Do you obsess over how much energy your car's engine creates, and worry about the fuel being destroyed for your driving pleasure? (Why are you reading this magazine?) Actually, one of this universe's immutable laws is that energy can never be created or destroyed. But it can change forms. Most cars lug around a tankful of potential energy disguised as gasoline (or diesel, E85, propane, etc. ). Fed into a typical engine, the fuel is converted to a lot of waste heat and vibration energies, during what's conceded in the auto biz as a hopelessly energy-inefficient but necessary-evil process. Oh, and the process produces some usable mechanical energy, too.

The gas engine is the people's choice in the U.S., but it only goes so far in the grand scheme of weaning humans off fossil fuels. Battery-electric and hydrogen fuel-cell vehicles may be the darlings of the future, but the auto industry has to take innumerable baby steps first. And stepping in unison are five efficiency-minded diesel and gas-electric hybrid contestants collected for the Big Test of Eco Cars, version 1.

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Each had to have a base price starting around $25K, generally be considered a small car, and possess a unique take on a non-plug-in powertrain designed to avoid frittering away fuel. We have the Chevrolet Cruze Diesel, the first domestic diesel passenger car offered since the 1987 Ford Escort/Mercury Lynx. Charging it head-on is the Volkswagen Jetta TDI, one of the most successful diesel cars of our times sold Stateside. The Jetta Hybrid and Honda Civic Hybrid aim for their own slices of the growing gasoline-electric pie. Finally, the Toyota Prius. Where Prii go, competing hybrids keep a close eye. The EPA claims the average fuel economy of all 2013 model-year light passenger vehicles reaches 23 mpg. The straight mean of this group's EPA combined fuel economy ratings is 41 mpg.

For this comparison, we're not going to line up the cars' EPA numbers and call it a day. That would be very much misinformed. Unlike the five cars' powertrains, the premise here is simple: Which is most adept at delivering on its energy-conscious promise, won't break the bank to operate, and is least likely to hit you with buyer's remorse?

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Ride and Handling

No driver dismounted either Jetta without remarking on their appropriately weighted steering, reassuring suspension compliance (even with the TDI's rear torsion beam), sharp chassis reflexes, and the overall sensation of dynamic eagerness imbued into the Jetta DNA. The VWs share the shortest wheelbase of the five cars, but after driving them, you'd swear they were the longest. That's how secure and controlled the two rode.

The Civic moves like you'd expect from a lightweight car -- it's the leanest by 259 pounds over the second-lightest Jetta TDI. The steering predictably ramps effort up and down, but there's a lot of isolation from the front wheels. The car is engaging initially when diving into a curve, and then lack of grip and power stunts any whiff of "fun" driving (see also: highest weight-to-power ratio). No one found the ride quality objectionable, yet it just wouldn't have that integral Honda-ness to it without noticeable tire noise and suspension-impact thwacks.

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See all 75 photos

Evaluators with previous Prius experience got a chuckle out of the Barcelona Red tester. Its $3699 Plus Performance Package adds 17-inch forged wheels, sport springs, a rear anti-roll bar, and even a body kit. In return, the ride goes from apathetic to uncharacteristically sporty, unafraid to communicate even the slightest road shock into the noisy cabin. Handling is enhanced by reduced pitch and roll and better cling to the road. Steering remains a monotonous task, but the tool is accurate. We're attributing our weirdly pleasant reaction to the novelty of a sporting Prius.

Its small-overlap Good rating from the IIHS makes the Civic the sole Top Safety Pick+

We've been pleased with the civilized ride of other Cruzes, but there's something off with the Diesel model. It still sets the standard for interior noise attenuation. The car has a nondescript persona and is softer than we remember. It's soft to the point where bumps in the road send the car heaving and bounding, and the insufficiently damped body motions become irritating.

