AUTOMOBILE LARGE STATE

HISTORY OF AUTOMOBILE LARGE STATE

2012-02-07T21:42:00.003+05:00

HISTORY OF AUTOMOBILE LARGE STATE

The name of A.L.S is the future project of one man Mahtab Ahmed Panhwar. Mahtab was decite whay not we will make our automobile company because Mahtab is love cars andautomobile and his dreem is i make a automobile company. but his age is 16 year old. Frist Mahtab was decite company name
A.L.S = "AUTOMOBILE LARGE STATE" . This company is not launched but Mahtab is only decite his name not make it but he want to make his company A.L.S . Mahtab will make it when he become a mechanical engineer. Mahtab is see a dreem of A.L.S in this company Insha'Allah mahtab will make high power engine but this engine will work in less fule and save our country fule and his speed is very high. So Mahtab want to be a mechanical engineerand launched the AUTOMOBILELARGESTATE.................................................................................................................
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bmw i8

2012-01-15T09:44:00.000+05:00

BMW are preparing supercar with the name i8, which wont be powered by a diesel-electric hybrid like the Vision EifficientDynamics concept.

BMW i8 is expected to be introduced in 2013 and it will be powered by a petrol engine.

The recently announced ‘i’ sub-brand from BMW will launch the i8 supercar in 2013 but it will come with a petrol engine instead.

“We want to sell [the i8] all over the world. Diesel is only really relevant to Europe.”, commented BMW’s head of research and development, Klaus Draeger.

Firsly, the idea was for a 1.5 liter three-cylinder diesel and an electric motor like the configuration in VissionEfficient Dynamics concept, but now BMW will stick to petrol variant.

New CX-5 to Fully Implement Mazda’s SKYACTIV Technology

2011-11-11T10:23:00.002+05:00

Mazda’s first full implementation of its next-generation SKYACTIV suite of technologies will appear in the automaker’s all-new Mazda CX-5 compact SUV crossover, a production model that’s evolved from the MINAGI concept car first shown at the Geneva Motor Show earlier this year. The CX-5 is the first of the company’s production models to adopt Mazda’s new 'KODO - Soul of Motion' design theme.

Designed to provide Mazda’s signature fun-to-drive experience, the CX-5 promises precise response, a high-quality ride, and outstanding environmental and safety performance.

SKYACTIV technologies improve the environmental performance of every part of a vehicle including body, chassis, transmissions, and a range of powerplants through improved efficiencies, lightweighting, and other innovations.

The Euro-spec CX-5 shown here uses Mazda's SKYACTIV-G 2.0-liter gasoline engine, with standard and high-performance 2.2-liter SKYACTIV-D 2.2 diesel engines available. The latter engine is designed to provide exceptional environmental performance for a compact SUV with the 2.2-liter diesel engine said to deliver CO2 emissions of less than 120g/km.

SoCal Gas Field Testing Natural Gas ‘Fueling Station in a Box’

2011-11-11T10:22:00.000+05:00

he move toward ever-larger numbers of natural gas vehicles requires a variety of fueling solutions.

Clean Energy has been busy providing fueling stations for fleet and public use, plus building a ‘Natural Gas Highway’ along major highway corridors. Many Honda Civic Natural Gas owners have compressed natural gas (CNG) refueling appliances in their garage.

Now Southern California Gas Co. has launched a field demonstration of the Galileo Microbox, what’s described as a streamlined compressed natural gas ‘fueling station in a box’.

According to SoCal Gas, modular fueling station technologies like this contain all the primary components for a refueling facility in a single, factory integrated enclosure the size of a small shipping container. That, in turn, offers the potential for lower construction and maintenance costs, minimal installation time, and a smaller physical footprint.

The Microbox is being used for the first time in the U.S. at the SoCal Gas Riverside, California customer service base, providing customers CNG at about $2 per gasoline gallon equivalent.

Maxximus LNG 2000 Combines Style, Power, and Natural Gas

2011-11-11T10:18:00.002+05:00

Liquid natural gas (LNG) is normally considered a fuel for heavy-duty trucks, not a million dollar supercar. Yet, this is the very ’green‘ fuel that powers the street legal Maxximus LNG 2000 and coming Prodigy LNG, both developed by businessman and philanthropist Bruce McMahan and high-performance engine builder Marlon Kirby.

Previously, they built the Maxximus G-Force, claimed to be the world's fastest street-legal supercar with three records: 0 to 60 mph in 2.0 seconds, 0 to 150 mph in 9.3 seconds, and the quarter-mile in 9.7 seconds at 157 mph. The records were set at the Rockingham, North Carolina Raceway and were certified by the World Record Academy.

Now this team says it expects to break those records with the Maxximus LNG 2000, which was unveiled at the World Oilman’s Poker Tournament at the Wynn in Las Vegas. This new effort by Centaur Maxximus Motion uses a 430 cubic-inch, twin turbo all-aluminum V-8 engine producing over 1600 horsepower while running on LNG. With appropriate adjustments, the engine can also use compressed natural gas or liquid petroleum gas (propane).

In addition to the Maxximus LNG 2000, the company’s planned Prodigy LNG supercar engine will feature a billet block and cylinder heads with four valves-per-cylinder and LNG direct injection. Digital valve technology is said to eliminate the need for camshafts, pushrods, rockers, and lifters, resulting in reduced parasitic friction losses. All this adds up to 2000 horsepower, says the company. Other advanced technologies include a six-speed paddle gear shift box, hybrid all wheel drive with in-line torque sensing technology, carbon ceramic brakes, and ceramic wheel bearings.

The Prodigy LNG's all-carbon-fiber body will ride on a hybrid carbon-fiber and chromalloy tubbed chassis. Ride height adjustable suspension with comfort control is part of the package along with an integrated computer-controlled front wing. Its full custom interior is planned to feature inlay carbon-fiber and burled wood. And the projected price? A cool million.

Audi A2 Concept Features Small Stature, Electric Power

2011-11-11T10:16:00.001+05:00

Like many automobile manufacturers, Audi plans to compete in the electric car market. It recently unveiled its Audi A2 Concept, a pure electric vehicle. The Audi A2 is a five-door, four-passenger city car with small external dimensions It has an overall length of just over 149 inches, about 25 inches shorter than the Nissan Leaf. The Audi A2 Concept can accommodate a special city bicycle between the seats and in the rear cargo compartment.

Audi’s A2 Concept uses a lithium-ion battery pack that stores 31 kilowatt hours of energy, of which 24 kilowatt-hours is usable. Typically, about 80 percent of an EV's battery capacity is available for propelling the vehicle. Lithium-ion batteries packs prefer a partial cycle rather than a deep discharge, since deep discharging can reduce battery life. They don't have the ‘memory effect’ found in some other battery chemistries.

The battery powers an electric motor rated at 116 horsepower of peak power and 199 lb-ft torque. This gives the lightweight, 2535 pound EV a governed top speed of 93 mph with 0 to 62 mph acceleration of 9.3 seconds. The lithium-ion battery pack is located in the sandwich floor and the electric motor is transversely mounted in the front of the vehicle, driving the front wheels via a single-speed transmission. The A2 Concept features electric steer-by-wire and brake-by-wire systems.

A driving range of 124 miles is achieved under the European driving cycle. It takes roughly 1 1/2 hours to fully recharge the battery using 400 volt, three-phase European current and about four hours when using 230 volt household current. It is also designed for Audi Wireless Charging. Here, a driver pulls the car over a parking spot that contains a primary coil. Electrical energy is automatically transferred inductively to a secondary coil in the EV, which in turn transfers power to the battery pack. Audi says contactless Audi Wireless Charging takes about the same amount of time as other charging technologies.

