When it comes to fuel-efficient vehicles, hybrids pretty much are the name of the game so far as mass-market products in the U.S. go. Sure, there are products like the Nissan LEAF, but to buy a full electric vehicle, people have to be willing to commit to a change in their driving behavior, and as seems to be the case, there are few people who are giving up the possibility that they might suddenly have to take a 300-mile trip.

Consider this: a car that would provide the ability to suddenly take a 717-mile trip. A car that has an EPA estimated 46 mpg highway, which is better than any non-hybrid car available in the U.S.

It’s the Chevy Cruze Clean Diesel, which is powered by a 2.0-liter, four-cylinder turbo diesel engine that produces 151 hp and 264 lb-ft of torque. An engine that is based on a proven architecture developed by General Motors in Torino, Italy, specifically engineered for the U.S. market by GM Powertrain engineering in Pontiac, Michigan, and manufactured at a GM plant in Kaiserslautern, Germany. And it is fitted into Chevy Cruzes being manufactured in Lordstown, Ohio.

How the engine was developed is discussed by Mike Siergrist, assistant chief engineer for the engine, in this edition of “Autoline After Hours.” Siergrist talks with John McElroy, host of the show, and Gary Vasilash.

“Wait a minute,” you might be thinking. “What about Autoextremist Peter DeLorenzo?”

Fear not. He’s on the show, too, prior to Siergrist’s appearance.

This is Memorial Day in the United States.

It is a time to remember those brave women and men who gave up their lives so for their country, so that the rest of us could live with freedom.

Arlington National Cemetery

So today we’ll not write about cars and trucks, about design and development, about issues and other things.

We’ll ask you to take a moment to remember the fallen. To silently thank them for what they have done. To take the time, if you know the family or friends of someone who has served in the military and who lost their life while doing so, to tell them that you are sincerely appreciative of that selfless sacrifice of their loved one.

Freedom is all too easily taken for granted by many of us.

At least today, let’s not forget its real cost.

The Cannes Film Festival—a.k.a., Festival de Cannes—runs through May 26. While it has long been about, well, movies—a.k.a., films—it has gained what most large events—from film festivals to rock shows—now have, which is corporate sponsorship. Among the official event sponsors are Chopard and L’Oreal, which make sense, given the bling and the hair associated with movie folk. HP? Electrolux? Akamai? Well, let’s see: HP does provide hardware that can be used for digital effects creation. Electrolux—not sure on this one. It is unlikely that a whole lot of performers spend a whole lot of hoovering. Akamai might be able to use its digital content delivery system for a feature film coming to a computer near you.

Renault is also a sponsor. Which probably has as much to do with the locale as cars. Maybe more about the locale. It’s difficult to imagine too many stars rolling along in Meganes when there are Audis to be driven in.

Then there is the sponsor of what could be considered counter programming to the official festival, the “Cannes in a Van.”

This is the sixth year for the event and the second consecutive that includes official Ford involvement.

There is a Transit Custom commercial van. It is parked on the Boulevard de la Croisette, near the official festival site. And there is a 55-inch plasma screen mounted in the back so that the cargo doors are opened and the viewing of recipients of the Van d’Or award and other independent films commence.

Said Andy Greenhouse, Cannes in a Van co-founder, sounding exactly like someone who understands the power of corporate sponsorship, “It’s a real privilege to take films like these down to Cannes and give them much-needed exposure within the festival. We’re also really excited to have the new Transit Custom as our home for the sixth year of Cannes in a Van.”

Sounds like he’s working on a seventh.

No word on how amused the officials of Festival de Cannes are with this.

One of the inhibitors of the proliferation of electric vehicles (EVs) is, quite simply, the lack of charging stations. Whether you’re driving in a city or on an interstate, you are always comparatively near to a place where you can buy gasoline, snack foods, and much more. In many cases, there are gas stations across the street from other gas stations.

But looking for a place to plug in a vehicle—well, that’s a different issue, entirely.

(Image courtesy AeroVironment Inc.)

That said, according to IMS Research, in 2011 there were 135,000 charging stations—globally.

According to Statistic Brain (who knew?), in 2012 there were 121,446 gas stations—in the U.S. alone.

However, IMS Research reckons that by 2020 there will be 10.7-million charging stations globally.

The estimate is contained in a report, “Electric Vehicle Charging Infrastructure—World—2013.”