And the Cruze's handling? As automotive.com online editor Jacob Brown puts it, "This car has no dynamic prowess whatsoever." The heavy chassis is happiest pointed straight, no obstructions ahead, please and thank you. To the Chevy's credit, the low-rolling-resistance Goodyears start howling way before the grip actually gives out.

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See all 75 photos

Performance

We've sent a modified, 187-mph Jetta Hybrid to the Bonneville Salt Flats, and there used to be a Jetta TDI Cup spec racing series.

What we're getting at is, if performance is an important criterion, you need only consider the fraternal twin Jettas. The Hybrid is the good twin, forever holding its 0.1-second lead to 60 mph over the evil twin, the six-speed manual TDI (7.9 versus 8.0 seconds). Both offer excellent powertrain response and low-end torque that begets plentiful low-end power through different means. The Hybrid utilizes a 114-lb-ft electric motor to help the turbo gas engine down low, while the TDI exploits its innately efficient 16.5:1 compression ratio. If our TDI test car had been birthed with the DSG six-speed twin-clutch automatic instead of the manual, it might've been quicker -- our old 2011 TDI long-termer needed 7.8 seconds to hit 60 mph. Strong comments were logged against the Hybrid's inconsistent brake feel. Sometimes the pedal stroked normally; other times it felt like there was a magnet drawing the pedal away from your foot.

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See all 75 photos

The Cruze realized several mpg above its EPA combined figure

"Respectable" sums up the Chevrolet Cruze's performance. It'll buzz to 60 mph in a not-embarrassing 8.5 seconds, but loses time to the less powerful Jetta TDI as speeds climb. The leisurely-shifting six-speed automatic

is geared for economy and programmed

for comfort.

The pokey Prius, with the slowest-in-test and dreaded double-digit 0-60-mph time of 10.1 seconds, sounds like it's persistently trying its hardest to keep up with the other four cars. Good thing its highly refined Hybrid Synergy Drive powertrain feels much smoother and more responsive than the 9.8-second 0-60-mph Civic's Integrated Motor Assist setup. If there's a component on the Honda that feels like an afterthought, it's the IMA e-motor.

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See all 75 photos

Efficiency

Each car showcases the muscle of automotive engineering in the pursuit of fuel economy. But how efficient are they when pitted against each other?

Ranking the cars by EPA rating would put the 44-combined-mpg Civic in third. Instead, it's a fish out of water with a last-place 37 observed mpg over a 280-mile evaluation loop consisting mainly of 40-70-mph cruising with a handling section thrown in. It despises having the throttle open, tendering Prius-like acceleration without Prius levels of fuel conservation. Pairing the 1.5-liter engine with an e-motor that mechanically handcuffs itself to the crankshaft is not the prescription for ultimate efficiency. (The shut-off engine is always turning over in the limited EV Mode.) The writing is on the wall: The new Accord Hybrid's more flexible two-motor hybrid system signifies IMA is a dead end.

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See all 75 photos

The rest confirm our expectations, with the mpg king Prius fighting to the top with 41.3 mpg. The 40.3-mpg Jetta Hybrid trailed the Toyota, but piloting the VW on real roads was a much less harrowing affair because it had the most total power in reserve of the five cars. This would partly explain why the Jetta is closer to its EPA combined mark than the Prius, capitalizing on its exceptional seven-speed DSG and a selectable electric-drive E-Mode that's more useful than the Prius' EV Mode. Spots 3 and 4 on the efficiency list are occupied by the 39.7-mpg Jetta TDI and 37.8-mpg Cruze. The Chevy was particularly disappointing, unable to turn its 46-highway-mpg EPA score into a meaningful advantage.

The Prius posted a sterling cost of ownership, despite having the loftiest price

As interesting as it is debating the merits of the observed fuel economies, that is a small sliver of the story. For example, the Jetta TDI and Cruze effectively demonstrate the diesel engine's inherent parsimony. The two direct competitors realized several mpg above their respective EPA combined figures, whereas the hybrids with the statistically superior ratings all performed below their EPA city estimates. Blame it on what you will: the diesel fuel that's part-for-part 15 percent richer in energy than gas, the naturally more efficient diesel engine, or our driving behavior. Plainly speaking, diesel vehicles aren't as sensitive to the significant influence of driving style as their gas-fed counterparts.