The car's relatively light weight is achieved through the use of Audi Space Frame (ASF) technology combined with hybrid multi-material construction. Here, very different materials are combined to achieve ultra light weight. For example, the superstructure is made largely of aluminum components and complemented with carbon fiber-reinforced polymer (CFRP) components. The 18-inch wheels are fabricated using cladding technology, in which the alloy base wheel and cladding are manufactured separately and bonded together, to greatly reducing the amount of material used. In the Audi A2, this saves about 4.4 lb per wheel.

The Audi A2 Concept car features an opaque glass roof finished in flat Electric White that becomes transparent at the push of a button. When an electric voltage is applied, small particles integrated into the glass align so the light can pass through the glazing unhindered. When the glass roof is darkened it blocks infrared sunlight almost completely. This helps temperature management of the interior, important in battery electric vehicles.

bmw f10

2011-11-03T08:29:00.000+05:00

bmw zx

2011-11-01T20:06:00.000+05:00

What’s the Real Story with NEVs? No Great Success After Many Years.

2011-10-28T13:44:00.004+05:00

Neighborhood electric vehicles (NEVs) have been around since Bombardier tried to market one in the mid-1990s, and even earlier if you include electric cars of the 1970s like the CitiCar and Elcar. The Detroit Electric, the Baker Electric, and other electric cars driven by fashionable ladies in the early part of early 20th century were also really low-speed NEVs .

Since then many other NEVs have appeared like the CT&T, The Kurrent, ZENN, REVA, and ZAP XEBRA, all of which have been sold in small numbers. Only the GEM, at one time part of Chrysler, has sold in any significant numbers. Conclusion: NEVs have found a small measure of use with consumers and have fared a bit better with fleets, but overall have been a failure, especially in one of their primary target markets – gated communities.

In contrast, ordinary golf cars used as NEVs have been very successful in many gated communities. For example, in the age 55+ community in which one of our Green Car editors lives, about 60 percent of the households have a golf car, with many of these replacing a second car. In the case of some very senior citizens it is their only means of transportation. For full dsclosure, many of these are driven to, from, and on the two golf courses in this community. Most all are driven around this large community’s roadways and many that are street legal are driven to nearby shopping centers. Conclusion: golf cars used as NEVs are a success in gated communities.

The main reason for this contradiction is a simple question: “Why buy a NEV for $15,000 or more when a $5,000 golf car will do?” For about $500 it’s possible to make a golf car street legal and license it through the Department of Motor Vehicles, allowing it to be legally driven in most states on roads with speeds of less than 35 mph. When traveling only short distances, mostly in residential environments with lots of starts and stops, the difference in trip times is really only a few minutes.

In most cases the range of a NEV or golf car is not limited by battery capacity. Rather, it is limited because many destinations are out of range, since traveling over roads with posted speed limits no greater than 35 mph are required to get there. Many public roadways have higher speed limits and the use of NEVs or golf cars on these roads is illegal.

While a true NEV might provide greater weather protection in northern climates, most are used in warmer sunbelt regions like Arizona, California, and Florida, the prime locales for retirement communities. Many golf cars are fitted with side curtains for wind protection and some have heaters and even air conditioning for all-weather comfort.

Another consideration is that there’s often little demand for new golf cars. Being simple and not subjected to demanding driving conditions, they last a long, long time with batteries being the only major maintenance item. Thus, golf cars go through several owners. Only the few who want the latest and greatest versions or those wanting the fanciest golf car at the country club and the bragging rights that go with this are apt to buy new ones. The difference in these high-end golf cars is in appearance and a few creature comforts. The basic technology for golf cars, however, is decades old with few innovations

VW’s Golf Variant twinDRIVE Undergoing Testing in Europe

2011-10-28T13:44:00.001+05:00

Volkswagen will market several plug-in hybrids in 2013-2014 as well as a pure electric VW up! It recently unveiled the Golf Variant twinDRIVE prototype. Twenty of these PHEVs will be used in VW's ‘Fleet Study in Electric Mobility.’ VW, with six partners and the German Ministry of the Environment, is investigating the use of renewable energy sources for electrically powered vehicles. Initiated in July 2008, the project runs until July 2012.

This parallel hybrid has a 114 horsepower electric motor, a 1.4-liter TSI gasoline direct-injection engine supplying 114 horsepower, and a 30 kilowatt generator, all housed in the engine compartment. The battery pack and high-voltage power distribution unit are located in the rear. A DC/DC converter converts high voltage from the battery pack to 12 volts for the regular electrical system. Engine heat assists the electric heating system in cold weather.

Two different lithium-ion battery systems are being tested. Ten Variant twinDRIVEs are equipped with batteries from the American-German manufacturer GAIA and 10 use batteries from Korean-German joint venture SB LiMotive (Samsung and Bosch). The GAIA cathode type battery consists of 86 cells and a capacity of 11.2 kilowatt-hours. The SB LiMotive cathode type battery has 84 cells to supply 13.2 kilowatt-hours. Both high power and energy density batteries weigh about 330 pounds. A battery management and monitoring system keeps the batteries cool.

The Golf Variant twinDRIVE has three operating modes. In urban driving, it operates on the E-Motor with an electric-only range of 35 miles and a top speed of 75 mph. When more power is needed, the internal combustion engine is started. The TwinDRIVE features a single-speed transmission and an electronically actuated ‘separation’ clutch between the TSI engine and E-motor. At speeds above 31 mph, the separation clutch closes and the TSI is directly coupled to the drivetrain for efficient driving with the internal combustion engine alone. With the gasoline engine, the total range is 558 miles with a 105 mph top speed. VW claims 112 U.S. mpg (2.1 liters per 100 kilometers). When maximum acceleration is required, the E-Motor and TSI together provide up to 161 horsepower so it can accelerate from 0 to 62 mph in under 12 seconds.

The internal combustion engine can be started by the driver whenever needed to charge the battery via the generator or provide additional drive power. The driver can manually choose the pure E-MODE provided the battery is sufficiently charged. During regenerative braking, the TSI engine is turned off and the separation clutch is open so braking energy is recouped by the generator to charge the battery.

Volkswagen is developing a ‘Charging Manager’ to optimize charging so the battery is charged cost-effectively and with electricity generated from renewable sources whenever possible. When the battery is fully charged, the strategy is to maximize the share of pure electrical energy used for driving. On mid- to long-range drives, the intelligent hybrid management system automatically optimizes load distribution between the E-Motor and gasoline engine to minimize fuel consumption based on the current route and situation. The vehicle could also feed electricity back into the electrical grid to temporarily offset fluctuations in the grid.

More Mobile Charging Services Planned for Stranded Electrics

2011-10-28T13:43:00.000+05:00

The million EVs promised by President Obama by 2015 would have a greater impact on our infrastructure than the huge number of charging stations and sufficient electricity needed to keep batteries charged, if such a hopeful number of EVs actually appeared on our roads by then. Mobile chargers would also be needed to assist stranded EVs with dead batteries.

AAA will be deploying its EV Assistance Trucks in Portland and Seattle in Washington; the San Francisco Bay Area and Los Angeles in California; Knoxville in Tennessee; and Tampa/St. Petersburg in Florida to coincide with Nissan Leafs and other EVs hitting the streets. Other companies plan to offer mobile charging systems not exclusively dedicated to charging and towing EVs. They are less expensive and can be mounted in a small trailer or in a tow truck. These can provide sufficient charge in 15 to 30 minutes to enable a stranded EV to reach a nearby charging station.

