Those two underlying trends will be key to the future of the auto industry, at least the portion driven by millennials and beyond, according to the latest conventional thinking. Oh how funny is future shock especially the faster technology evolves. If only the future were so easily predictable. Then such boring predictions might actually come true, and life would be so much more simple. According to Bottom Line automakers are putting ever more effort into millennials. That’s why GM showed off their new concepts: Code 130R and Tru 140S at the Detroit Auto Show — two cars I trashed after their debuts (see 140S + 130R = Tru Code for GM’s eAssist hybrid success? ). Don’t get me wrong. Both would be great cars if the future of the auto industry were to be driven by reborn baby boomers and Gen X’ers, but the millennial generation is the beginning of far more revolutionary consumer demands. Baby Camaros? Mild hybrid powertrains? Please. That’s just not what the kids want. Unlike past generations, great design, especially ones that hearken back to the days of sub-$1.00 gasoline and Friday night cruising, won’t be the key to future automotive success. Likewise, the kids will pay more for better long term fuel economy. Cheap gasoline is an oxymoron to this cohort of shoppers. Gasoline spikes are what these buyers are expecting, and that means the much greater fuel economy of full hybrid cars like the Toyota Prius C will trump the more stylish, but inferior fuel economy of, mild hybrids like the 140S. Millennial ego simply isn’t driven by the the image a ride creates, it’s driven by social status updates. And you need to save as much money as possible on gas to own that latest smartphones and edition of Call of Duty. Times have changed. When guys like MotorTrend’s Angus McKenzie — whom recently called the 130R a “no brainer” — were kids, kids liked to work on cars, go to the mall, stop by their friends’ houses, maybe even play a game of pickup basketball. Therefore mobility — the car — was the key to a robust social life, and...

Can the V's versatility and fuel economy reshape the crossover segment? Doe the V make any sort of sense? So a friend of mine called yesterday to ask my opinion about the new Toyota Prius V, particularly regarding battery life, an interesting bit of synchronicity since I covered this subject in a post yesterday. Ultimately, my friend — let’s call him Stan — is considering the Prius V and the Honda CR-V. Now I’ve written in the past that I really like the V, but I wouldn’t pay more for it compared to a conventional Prius without a third row of seating, but my friend and his growing family, sees things a bit differently. Stan doesn’t just need seating for 4, he needs lots of extra room for a stroller, baby bags, maybe some groceries, etc. Stan needs more than just your average trunk, and he was drawn immediately to the Honda CR-V. In fact, he probably would have bought the CR-V immediately, if not for one serious flaw — at least in Stan’s opinion — poor fuel economy. Unlike most Americans whom seem to be consumed with highway fuel economy these days, at least judging by the plethora of commercials touting highway fuel efficiency, Stan is a hardcore urban driver. There are no highway miles in Stan’s daily grind, but there plenty of congested streets to counter. Consequently, Stan is looking only at city numbers when it comes to MPGs. Due to his concern regarding fuel economy, Stan decided to give the larger Toyota Prius V a try. According to the EPA, the Toyota Prius V comes in at 42 mpg city, while the CR-V hits 23 mpg. For average drivers, or 45 percent city and 55 percent highway, Prius V owners would save about $750 dollars per year in fuel costs compared to the CR-V, but most of Stan’s miles will be city miles — tough city miles — so I’d say the number is more like a $1000+. But this is a large, oddly shaped hatchback versus a small SUV or crossover, and a comparison just isn’t simple. Well, that’s the comparison Stan is making, so we’re going to make it as well. Hence, to be sure, the Honda CR-V offers both more passenger room and cargo room, about 131 cubic feet to 139 cubic feet, and CR-V starts at just a little over $22,000, while the smaller Prius...

A good concept for a future Scion hybrid? Study suggests that Generation Y could be the tipping point for hybrid mainstreaming I’m not a big fan of consumer studies and surveys. It’s always easier to talk the talk than to walk the walk, and a decade of hybrid surveys and hybrid sales proves the relative futility of such social science. Nevertheless, trying to get a read on the future of automotive consumer psychology appears to be a necessary evil. Anyway, a new Deloitte study claims that Generation Y is ready to leave conventional gas guzzlers behind in favor of hybrid cars, as long as they’re not plug-ins. Oddly, that plug-in angst was the most surprising result of the entire survey, particularly since I’m not convinced consumer studies are a very good indicator of real world purchasing. Still, only 2 percent of Y’ers were interested in battery electric plug-ins, while 57 percent were interested in hybrid cars and 37 percent were interested in traditional gas-guzzlers. In terms of plug-in hybrids, Gen Y favored conventional hybrids more than 2 to 1. The other interesting result of this study is that Gen Y consumers seem to understand that hybrid cars cost more, but they also seem more inclined than their parents to accept these higher costs in return for better fuel economy, especially when gas prices are above $3.00 per gallon. In fact, according to Deloitte there is only a small gap between average hybrid car costs and Gen Y’s cost expectations. Hence Deloitte suggests the tipping point towards mass hybrid adoption amongst this age cohort is very close, and considering Gen Y represents some 80 million potential car buyers, Gen Y purchasing power could be game changing. Kinda makes me wonder why Toyota hasn’t embraced a Scion hybrid yet, or do they believe the new smaller and cheaper Prius C can resonate with this group of buyers? It seems to me that Toyota has anticipated the fact that the kids want hybrid cars, but I don’t think they’ve nailed the packaging just yet. Anyway, hopefully Gen Y can walk the walk better than their parents. Read more here:  Survey says: The kids want hybrid cars