Anecdotally speaking, a bit of hypermiling gamesmanship or copious amounts of slow acceleration, stoplight-to-stoplight driving might have lifted the hybrids' observed mpg into their EPA city/highway ranges.

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See all 75 photos

Cockpit/Cabin

Four of the five cars have 94-cubic-foot cabins (excluding sunroofs), alleges the EPA, with the Civic being the oddball at 95 cubic feet. All offer reasonable levels of comfort and amenities, but we were much more intrigued by how each car fits drivers of various stature. Interior dimensions imply the Jettas would be the least accommodating in the front row, but our experience suggests otherwise. The VWs feel stately from behind the wheel, and the seat base is very supportive for taller drivers. The cabin layouts aren't adventurous, but they are functional, and that never goes out of style. USB ports remain conspicuously absent, but a dealer-sourced Media Device Interface adapter fixes the problem.

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The Civic's most memorable cockpit attribute is its steering wheel design. We cherish its compactness and the way your hands nestle into the molded 9 and 3 o'clock grooves. The rest of the cabin is logical and visually classy, with three exceptions: (1) The graphics in the nav system and upper deck information screen look really dated. (2) The passenger-side air vents look like they were hurriedly cut into the dashboard because they'd been left off the to-do list. (3) The leather seats seemed to wear and get dirty more quickly than we'd like.

If the "flying buttress" center stack survives into the next-generation Prius, it'll continue to be a point of controversy. Pros: It creates a convenient and semi-concealed storage area underneath, and the stack controls are angled toward the driver. Cons: It takes up a fair amount of space in the middle of the car, and some of the controls are a long reach. The seat bottoms are on the short end of the spectrum, a potentially irksome quality.

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Boasting the eco-car company's widest body and second-longest wheelbase didn't help the Cruze. Headroom galore front and back coexists with a sense of crampedness everywhere else. The center stack tilts out enough for you to notice that the cabin isn't space-efficient, and the driver and passenger don't have to slide their seats very far before they encroach on the rear bench. While the seats are thickly cushioned, the seatbacks are on the stiff side.

Since all the cars hold five people, we also became familiar with the second row.

The Cruze was tightest on legroom and, because of the space-robbing center floor hump, it was the only car that was openly hostile to a middle passenger. The Civic and Prius have mostly flat floors, and the Jettas' outboard footwells were enormous enough to mitigate the effect of their humps.

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Safety

Every car here is an IIHS Top Safety Pick. However, Honda smartly did the extra-credit work to ace the IIHS' gut-check small-overlap test with a Good rating, making the Civic the sole Top Safety Pick+. The Cruze and Jettas stumbled through with Marginal grades, one step lower than the Acceptable threshold needed to earn the "+" designation. (The Prius is yet to be tested.) NHTSA assigns 5-star safety ratings to all but the 4-star Jettas.

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See all 75 photos

On the active safety feature front, all come with rearview cameras except the Jetta TDI, where it's a new feature on '14 models. The Civic comes with Forward Collision Warning and Lane Departure Warning. For an additional $790, the Cruze could have benefited from the Enhanced Safety Package with Rear Park Assist, Rear Cross-Traffic Alert, and Side Blind Zone Alert. The Prius would have to upgrade to the loaded Five model (we had a Four) with the $4320 Advanced Technology Package to gain access to adaptive cruise control, Lane Keep Assist, and Pre-Collision System.