Cross Country Automotive Services' EV Mobile Charger is mounted in a small trailer or in the tow truck itself. A two-stroke engine, running on clean burning propane, powers a generator to provide the charge. Club Assist's trailer mounted mobile unit uses a lithium-ion battery to do the charging.

While Nation-E has installed its mobile charging system in what it calls the Angel Car, the technology could be installed in about any larger vehicle. The system uses a large battery pack and a high voltage charger. Nation-E will offer the Angel Car as a completely installed package or as a separate system that can be dropped into a new or existing vehicle.

Realistically, it could a long time before there are enough stranded EVs to warrant large investments in mobile charging systems, even small ones. Until there are tens of thousands of EVs on the road these charging service vehicles probably would see seldom use. Most EVs drivers will never experience getting stuck on the side of a road with a dead battery. Even if there are a relatively large number of EVs, they will be dispersed over large areas like Los Angeles or Phoenix. If there are only a few EV rescue units in a region, it could be hours before they could reach a stranded motorist, especially in rush hour traffic. Finally, they are not needed for extended range electric vehicles like the Chevrolet Volt or other plug-in hybrid electric vehicles, which have gasoline engines to provide power should the battery become fully discharged.

2012 Fiat 500 Delivers Very Cool Italian Style and a Fun Ride

2011-10-28T13:42:00.000+05:00

The 2012 Fiat 500 is a milestone car in many ways. It signals Fiat’s return to the U.S. market after a three decade hiatus, and it signals it in a big way – ironically, with a vehicle of small stature.

It’s been said that timing is everything, although one could argue the point with examples of products that seem well-timed but miss the mark. The Fiat 500 has clearly aimed true. Here is a car that’s right for the times, small but stylish in a decidedly European sort of way, bringing Italian charm to the streets of America amid a growing array of like-minded small cars from domestic and import automakers.

But this one…it draws attention without even trying. Drive it downtown and heads will likely turn. Park it and, maybe not all the time but often enough, people will stop by to ask about the car and chat you up. It all but shouts ‘ciao’ as it turns heads along its journeys.

The four-passenger Fiat 500 is available in two configurations – a coupe starting at $15,500 and a 500c cabriolet at $19,500. Both have their merits, but we’ll take the cabrio hands-down. It offers an absolutely delightful multi-position, power-retractable cloth top. At one position you have a nice sunroof-size slice of the sky, while another provides a full roof opening. Hit the switch for maximum lift-off and the soft top slides back to the trunk lid. Since our test was during summertime in California that top was never closed.

There’s no lack of personalizing available for the 500. Buyers can choose from 14 exterior colors and 12 interior material and color combinations. Three soft top colors are also available on the 500c. You want yours different? You’ve got it.

Besides the distinctive soft top, the 500c is differentiated from its hardtop sibling with a windshield design that’s slightly longer to enhance rear passenger visibility. The windshield elegantly conceals a reinforced upper crossmember required to make up for the loss of a solid top and ensure a rigid body structure. At the rear, an interior-mounted (and removable) wind deflector is strategically positioned to minimize wind buffeting with the topside opened up and the sky upon you.

A roof-mounted spoiler at the rear of the 500c aids aerodynamics and serves as the site for integrating the car’s center high-mounted stop lamp, enabling it to function with the top up or down. When access to the trunk is required with the top all the way back, a tap of the trunk release prompts the top to move upward out of the way and opens the trunk lid.

As an exercise in going retro, the Fiat 500 wins the prize. The iconic Fiat Cinquecento model that debuted more than a half-century ago is clearly emergent in the 500, especially so with the soft top opening all the way to the stops in this pint-size car. Yet, even as the 500 looks fondly back at the past it embraces the best of today’s technologies.

Proof of this is in the car’s 1.4-liter, 16-valve MultiAir engine, an all-new powerplant incorporating multiple fuel efficiency and emissions reduction technologies. MultiAir, the first fully variable valve actuation (FVVA) system on a production engine, uses four electronic solenoids that replace the conventional overhead cam with hydraulic actuation. The result is the ability to deliver immediate air-fuel adjustments throughout the engine cycle to optimize power and efficiency.

This engine provides 101 horsepower at a rather lofty 6,500 rpm with 98 lb-ft torque at 4,000 rpm. While it’s no muscle machine, the MultiAir engine does provide a fun driving experience plus best-in-class 30 city/38 highway mpg fuel economy in the Fiat 500 equipped with a five-speed manual. Fiat 500 coupes featuring the six-speed automatic with driver-selectable gear changes net 27 city/34 highway mpg. EPA rates the automatic 500c test car we drove at 27 city/32 mpg highway mpg.

Our thoughts? The Fiat 500 is small in stature but big in the fun-to-drive category. Its stylish design is evident by the attention it generates on the road. While we found that rear visibility is less than ideal with the top dropped in the cabrio, we can live with that as an acceptable tradeoff. The 500 coupe is an affordable vehicle for the masses and, if you’re like us, you may find the $4,000 step up to the cabrio could prove to be irresistible.

While it’s no muscle machine, the MultiAir engine does provide a fun driving experience plus best-in-class 30 city/38 highway mpg fuel economy in the Fiat 500 equipped with a five-speed manual.

Check-is-in-the-Mail Approach to Vehicle Standards is Wrong

2011-10-28T13:41:00.002+05:00

Imagining new vehicles in 2025 should be exciting: Electric vehicles with long ranges, high-mileage hybrids as the norm, and the idea of buying gas guzzlers is a dim memory.

Setting strong fuel economy standards for new cars through 2025 gives the long-term certainty the auto industry needs to drive technology and innovation, while delivering the vehicles that will help reduce demand for oil and cut carbon pollution. Strong standards will cut carbon pollution by six percent per year every year starting in 2017 to deliver the most benefits to consumers and the nation.

But if the auto industry has its way, the cars of 2025 will still have a hefty oil appetite.

Why? The auto industry favors a ‘check is in the mail’ approach to standards. Their plan would be to make small improvements in the early years of the program with the promise to do more later. Add to this other ‘flexibility’ – such as credits for improving AC systems; ignoring emissions from charging electric vehicles; and credit banking, borrowing and trading – and the auto industry will have its weak program.

Strong standards shift billions of dollars from oil. According to a study by CERES, a Boston-based green business group, we can save $152 billion at the pump in 2030 with a strong 60 mpg standard – pumping more than $150 billion into other places in our economy. Of these dollars, $59 billion go to the auto industry through purchases of cleaner cars and $93 billion for the rest of the economy. We could see a net gain of 700,000 full time jobs with 60,000 of those in the auto industry.

The strength and integrity of these standards will determine oil savings, job creation, consumer savings, and whether President Obama meets his goals of cutting oil imports by a third or having a million EVs on the road.

We should not compromise or accept a promise of a check in the mail. Only a strong standard that leaves the loopholes on the roadside can deliver.

Opel Teases With Early Details on its Battery Electric ‘One Euro Car’

2011-10-28T13:40:00.002+05:00

GM’s European Opel brand aims to shake things up at the 64th Frankfurt International Motor Show with a battery electric concept it dubs the ‘One Euro Car.’ It’s so-named because of the claimed ability to travel 100 kilometers (62 miles) for the cost of a single Euro, the equivalent of about $1.38. That’s pretty cheap driving to be sure.