The increase in charging stations will be, IMS indicates, in the U.S., China, Japan, and Germany. Or, the primary passenger vehicle markets.

Factors behind the growth in charging stations is, of course, an anticipated growth in the number of EVs. And the growth in EVs is predicated on a variety of factors including emissions regulations, concerns about energy security, a population shift to urban areas, and the fact that some people simply like EVs.

When it comes to minivans, one thing matters most: Packaging. Minivans, outside of something produced by a bus manufacturer, are the ultimate people mover. And in addition to people, they move more than a modicum of stuff.

The trouble with minivans, of course, is that they are minivans. There are large numbers of people—NASCAR dads and soccer moms, and vice versa—who associate minivans with some sort of ill-defined stigma. Generally, it seems, as though it is some signal of surrender, as in “Cool no more.” Consequently, they opt for something that offers less utility, yet is perceived as being highly functional: a sport utility vehicle (SUV), likely a unibody crossover. Yes, a “utility” offering less utility than a minivan.

Even three-row SUVs have a third row that is little better than sitting room in a doll house. And if you keep that third row in place, any idea of a Costco run probably needs to go on hold. If you can make do with a two-row SUV, then generally the amount of space is no greater than that found in a four-door sedan.

Which brings us back to packaging, at which the minivan excels.

However, there is the not-minor issue of styling and appearance. In the minivan category, Nissan has categorically led when it comes to interior and exterior design of its products. In the early ‘00s its Quest minivan was so innovative that it left many probably purchasers scratching their heads. After all, here was something that looked downright Euro-stylish on the outside and had such a radical approach on the inside, including something arguably more interesting than a solid polymer roof, that the typical head of family decision making probably ran to their nearest Chrysler store and grocery store to make sure that (1) minivans were still boxy and (2) vanilla ice cream was still in the frozen foods section.

Quest back in the day

Can’t you just hear Robert Downey, Jr., saying, “Wouldn’t it be cool?”

That styling was toned down considerably, and by 2011 the company came out with its fourth generation minivan, of which the 2013 is a part of.

Still, on the exterior there is a design that has a similarity to its NV commercial vehicles in the front, which adds a certain seriousness to the endeavor, yet when you look at the body side, particularly the rocker area, you can perceive a level of stylishness.

The 2013 Quest

But let’s get to the business of this thing, which is the inside. There are bucket seats in the first and second row (in the second row they go by the name of “Captain’s chairs” for some reason as there is nothing nautical about them) and the third row is a three-person bench. You want one of the other seats, but you’re not in bad shape at all back there. The driver’s seat (on this LE trim level) is 8-way power-adjustable. The passenger seat is 4-way power-adjustable. There is a quick flip of the second row seat to get access to the third row. And the second and third rows readily fold flat. What’s more, the LE comes with leather seating surfaces such that you almost imagine you’re in a furniture store.

Serious space

The passenger volume is a capacious 170.9-cu. ft., and the cargo area is 63.6-cu. ft. with the second row seats in position and 100.4-cu. ft. when it is folded along with the third.

And while enumerating things, know that there are six cup holders, six bottle holders, four coat hangers, two 12-volt DC outlets, and an eight-inch touch screen display.

Power is provided by a 260-hp 3.5-liter, DOHC V6. There is a continuously variable transmission. I drove the Quest to the northwestern suburbs of Chicago and back to Plymouth, which meant that I had a good opportunity to experience the vehicle in a variety of commuting conditions, though I must admit that I only had one passenger, not a passel of playful kids on board. That said, I was able to handily keep up with the traffic on the freeway and to readily maneuver it in a crowded strip mall parking lot.

Chances are, someone who doesn’t see themselves in a minivan is not going to go for a minivan, not matter how good a minivan is, no matter how well it would suit their needs. How a vehicle that arguably had its roots in military transport somehow provides more street cred (especially when every Bob & Carol & Ted & Alice has one) is a puzzle to me.

Selected specs

Engine: 3.5-liter, DOHC V6

Material: Aluminum block and heads

Horsepower: 260 @ 6,000 rpm

Torque: 240 lb-ft @ 4,400 rpm

Transmission: Continuously variable

Wheelbase: 118.1 in.

Length: 200.8 in.

Width :77.6 in.

Height: 73 in.

Curb weight: 4,568 lb.

EPA: 19/25 city/highway