Volkswagen's Jetta Hybrid had the most total power in reserve of the five cars

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See all 75 photos

Value

Measuring the true value of value is tough, because it's an incredibly individualistic attribute. There's something about each car that could singlehandedly kill a deal. For instance, one editor declared the Jetta Hybrid's braking feel an instant deal-breaker. It didn't matter that the rest of the car was enjoyable.

Eyed strictly through the lens of the almighty dollar, the $27,850 Civic appears the bargain pick, riding a big list of content, spacious interior, and solid EPA ratings. Then, all you'd have to contend with are the underwhelming driving quality and the Grinch at the steering wheel trying his hardest to achieve 44 combined mpg. A comparably equipped Cruze is $28,085, but it'd have less cabin space and lower EPA figures.

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See all 75 photos

If you don't want to worry about refilling diesel exhaust fluid, the Cruze is off the table. You'd be better served with a '13-'14 Jetta TDI before selective catalytic reduction arrives on the '15 TDI engine (which should also increase its fuel efficiency). Exterior idle noise is another knock against the Chevy. Placed 10 paces directly in front of the car's nose, our trusty sound meter found the Cruze's intense idle introduced another 6.6 sones' worth of clatter over the ambient noise level. The Jetta TDI was responsible for 3.9 sones, meaning the Cruze brings 69 percent more noise to human ears.

The Jetta TDI punches above its weight, delivering beyond its stated ability

There's always going to be the camp opposed to diesel, citing topics including regional fuel availability and cost, or the health-risk specter of diesel exhaust-spewed nanoparticulates. The anti-hybrid side sounds the alarm on subjects such as the vehicles' greater sensitivity to driving style and acceleration/speed in the fuel economy game, plus environmental implications in battery production/end of life. The decision comes down to you.

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See all 75 photos

Cost of Ownership

Ideally, all five cars would be on even footing with same or equivalent features and options. This would allow IntelliChoice, our Big Test pricing research partner, to set comparable target purchase prices and 5-year costs of ownership for each contender. Although the provided COO chart is accurate for the exact cars we tested, we thought it would be of service to normalize the odd children.

Our base Jetta TDI with zero options looks like the value of the year at first glance, but what if it had the same goodies as everyone else? A 2013 TDI with Premium equipment, navigation, and DSG puts the target price at $28,445 and COO at $34,409. After ticking the $795 option box for nav, the Cruze's target rises to $28,180; COO, to $35,316.

The Jetta Hybrid doesn't sit pretty with the test's highest 5-year COO by a large margin, with no thanks going to depreciation and insurance totals. Switching down from the topline SEL Premium to SEL wouldn't alter the rankings. The Prius is in diametric opposition, posting a sterling COO despite having the test's loftiest target price. (And stripping it of the Plus Performance Package and $3820 Deluxe Solar Roof Package lowers the COO.) Strong repute in the secondhand market helps.

The 5-year cost of ownership order is, best to worst: Prius, Civic Hybrid, Jetta TDI, Cruze Diesel, Jetta Hybrid.

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Conclusion

How do we balance the different vehicular elements when settling the finishing order? Very carefully! For its narrow operational capacity, the Cruze brings up the rear of the pack. It set out to bury the Jetta TDI in engine output, highway fuel economy, and cruising mannerism, but the VW nips it in the real world where it counts.

With the most ineffectual hybrid powertrain on the market, it's difficult to justify putting the cost-cognizant Civic any higher than fourth. With the right driver, 44 mpg might be a reality. We suspect there are far more "wrong" drivers out there.

Wacky-expensive COO and funny brakes lock a premium-feeling car -- the Jetta Hybrid -- in third place. It oozes substance and technical quality. There's no reason to not believe this Volkswagen isn't capable of turning new hybrid fans.

No driving enthusiast wants to admit the Prius is good in any way. But since it'll constantly have your back at the gas pump and is least likely to nickel-and-dime you over 5 years, it earns second place.

The first-place Jetta TDI punches above its weight, delivering beyond its stated ability. It's easy to live with and always satisfying from behind the wheel. It does more with less, which ultimately is the definition of proper efficiency.