The brand’s motivation is said to be inspired by its success with the Ampera extended range electric vehicle, the Opel variant of the Chevy Volt. The revolutionary One Euro Car concept is quite unlike the Ampera, though, with its tandem driver/passenger placement and exclusive battery powered propulsion.

Opel’s goal was to develop a new class of lightweight electric vehicle to promote zero-emission urban motoring. It has certainly accomplished this with its new two-seat concept.

The One Euro Car would use 10 times less energy than a typical small car and weigh in about a third less. It would also offer full functionality and a top speed of 75 mph (120 km/h). The automaker envisions a low-speed variant limited to 28 mph, or 45 km/h, which could be driven by drivers as young as 16 years old.

Volvo Concepts Show Three Approaches to Extended Range Electric Vehicles

2011-10-28T13:39:00.000+05:00

Extended Range Electrical Vehicles (EREVs) offer most of the advantages of battery electric vehicles. EREVs also eliminate one of their biggest disadvantages – ‘range anxiety,’ or the fear of being stranded if batteries are completely discharged with nowhere to recharge, Following in the footsteps of the Chevy Volt, the first EREV on the market, other automakers are developing EREVs as well. This includes Volvo, which has shown three different EREV concepts. All three use a small three-cylinder flex fuel engine that can operate on gasoline and E85 ethanol. Testing of these concepts will begin in the first quarter of 2012.

Technical Concept I is series-hybrid with range extension much like the Chevy Volt. The gasoline engine is located beneath the rear compartment floor in a C30 Electric coupe, which is now in limited volume production. The 60 horsepower engine drives a 40 kilowatt generator that either supplies the 114 horsepower (82 kilowatt) peak electric motor driving the front wheels or charges the battery pack. The latter increases all-electric range beyond the 68 mile range provided by the battery pack without recharging. With a 10.5 gallon fuel tank, range extension gives this version an additional 621 miles, for a total 688 mile driving range.

Technical Concept II features a parallel hybrid configuration using the C30 Electric. A more powerful 190 horsepower, turbocharged three-cylinder engine primarily drives the rear wheels via a six-speed automatic transmission for long distance highway travel. The engine and transmission are positioned at the rear. The 114 horsepower electric motor drives the front wheels to provide four-wheel-drive. The two propulsion sources provide over 300 horsepower, sufficient to accelerate the car to 100 62 mph in seconds. The 40 kilowatt generator keeps the battery charged to give the car increased range beyond the 47 miles provided by the battery pack alone, up to as much as 728 miles.

Technical Concept III uses the larger V60 Sportwagen so the entire drive package fits under the hood. The battery pack is located beneath the rear floor. This parallel hybrid is similar to Technical Concept II in that it uses the 111 horsepower electric motor supplemented by the 190 horsepower, supercharged three-cylinder turbo engine. Power from both the motor and engine drive the front wheels via a two-speed automatic transmission. This version can travel up to 31 miles at up to 31 mph on battery power alone. The combustion engine starts at higher speeds and charges the battery pack when its charge drops below a predetermined level. The Concept III has a total range by more than 621 miles.

Preview: 2011 Chevy Volt Electric

2011-08-09T15:24:00.003+05:00

General Motors' milestone 100th anniversary will likely be remembered as much for what's ahead than what has come before. That's saying a lot, considering that GM has produced more than 450 million cars since 1908. The highlight: GM used its Centennial event to pull the wraps off the production version of the highly anticipated Chevrolet Volt electric car. The 2011 Volt is scheduled to go into production in late 2010, driving the world's second largest automaker into its second century of operation.

Green Car has followed the amazing Volt story closely since it was introduced as a concept car at the 2007 North American International Auto Show in Detroit. The Volt concept was an immediate hit, but the clincher was GM's promise to actually build the futuristic range extending electric car. To date, General Motors has met critical developmental deadlines as it races toward the promised 2010 product launch, pouring considerable effort and resources into the project. Volt utilizes GM's E-Flex platform, which can accept various powertrain changes depending on the intended market.

The revolutionary Volt is a plug-in electric car that has a 40 mile zero-emission range on all-electric operation. This 40 mile electric capability fits the needs of many commutes and nearly all errand-running missions. Once the advanced 16 kWh lithium-ion battery pack is depleted, the Volt uses a small internal combustion engine-generator as a range extender to add 300 more miles to the Volt's total driving range. The internal combustion engine, which is FlexFuel capable and can run on gasoline, E85 ethanol, or any combination of the two fuels, doesn't power the wheels directly, but rather provides electric power as a generator. All propulsion drive is through the electric drive motor.

GM's latest figures peg the Volt's 0-60 mph performance time in the 8 to 9 second range, with a top speed of 100 mph. The electric drive unit will deliver 111 kW of power that translates to 150 horsepower, and importantly an impressive 370 lbs-ft of torque. Since electric motors can deliver maximum torque from 0 rpm, overall performance should be quite good.

Charging the 220 lithium-ion cells housed in the Volt's 'T' shaped battery pack will take eight hours from a 120 volt outlet when fully depleted, and as little as three hours if charged from a 240 volt outlet. Based on a projected cost of 10 cents per kWh, the Volt will cost about 80 cents per day to fully charge. That equates to an energy cost of just 2 cents per mile under electric power. Factoring gasoline costs at a low $3.60 per gallon, GM estimates the when the internal combustion engine-generator is running, per-mile cost is still an economical 12 cents per mile. To put the electric energy consumption in perspective, GM says a daily charge will use less electricity annually than the average home refrigerator.

Some hard core Volt enthusiasts are disappointed that the production car won't offer the same strong design statement as the original futuristic concept car. The Volt, however, has spent more time in the wind tunnel than any GM product in the history of the company. The original design simply wasn't very aerodynamically clean, even if it did look aggressive and clean. To deliver optimum electric range and economy, the profile needed to be as slippery as possible. To this end, the production car is said to be light years ahead of the concept in terms of coefficient of drag.

Still, the leading edge of the production Volt looks surprisingly like the current Chevy Malibu. There is considerable brand equity at play here, so the family resemblance is understandable. The concept also had a very low 'chopped-top' roofline, which has given way to a much more rounded roof profile for improved interior room and better aerodynamics. The GM E-Flex design team also raised the rear window and deck line to minimize wind turbulence and resulting drag as the air flows over the car. The Volt's roof and rear hatch incorporate a large expanse of glass for a very open feel.

The production Volt is a four passenger, four-door sedan, with the long center battery tunnel eliminating the potential for fifth passenger seating. The Volt's interior is both sporty and futuristic, with a driver-configurable liquid crystal instrument display and a seven-inch touch screen information display as standard equipment. Bluetooth phone and music streaming will also be standard equipment, with an optional GPS navigation system offering hard drive storage for maps and digital music.

General Motors hasn't committed to a projected retail price for the 2011 Volt yet. We expect it to fall somewhere in the mid-$30,000 range, with loaded models north of $40-grand. Considering the developmental effort required to bring the E-Flex platform and the Chevy Volt to production, that price point is likely well below actual cost until technology efficiencies and production volume can bring costs down. We look at it as no less than a major investment in the future of personal transportation - GM's century maker.

Chrysler Shows New Electric Cars

2011-08-09T15:23:00.003+05:00

In many ways, Chrysler has been late to the party in recent years. While others like Ford, GM, Honda, Nissan, Mazda, and Toyota have forged ahead with eco-friendly advanced technology vehicle programs, Chrysler has largely sat it out in favor of a more traditional road. Maybe we can chalk it up to its former life as part of DaimlerChrysler, but with that automotive marriage behind it there's no longer an excuse. And excuses are not being offered by Chrysler LLC, as evidenced by its recent introduction of not one, but three electric vehicle prototypes.

