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Hyundai-Kia claims 'greenest' title from Honda, Big Three still big losers

Let's start with the good news. On average, any new car you buy in the US today will be 43 percent cleaner than any average new car in 1998. Here's some more good news, for Korea anyway, Hyundai-Kia has been named the cleanest automaker in the latest study by the Union of Concerned Scientists (UCS), which looked at 2013 model year vehicles sold between October 2012 and September 2013 from the top eight automakers (by volume). The bad news? The big three Detroit automakers are, on average, still making the dirtiest cars in the showroom. The big three Detroit automakers are, on average, still making the dirtiest cars in the showroom. The problem for Ford, General Motors and Chrysler lies in their trucks, which sell well but tend to have pretty bad fuel economy (compared to sedans, at least). The UCS calculates its list by averaging "the per-mile emissions for each light-duty vehicle sold by each automaker" and then factors in "the fuel economy, fuel type, and sales volume of each type of vehicle sold by each automaker" and "the upstream global warming emissions from producing and distributing the fuel used by each vehicle, as well as emissions from the vehicles themselves." That all means that, the more trucks you sell, the worse you're gonna do. Then again, the more trucks you sell with 18 mpg, the more you're helping drivers put CO2 into the air, so the UCS is doing a fair comparison of the things that this study is trying to track. More details on the methodology are available on page six of the study PDF. In case you were wondering (we were), UCS did make sure to use the revised mpg numbers for Hyundai and Kia models that were originally overstated. Hyundai has apologized for and fixed those figures and even with the new, corrected numbers, Hyundai's total emissions are dropping at a rate of about three percent a year, enough for it to take the greenest company title for the first time. In fact, this is the first time that an automaker other than Honda has come out on top in the UCS ranking, which has been released six times now, including the first one in 2000 (which looked at 1998 model year data). In 2010, Honda was almost knocked off the winner's perch by both Hyundai and Toyota, but managed to hold on. Chrysler, on the other hand, came in dead last (again) in the ranking of the top eight automakers, snagging the "dirtiest tailpipe" award once (again). Read the UCS' press release below.

Chrysler Group moves around execs in wake of recent departure

Chrysler is busy shuffling executives around in the wake of Ram head Fred Diaz's departure. The automaker has named Reid Bigland (pictured, right) as Diaz's successor in the role of president and CEO of Ram, though Bigland will continue his duties as the head of US sales and the president and CEO of Chrysler Canada. Bigland first came to Chrysler in 2006 from Freightliner Custom Chassis Corporation, so the guy knows a thing or two about trucks.
Meanwhile, Timothy Kuniskis will take over as president and CEO of Dodge. Previously, he served as the head of Fiat in North America and has been with Chrysler in one capacity or another since 1992. His old title now falls to Jason Stoicevich, who will also continue to work as the director of the automaker's California Business Center. Finally, Bruno Cattori will take over as the president and CEO of Chrysler Mexico.
Diaz left his position to take over as a divisional vice president of sales and marketing with Nissan. You can read the full press release on the Chrysler personnel changes below for more information.

The problem with how automakers confront hacking threats

More than anyone, Chris Valasek and Charlie Miller are responsible for alerting Americans to the hacking perils awaiting them in their modern-day cars. In 2013, the pair of cyber-security researchers followed in the footsteps of academics at the University of Cal-San Diego and University of Washington, demonstrating it was possible to hack and control cars. Last summer, their research established which vehicles contained inherent security weaknesses. In recent weeks, their latest findings have underscored the far-reaching danger of automotive security breaches. From the comfort of his Pittsburgh home, Valasek exploited a flaw in the cellular connection of a Jeep Cherokee and commandeered control as Miller drove along a St. Louis highway. Remote access. No prior tampering with the vehicle. An industry's nightmare. As a result of their work, FCA US recalled 1.4 million cars, improving safety for millions of motorists. For now, Valasek and Miller are at the forefront of their profession. In a few months, they could be out of jobs. Rather than embrace the skills of software and security experts in confronting the unforeseen downside of connectivity in cars, automakers have been doing their best to stifle independent cyber-security research. Lost in the analysis of the Jeep Cherokee vulnerabilities is the possibility this could be the last study of its kind. In September or October, the U.S. Copyright Office will issue a key ruling that could prevent third-party researchers like Valasek and Miller from accessing the components they need to conduct experiments on vehicles. Researchers have asked for an exemption in the Digital Millennial Copyright Act that would preserve their right to analyze cars, but automakers have opposed that exemption, claiming the software that runs almost every conceivable vehicle function is proprietary. Further, their attorneys have argued the complexity of the software has evolved to a point where safety and security risks arise when third parties start monkeying with the code. Their message on cyber security is, as it has been for years, that they know their products better than anyone else and that it's dangerous for others to meddle with them. But in precise terms, the Jeep Cherokee problems show this is not the case. Valasek and Miller discovered the problem, a security hole in the Sprint cellular connection to the UConnect infotainment system, not industry insiders.