5th Place: Chevrolet Cruze Diesel

Live next to the freeway? Only ever drive on the freeway? Never have to

use the back seat? This

is your car.

4th Place: Honda Civic Hybrid

Mating any of the other four powertrains to the package would be a tremendous boost for an otherwise nicely thought-out car.

3rd Place: Volkswagen Jetta Hybrid

If you disregard the brakes and mammoth depreciation and insurance costs, this one is a favorite and worth every penny.

2nd Place: Toyota Prius

The group's wizened

eco-warrior isn't as

impervious as its EPA ratings suggest. Luckily, the modified suspension makes it less bland.

1st Place: Volkswagen Jetta TDI

Note to competition: The Jetta TDI added content for '14. And a more powerful, more efficient TDI engine is due for '15.

Notable Features

Chevrolet Cruze Diesel

Topping off the 4.5-gallon diesel exhaust fluid tank occurs beneath the trunk floor.

Honda Civic Hybrid

The hybrid system's small battery and electric motor total 91 pounds.

Toyota Prius

The optional, gee-whiz solar roof powers an electric cabin fan (not the A/C).

Volkswagen Jetta Hybrid

Shrouded wheel design is a time-honored tradition for eco-cars.

Volkswagen Jetta TDI

The 15.5-cubic-foot trunk is more voluminous than those in many midsize sedans.

2014 Chevrolet Cruze 2.0TD 2013 Honda Civic Hybrid 2013 Toyota Prius 2013 Volkswagen Jetta Hybrid 2013 Volkswagen Jetta TDI Avg. State Fees $424 $432 $503 $458 $421 Depreciation $14,154 (52%) $15,422 (53%) $15,867 (44%) $18,327 (55%) $9900 (41%) Financing $2489 $2648 $3339 $3065 $2237 Insurance $7347 $7048 $6959 $8116 $6845 Fuel $8163 $6086 $5448 $6355 $8093 Maintanence $1291 $1876 $1252 $1917 $1886 Repairs $515 $571 $565 $666 $732 5-Year Cost of Ownership $34,383 $34,083 $33,933 $38,904 $30,114 IntelliChoice Target Purchase Price $27,108 $28,849 $36,378 $33,375 $24,364 Purchase Price: Target purchase price includes destination and average applicable state taxes applied to a transaction price between invoice and retail, based on applicable incentives.





2014 Chevrolet Cruze 2.0TD 2013 Honda Civic Hybrid 2013 Toyota Prius POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front engine, FWD Front engine, FWD Front engine, FWD ENGINE TYPE Turbodiesel I-4, iron block/aluminum head I-4, aluminum block/head, plus DC permanent-magnet electric motor Atkinson cycle I-4, aluminum block/head, plus AC permanent-magnet electric motors VALVETRAIN DOHC, 4 valves/cyl SOHC, 2 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 119.3 cu in/1956 cc 91.4 cu in/1497 cc 109.7 cu in/1798 cc COMPRESSION RATIO 16.5:1 10.8:1 13.0:1 (static), 9.5:1 (effective, est) BATTERY TYPE N/A 0.6-kW-hr (est) lithium-ion 1.3-kW-hr nickel-metal hydride POWER (SAE NET) 151 hp @ 4000 rpm* 90 (gas)/23 (elec)/110 (comb) hp 98 (gas)/80 (elec)/134 (comb) hp TORQUE (SAE NET) 264 lb-ft** @ 2600 rpm* 97 (gas)/78 (elec)/127 (comb) lb-ft 105 (gas)/153 (elec) lb-ft REDLINE 5000 rpm 6000 rpm Not indicated WEIGHT TO POWER 23.0 lb/hp 26.0 lb/hp 23.8 lb/hp TRANSMISSION 6-speed automatic Cont variable auto Cont variable auto AXLE/FINAL-DRIVE RATIO 3.20:1/2.21:1 3.94:1/2.08:1 3.27:1/N/A SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; torsion beam, coil springs Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; torsion beam, coil springs, anti-roll bar STEERING RATIO 15.5:1 15.0:1 14.6:1 TURNS LOCK-TO-LOCK 2.5 2.8 3.6 BRAKES, F;R 10.8-in vented disc; 10.5-in disc, ABS 10.3-in vented disc; 7.9-in drum, ABS 10.0-in vented disc; 10.2-in disc, ABS WHEELS 7.0 x 17-in, cast aluminum 6.0 x 15-in, cast aluminum 7.0 x 17-in, forged aluminum TIRES 215/55R17 94V M+S