Playing catch-up wasn't always the way at Chrysler. In the early 1990s, Chrysler was on top of its alternative fuel game, with forays into virtually all of the important areas unfolding at the time from methanol and ethanol flexible-fuel vehicles to ones running on hydrogen, natural gas, and electricity. Then Chrysler seemed to all but disappear from the running, making news instead with such stylistic models as the Viper, Prowler, and 300, but with little in the way of alternative fuel vehicles beyond its GEM neighborhood electric vehicle and the occasional eco concept. Apparently, those earlier days are returning with a vengeance.

Now Chrysler has announced the coming of a production electric vehicle for the North American market. The automaker is showcasing its efforts with three prototypes - an all-electric Dodge sports car using Lotus Europa underpinnings and two range-extended electrics, a Jeep Wrangler and a Chrysler Town & Country. Chrysler says it will select one of these for production and sale to North American consumers in 2010. This will be preceded by 100 Chrysler electrics in fleet use in 2009.

All use what Chrysler says is 'production intent' technology, incorporating an electric drive motor, a motor controller to manage energy flow, and a lithium-ion battery pack. Chrysler will work with General Electric to develop batteries for the production model. It has also been reported that the automaker is in talks with battery company A123 Systems, which is separately working with GM on the Volt program and has contracts to provide its nanophosphate lithium-ion batteries for production Th!nk electric cars and BAE Systems hybrid bus powerplants. GE Energy Financial Services has invested $20 million in A123 Systems.

While Chrysler has not identified its other suppliers, photos of the Dodge sports car show the use of electric drive components from UQM Technologies (www.uqm.com), a company noted for its energy dense and high-performance electric drive motors and controllers. Specs provided by Chrysler indicate a 268 hp (200 kW) electric drive motor featuring a whopping 480 lbs-ft of torque that powers the performance electric car from 0-60 mph in under 5 seconds. Top speed is said to be 120 mph. Charging at 110 volts is accomplished in 8 hours, or 4 hours at 220 volts.

The electric vehicles are being developed in an in-house effort that's focusing on electric drive production vehicles and advanced technologies. This effort - called ENVI - is so-named by taking the first four letters of 'environmental.'

Preview: Peapod Electric Car

2011-08-09T15:22:00.000+05:00

This could be the coolest iPod accessory yet: Chrysler's GEM division has introduced a docking station on wheels. And, it can carry you and three friends along with a tune.

GEM calls the new docking station "Peapod," and it is actually a futuristic neighborhood electric vehicle, or NEV. Unlike the current GEM car that has an exposed tubular structure, the Peapod offers a sleek, ultramodern, and fully enclosed form. In contrast, when it rains the current open GEM design must be enclosed with accessory cab components if you want to stay dry.

The Peapod is a product of Chrysler's ENVI design and engineering division. ENVI is a skunkworks style operation dedicated to electrically powered vehicles. The organization is said to operate semi-independently to facilitate moving quickly outside the normal corporate climate.

Clearly, the Peapod's design language is intended to look very futuristic. Its rounded teardrop form offers large expanses of tinted glass, including a large overhead glass roof panel. The body design maximizes interior space and has four high-back bucket seats with space saving mesh seatbacks. The dash area is a large elliptical shape with a center dock that can accommodate an iPod or iPhone.

The car is built on a 102 inch wheelbase with an overall length of 143.6 inches. It is 56.5 inches wide and 70.5 inches tall. For contrast, that's just two inches shorter in overall length than a MINI Cooper with a longer wheelbase. Its turning circle is 32 feet curb-to-curb. Base vehicle weight is estimated to be 1,290 pounds, and with a rated payload capacity of 910 pounds the maximum gross vehicle weight is 2,200 pounds. The Peapod is built on an aluminum spaceframe that's supported by dual A-arm front suspension with coil-over shocks and rack-and-pinion steering.

Buyers will have a choice of either six flooded electrolyte 12-volt lead acid batteries or optional maintenance-free batteries. The Peapod's 72-volt electrical system will have an onboard charger that will top off the batteries in six to eight hours from a standard 110-volt outlet. No details have been released on the electric motor, but the platform will be front-wheel-drive and feature regenerative braking. A full charge will yield approximately 30 miles of range, depending on terrain.

Neighborhood electric vehicles like the Peapod are street-legal low-speed vehicles that can be driven in most states on public roads with a posted speed limit of 35 mph or lower. NEVs are electronically governed to have a top speed of 25 mph to meet federal requirements. They're intended for use in congested urban areas, gated communities, and private and public lands that can benefit from their low-impact, zero tailpipe emissions electric drive.

Chrysler also took the occasion of the Peapod launch to rename its neighborhood electric vehicle division. Formerly Global Electric Motors, GEM now stands for Green Eco Mobility. GEM, based in Fargo, North Dakota, has produced more than 38,000 vehicles since 1998. The current GEM line includes two, four, and six seat models, along with models designed for cargo hauling and specialty applications. Those 38,000 GEM cars have now amassed more than 200 million miles, saving an estimated 10 million gallons of gasoline and 150 tons of tailpipe emissions.

The Peapod is scheduled to go into production in 2009 and represents a major component of Chrysler's reinvigorated emphasis on electric drive. Company CEO Bruce Coventry also shares that GEM will follow the Peapod with a new, larger city electric vehicle and light-duty commercial electric truck. Expect to see more on these new electric vehicles in the near future since they're slated to go into production within the next year.

As an accessory to your iPod, the Peapod will be offered in a rainbow of bright colors that complete the statement. And if you need one more reason to fall for the Peapod, take a look at the front - it's always smiling.

Deposits Taken on Plug-In Prius

2011-08-09T15:21:00.002+05:00

It's no mystery why plug-in hybrid electric vehicles (PHEVs) are so desired by consumers. The ability to drive on electric power only for extended periods is attractive to many, especially considering that such zero-emission motoring can be done for pennies per mile. Plus, even on longer drives where the internal combustion engine is needed after battery-only range is exceeded, overall fuel economy could be well over 100 mpg. High gas prices and a growing concern about dependence on imported oil will only make this desire stronger over time.

Today's heightened, almost beyond-passionate interest in plug-ins is creating a general craziness that's difficult to comprehend. Yes, we all want a PHEV once they come to fruition. Who wouldn't? The plug-in Chevy Volt is on its way to production and several other automakers, including Toyota with its Prius, are aiming to develop commercially viable PHEVs. But so far, GM is the only one that has said it is definitely producing such a model and identified a timetable for introduction.

This is why the news that a few Toyota dealers were taking deposits for a Prius PHEV is so ... bizarre. The situation: Following a Northern California newspaper article about the Prius plug-in hybrid vehicle (PHEV), inquiries came in to some California Toyota dealers about purchasing one of the hoped-for - but as yet unconfirmed - consumer models. At least two California dealers decided to take deposits on a Prius PHEV, Magnussen's Toyota in Palo Alto and Toyota of San Luis Obispo.

The problem? No such consumer model has been confirmed by Toyota. While the automaker is testing Prius PHEVs and these tests will expand to a greater number of fleets and government agencies, in Toyota's view lithium-ion battery costs must come down substantially to make the Prius PHEV a commercial reality. This could change if substantial government incentives are brought to bear or a battery leasing strategy is worked out with electric utilities, but that's the reality now. It is an interesting phenomenon that dealers would even consider taking deposits for a vehicle that may, or may not, actually be sold to consumers in the future.

Toyota posted an open blog on the subject at http://blog.toyota.com/2008/08/the-plug-in-pri.html. Here, Toyota group vice president Irv Miller notes that while the company is excited about the Prius PHEV and will be placing several hundred in fleet tests in 2009, there is no timetable for commercial introduction. The result? Dealers have been asked not to take deposits.

Magnussen's Toyota in Palo Alto has refunded its $500 deposits and is instead taking names on a waiting list. Toyota of San Luis Obispo has advised those who made deposits that a production or sales date has not been identified for the Prius PHEV and offered to refund deposits. Some did take their deposits back but others preferred to leave their $500 deposits in place to stay in the queue for the hoped-for model, Toyota of San Luis Obispo advised GreenCar.com. The dealership notes that customers already are making deposits toward the purchase of the all-new 2010 Toyota Prius, so a Prius PHEV deposit doesn't seem out of the ordinary.

5 Facts: BMW Hydrogen 7

2011-08-09T15:20:00.001+05:00

1. Hydrogen Doesn't Mean Just Fuel Cells
Most automakers are developing hydrogen fuel cell vehicles. However, BMW, as well as Ford and Mazda, are developing vehicles with conventional internal combustion engines running on hydrogen. Unlike fuel cell vehicles that are still several, even many, years in the future, hydrogen internal combustion engines (H2ICEs) have the potential to come to market cheaper and sooner. Like fuel cells, H2ICEs can be used in zero emission vehicles with exhaust emissions that are primarily water.

2. BMW H2ICEs on the Road
BMW has been working with hydrogen vehicles for over 25 years and has introduced its seventh generation H2ICE. In 2006, BMW put nearly 100 bi-fuel BMW Hydrogen 7s in the hands of drivers in the U.S. and other countries. Because of the still-limited availability of hydrogen, with a touch of a button the bi-fuel hydrogen V-12 engine in these luxury sedans can run on either gasoline or hydrogen. On either fuel, the 12-cylinder engine produces 260 horsepower and the top speed is an electronically limited 143 mph. Hydrogen, stored in cryogenic liquid form, provides a cruising range of over 125 miles with another 300 miles when running on a separate 19.5-gallon gasoline tank. BMW has followed up with the introduction of the mono-fuel Hydrogen 7 with an engine that's been optimized to run exclusively on hydrogen. This version achieves even lower emissions, increased engine performance, reduced fuel consumption, and greater range than the bi-fuel Hydrogen 7.

3. Advantages of H2ICEs
A big advantage of H2ICEs is their minimal required changes in engine manufacturing and the maintenance infrastructure. Engine manufacturers can build H2ICEs on the same production lines as conventional gasoline and diesel engines. The BMW Hydrogen 7 sedan and its V-12 engine are built alongside regular 5-, 6- and 7-Series sedans on assembly lines in Germany. In comparison, hydrogen fuel cells will require large investments in new manufacturing facilities and equipment. The same equipment, tools, and facilities can be used for maintaining and servicing hydrogen internal combustion engines as those running on gasoline. Training technicians to service H2ICEs is much like that for other alternative fuels, whereas fuel cells require training for a completely new technology.

4. A Stepping Stone to the 'Hydrogen Economy'
H2ICEs can speed up the establishment of a hydrogen distribution infrastructure, bolstering the transportation sector for the so-called 'hydrogen economy.' H2ICEs have almost all the advantages of a hydrogen fuel cell but at a fraction of their cost. Thus, they have the potential to be affordable for consumer use sooner.

5. Hydrogen BMWs are Still 'Ultimate Driving Machines'
Both versions of the BMW Hydrogen 7 share the performance, comfort, and safety qualities of every production BMW 7 Series car. That's one of the reasons BMW is developing H2ICEs rather than fuel cell vehicles. Can you imagine an 'Ultimate Driving Machine' that doesn't go VROOM-VROOM when you step on the accelerator? A virtually silent fuel cell with electric motors would simply be out of character.

Save Gas: Cylinders Get Smart

2011-08-09T15:18:00.002+05:00

While a V-8 engine is great when you need maximum horsepower and torque, most of the time vehicles could get by with the output from a four-cylinder engine. The duty cycle of the typical internal combustion engine consists of many minutes or even hours of leisurely production of only a fraction of its rated horsepower and torque. This is interspersed with a few minutes of pedal-to-the-metal output for passing or climbing a steep hill.

Operation like this is wasteful because fuel is continuously injected into all cylinders and combusted even though maximum power is not needed. There are also pumping losses as the fuel-air mixture is compressed in all cylinders, wasting engine output. So why not 'shut off' some of the cylinders when they're not needed? That's the idea behind variable displacement engines.

Old Idea Requires New Technology
Variable displacement technology has been attempted several times over the internal combustion engine's history, with limited success. The most famous, or really infamous, example is presented by the 'V-8-6-4' engines used in 1981 Cadillacs. Depending on driving conditions, the V-8-6-4 engine ran on four-, six-, or eight-cylinders. It was offered only in 1981 in consumer versions - although it was available on Cadillac limousines through 1984 - because it was quite troublesome. Early 1980s electronics and computer technology simply weren't ready for this complex job.

Working Great Today
General Motors, Chrysler, and Honda now offer variable displacement engines. GM's Active Fuel Management, developed with assistance from Eaton Corp., is used on V-8 powerplants. According to GM, Active Fuel Management provides fuel savings of 8 to 25 percent, depending on driver and driving conditions. Chrysler's similar Multi-Displacement System is used on its 5.7-liter HEMI V-8. Chrysler says MDS reduces fuel use by about 20 percent. Honda's Variable Cylinder Management (VCM) allows its 3.0-liter i-VTEC V-6 engine to run on either six or three cylinders. According to Honda, VCM combines the performance of a 3.0-liter V-6 engine with the fuel economy of a 2.4-liter four-cylinder engine.

Add Hybrid Technology for Even More MPGs
GM and Chrysler are using variable displacement technology with full hybrid systems to synergistically achieve even greater fuel economy. It is used with the two mode hybrid system offered in the Chevrolet Tahoe, GMC Yukon, and Cadillac Escalade SUVs as well as the Chevrolet Silverado and GMC Sierra pickups. It will be available in the 2009 Saturn Vue SUV as well. Chrysler's two-mode hybrid models that use the HEMI with MDS include the Chrysler Aspen and Dodge SUVs and new Dodge Ram pickup. Honda used VCM in its now-discontinued V-6 Honda Accord Hybrid and continues to use it in conventional models like the Accord and Odyssey.

Why It Works Now
Today, computer technology is quite capable of rapidly and seamlessly turning off and on banks of cylinders in V-6 and V-8 engines. Electronic throttles and electronically-controlled transmissions also help. These technologies were not available in the early 1980s, the main reasons that the Cadillac V-4-6-8 failed.

5 Facts About Ford's HySeries

2011-08-09T15:17:00.002+05:00

HySeries Origins

Ford Motor Company's plug-in hybrid, hydrogen fuel cell vehicle technology uses a drivetrain called the HySeries Drive. Development of the HySeries technology was partially funded by the U.S. Department of Energy and has been shown in vehicles including the Ford Edge and one-off concepts like the 2007 Ford Airstream. Ford is working on a variety of technologies including gasoline-electric hybrids, ethanol internal combustion, hydrogen fuel cells, clean diesel, hydrogen internal combustion, and more. Combining several of these technologies in a single vehicle, which is the case with the HySeries, simply makes sense.