Goodyear Assurance Fuel Max 195/65R15 89S M+S

Bridgestone Ecopia EP20 215/45R17 87V M+S

Michelin Pilot HX MXM4 DIMENSIONS HEADROOM, F/R 39.3/37.9 in 39.0/37.1 in 38.6/37.6 in LEGROOM, F/R 42.3/35.4 in 42.0/36.2 in 42.5/36.0 in SHOULDER ROOM, F/R 54.7/53.9 in 56.6/53.3 in 54.9/53.1 in CARGO VOLUME 13.3 cu ft 10.7 cu ft 21.6 cu ft CURB WEIGHT 3468 lb 2860 lb 3188 lb WEIGHT DIST, F/R 63/37% 60/40% 59/41% TEST DATA ACCELERATION TO MPH 0-30 2.7 sec 3.4 sec 3.2 sec 0-40 4.1 5 5 0-50 6.2 7.1 7.3 0-60 8.5 9.8 10.1 0-70 11.5 13.3 13.6 0-80 15.1 17.8 18 0-90 19.4 - - PASSING, 45-65 MPH 4.7 sec 5.4 sec 5.7 sec QUARTER MILE 16.5 sec @ 83.7 mph 17.5 sec @ 79.3 mph 17.5 sec @ 79.0 mph BRAKING, 60-0 MPH 123 ft 130 ft 125 ft LATERAL ACCELERATION 0.77 g (avg) 0.77 g (avg) 0.81 g (avg) MT FIGURE EIGHT 28.5 sec @ 0.60 g (avg) 28.7 sec @ 0.59 g (avg) 28.6 sec @ 0.59 g (avg) TOP-GEAR REVS @ 60 MPH 1750 rpm 1800 rpm N/A CONSUMER INFO BASE PRICE $25,695 $25,150 $25,010 PRICE AS TESTED $26,500 $27,850 $36,858 STABILITY/TRACTION CONTROL Yes/yes Yes/yes Yes/yes AIRBAGS Dual front, f/r side, f/r curtain, front knee Dual front, front side, f/r curtain Dual front, front side, f/r curtain, driver knee BASIC WARRANTY 3 yrs/36,000 mi 3 yrs/36,000 mi 3 yrs/36,000 mi POWERTRAIN WARRANTY 5 yrs/100,000 mi 5 yrs/60,000 mi 5 yrs/60,000 mi ROADSIDE ASSISTANCE 5 yrs/100,000 mi N/A 2 yrs/25,000 mi FUEL CAPACITY 15.6 gal 13.2 gal 11.9 gal EPA CITY/HWY/COMB ECON 27/46/33 mpg 44/44/44 mpg 51/48/50 mpg ENERGY CONS, CITY/HWY/COMB 142/83/116 kW-hrs/100 mi 77/77/77 kW-hrs/100 mi 66/70/68 kW-hrs/100 mi CO2 EMISSIONS 0.67 lb/mi 0.44 lb/mi 0.39 lb/mi MT FUEL ECONOMY 37.8 mpg 37.0 mpg 41.3 mpg RECOMMENDED FUEL Diesel Unleaded regular Unleaded regular *SAE Certified, **280 lb-ft w/temporary overboost