Ford's Hydrogen Hybrid

Ford's HySeries Drive features a hydrogen fuel cell powered series hybrid. The concept's goal is to reduce weight, size, cost, and fuel cell system complexity by more than half, while providing greater durability. The HySeries uses a flexible architecture so Ford can use it with new fuel and propulsion technologies as they mature without needing to redesign the basic vehicle platform.

How It Works

This plug-in HySeries hybrid is powered by a 336-volt lithium-ion battery pack. The vehicle is designed to drive the first 25 miles solely on stored electricity, after which the fuel cell begins operating to keep the battery pack charged. This provides another 200 miles of range for a total of 225 miles. The pack is also charged by plugging into the electrical grid. Ford uses a Ballard Power Systems hydrogen fuel cell system.

HySeries Delivers High Mpg

The HySeries technology could stretch out the time between fill-ups to more than 400 miles. Drivers with modest daily needs would need to refuel only rarely since driving could mostly be done on electric power. Drivers who travel less than 50 miles each day could see combined gasoline/electric fuel economy of well over 80 mpg. Those with long daily commutes would see somewhat lower numbers as the fuel cell must run a larger amount the time.

More Convincing Data

While Ford has already made significant progress with the HySeries technology, there are major challenges to be addressed before a vehicle like a HySeries-powered Edge is seen in dealer showrooms. Foremost among these are the high costs of fuel cells and lithium-ion batteries, plus additional improvements to be made in durability. Also, there is the almost complete lack of a hydrogen infrastructure that will need to be overcome before any hydrogen power vehicles are mass marketed.

Wendy Clem is a Michigan-based writer/photographer providing material for newspapers, magazines, and online - locally, regionally, and nationally. Her syndicated auto column for Avanti NewsFeatures has appeared in 400 national markets, and her online how-to articles serve an international audience. Wendy holds a Bachelor of Fine Arts degree in journalism from Detroit's Wayne State University.

5 Facts About Chrysler Electric Vehicles

2011-08-08T13:52:00.000+05:00

In the 1990s, Chrysler was right alongside domestic automakers Ford and GM with electric drive research and development. Chrysler was test marketing an electric minivan, proving out fast-charge technology for electric cars, and as seriously involved in this field as any company. The merger with Daimler (DaimlerChrysler) seriously slowed, if not stopped, full function electric drive development efforts in the Chrysler camp as emphasis was placed elsewhere.

1. Chrysler Was First
While plenty of others are discussed as leaders in the electric drive field, it was Chrysler that introduced the very first modern electric vehicle to market in the U.S. – the Chrysler TEVan in 1992. These were built in extremely limited numbers and aimed at fleets wishing early involvement with electric vehicles. Why fleets? Because of extremely high battery and component costs plus low volume production, the vehicle’s price was in the range of $100,000 each … so nobody else could afford them.

2. EPIC Concept Electric Vehicle
Chrysler developed a smooth-looking electric concept van in 1992 called the Electric Power Inter-Urban Commuter, or EPIC for short. Strange acronyms like that seemed to be almost normal then (as evidenced by the circa-1990s Subaru BRAT – Bi-drive Recreational All-terrain Transporter). The EPIC concept was energized by nickel-iron batteries, although that changed to advanced lead-acid batteries in the limited production version of the EPIC that was marketed to fleets five years later.

3. ‘Destiny’ Program’s Four-Door Electric
Modifying existing platforms to accept electric drive was not the exclusive approach at Chrysler, Early on, the automaker strived to create a viable four-door mid-size electric vehicle through its ‘Destiny’ program. The vehicle in development made use of lightweight materials and an AC induction motor. Ultimately, it was determined that this would not prove to be a viable option and other approaches were followed.

4. GEM Neighborhood Electric Vehicle
Chrysler has sold more than 35,000 low-speed GEM neighborhood electric vehicles worldwide since the mid-1990s with more than 200 million zero-emission miles driven by customers. The GEM is suited for certain types of uses and is not a full-function vehicle. As a neighborhood electric vehicle, by law it is governed to a top speed of 25 mph and is allowed on streets with posted limits of 35 mph or less.

5. Renewed Electric Car Efforts
No longer part of DaimlerChrysler, efforts to develop and market electric cars have returned at Chrysler. The most high-profile example of this was the recent debut of three electric drive vehicle concepts – an all-electric Dodge sports car and range-extended electric versions of the Jeep Wrangler and Chrysler Town & Country minivan. The concepts use lithium-ion batteries. While no information is provided about sourcing of these vehicles’ high-tech components, photos have shown the use of UQM Technologies electric drive in the Dodge sports car concept. Chrysler does say that its efforts will move beyond the concept stage and the company will market one of these three vehicles beginning in 2010.

BMW to Introduce Carbon Fiber Electric Car to Market in 2013

2011-08-08T13:31:00.000+05:00

If you’ve been wondering where BMW’s ‘Project i’ field study program is headed, the wait is over. BMW has now announced its intention to produce a radically different urban electric car in 2013, a departure from the more conventional MINI E and 1-Series ActiveE battery electrics this automaker has focused on in recent years. BMW’s four-passenger premium city car is dubbed the ‘Megacity Vehicle.’

Megacity is a term used to describe the largest population centers on earth. In these busy, crowded environments, many traditional vehicles are too large or simply too inefficient. The Megacity Vehicle is a purpose-built urban transport that’s designed and engineered from the pavement up for its intended mission. A pure EV, the Megacity Vehicle is actually the latest in a long history of electric drive vehicles from BMW. Forty years ago, BMW produced a small fleet of bright orange electric 1602 sedans to serve as marathon support cars for the 1972 Munich Olympic Games. Electric drive development continued over the next four decades with several notable concepts, then shifted into high gear with the current Project i program that launched in 2007.

The Megacity vehicle will break new ground on several fronts, not the least of which is body structure. While most lightweight cars tend to use unibody construction, the futuristic BMW will be body-on-frame. But this body-on-frame design is very unique, featuring an all-aluminum frame to carry the suspension, battery, and electric motor that will be mated to a carbon fiber body structure.

BMW’s design places the large lithium-ion battery pack mid-ship between the frame rails to maintain a low center of gravity. This location also protects the pack of 96 4-volt cells, which are wired in series and encased in an aluminum housing. Battery cells are from German supplier SB LiMotive. The rear frame section is a large cast aluminum structure that serves as a mount for the Megacity Vehicle’s 134 hp (100-kW) brushless electric traction motor. The rear-drive layout was in part chosen to maintain BMW’s legendary driving dynamics.

At half the weight of a steel body and 30 percent lighter than aluminum, the carbon fiber body is truly space-age construction. BMW has developed proprietary manufacturing techniques to make all the pieces come together and will produce the carbon fiber material through a joint venture with SGL Automotive Carbon Fibers at a new facility in Moses Lake, Washington. Besides being lighter, carbon fiber is also corrosion resistant and five times stronger than steel. We witnessed the results of initial crash tests of the body and frame structure while in Germany, and came away thinking it’s no wonder they make Formula 1 race cars out of carbon fiber. Simply, impact absorption and damping are impressive.

We will bring you more details on BMW’s ‘premium, clever, and clean’ Megacity Vehicle as this program progresses.

Lotus Evora 414E Hybrid Offers Economy and Performance, Too

2011-08-08T13:30:00.001+05:00

Enthusiasts worry that without combustion engines, cars will not be as much fun to drive. The Lotus Evora 414E Hybrid Concept, based on the same versatile platform as the conventional Evora model, was developed to demonstrate that electric and hybrid sports cars can have the feel, driving dynamics, feedback, and even the sounds of a high-performance sports car.

There are reasons for the Lotus Evora 414E Hybrid Concept’s unusual name and copper color scheme. The name comes from the 414 PS – ‘PS’ forPferdestärke, horsepower in German – power rating. Copper, a color associated with electrical systems, was chosen for the car’s interior and exterior.

Two electric motors independently drive each rear wheel via a single-speed transmission integrated into a common housing. Each motor provides 204 horsepower (207 PS) and 295 pound-feet of torque to each wheel. Well suited to electric and series hybrid vehicles, varying torque at each driving wheel allows torque vectoring for enhanced performance. Besides enhancing low speed maneuverability and parking ease, torque steering improves high-speed, straight-line travel. With lateral sensors, it offers stability control and steering response normally available only from heavy and expensive rear steer systems that automatically correct both understeer and oversteer.

A 17 kilowatt-hour lithium polymer battery pack is located in the vehicle’s center for battery-only driving range of up to 35 miles. For longer trips, a Lotus Range Extender engine drives a generator to supply the motors and recharge the battery. This 48 horsepower, 1.2 liter three-cylinder engine is optimized specifically for this series hybrid and can be operated on gasoline and alcohol-based fuels, providing a total range of over 300 miles.

The aluminum monoblock engine, with its single casting for cylinder head and exhaust manifold, means reduced weight, assembly cost, and package size as well as improved emissions and engine durability. The integrated generator is also used as a motor to start the range extender engine. This hybrid sports car can accelerate from 0-60 mph in under 4 seconds

While only having a single speed, the driver experiences a simulated 7-speed paddle, quick-shift gear change with a dual clutch transmission. You hear synthesized engine sounds that change in frequency with virtual gear selection and even feel the jolt of the gear change. The simulated gear change can be switched off for more relaxed driving.

Like most EVs and HEVs, the Evora 414E Hybrid has regenerative braking, although in this case a more sophisticated variation. A driver controls deceleration with simulated engine braking through a virtual downshift in gears. Unlike other regenerative braking systems, the driver can select the appropriate level of regeneration by simulating stepping down one, two, or even three gears. Both the simulated gear change noise and retardation is similar to that of a conventional gearbox.

Not only does the Evora 414E Hybrid drive like a conventional sports car, it also sounds like one with driver selectable sounds that include those of V-6 to V-12 engines. Developed with Harman International, the HALOsonic Internal and External Electronic Sound Synthesis system produces engine sounds inside through the audio system. It also generates sounds outside the vehicle through speakers mounted at the front and rear, thus serving as an audible warning to pedestrians, especially at slower speeds when it may be difficult to hear a vehicle running on electric motors.

Volkswagen NCC Shares Vision of a Future Compact Hybrid

2011-08-08T13:29:00.001+05:00

VW’s NCC (New Compact Coupe) Hybrid makes a statement with its elegant profile accented by an aggressive front end, low and wide stance, and 19-inch wheels. It also casts an eye toward the future with an innovative use of the automaker’s advanced TSI gasoline engine technology combined with electric drive.

The NCC’s 1.4-liter TSI turbocharged and intercooled gas engine provides 150 horsepower and 177 lb-ft. of torque on its own, with the electric motor contributing an additional 27 hp and instant torque. This brings brisk 0-60 acceleration in 8.1 seconds with a top speed of 141 mph.

The sleek coupe is designed to operate exclusively on electric power at times and also add boost to the engine during acceleration. Drag losses are minimized by decoupling the TSI engine from the drivetrain while operating on electric power and also while coasting.

Power is directed through a seven-speed Direct Shift Gearbox. Regenerative braking is integrated to allow power to be routed back to the car’s lithium-ion batteries during deceleration and braking. All this brings a combined fuel economy rating of 45 mpg, according to Volkswagen.

Volkswagen’s NCC provides a glimpse of what this automaker has in mind for a future compact hybrid model. While clean diesels are the primary emphasis in VW’s approach to higher efficiency at present, change is afoot as the automaker is working to add more diverse hybrid and electric powered vehicles to its portfolio.

AMP Equinox a Functional and Stylish Electric Vehicle Option

2011-08-08T13:28:00.001+05:00

If you want a family-sized battery electric vehicle you don’t want to wait until the Nissan Leaf or Mitsubishi i-MiEV are available, there’s a new option. AMP Electric Vehicles is now taking orders for its AMP’d Equinox with first deliveries planned for June 2010. Of course, you have to purchase a Chevrolet Equinox Crossover and deliver it to AMP’s conversion facility in Blue Ash, Ohio. Two weeks later, though, you’ll have a completed conversion that finds your new ride making the leap from gasoline to zero emission electric power.

For several years now, AMP has been converting GM Saturn Sky and Pontiac Solstice sports cars into electric vehicles. Now that both of these two-seat roadsters are no longer in production, AMP is refocusing its attention on conversions of the highly regarded 2010 Chevrolet Equinox. The company still converts 2007-2009 Saturn Sky and Pontiac Solstice models, plus it also plans conversions of other GM vehicles.

The AMP conversion replaces the rear axle with an integrated electric power unit driving the rear wheels. Power comes from two HVH250 Remy International electric motor/generators mounted back-to-back with each motor driving one rear wheel. Thus, the differential and transmission are no longer needed. The result is very powerful system that is very light, inexpensive, and relatively straightforward.

The off-the-shelf HVH250 motor is used in other high-profile applications including General Motors, Mercedes-Benz, and BMW two-mode hybrids. AMP adds its own motor housing and interface components to fit the needs of the specific vehicle being converted to electric power. The HVH250 motors use Remy’s High Voltage Hairpin (HVH) technology that features bar wound stators rather than wire winding, bringing what the company claims is dramatically improved motor performance and cooling effectiveness.

The AMP'd Equinox has a top speed of 90 mph and achieves 0 to 60 mph acceleration in about eight seconds. Because of the motor’s high efficiency, AMP says the electrified Equinox can travel up to 150 miles on a single charge of its 37 kWh lithium iron phosphate batteries – about 50 miles more than the Nissan Leaf. Plus, individual cells can be replaced on an as-needed basis without replacing the entire battery pack. AMP expects the battery packs to retain 80 percent of their capacity up to 100,000 miles.

The cost of the conversion with government incentives is $25,000 plus the price of a new Chevy Equinox. Thus, depending on amenities ordered, the total price of this highly functional electric crossover should come in about $50,000.

Art Center Summit: Innovation & Design Can Influence Change

2011-08-08T13:27:00.003+05:00

Art Center College of Design has historically provided the worldwide auto industry with more designers than any other institution. Graduates from this Southern California college have literally influenced the style and functionality of modern vehicles and will certainly continue to do so. Green Car editors have been to Art Center’s two Pasadena campuses – both located near Los Angeles – and have found the creativity there to be evident in many forms, from transportation, environmental, entertainment, product, and graphic design to film, fine art, illustration, and photography and imaging.

Not content with playing a passive role, Art Center has in recent years devoted time and energy to its vision that transportation can and must become sustainable. Tangible evidence of this commitment is the recent third annual Art Center Summit, Expanding the Vision of Sustainable Mobility, which continued this institution’s ongoing dialogue on the future of sustainable transportation.

Featuring 55 speakers and attendees from 16 countries, the Art Center Summit focused on an array of subjects topical to today’s imperatives. These included presentations and discussions on energy, mobility habits, visions for dynamic cities, and the future of flight. Policy-changing strategies and sustainability advances in other industries such as health care were also part of the agenda.

“When you have a good idea and you want to change the world, you want to start hanging out with people a lot smarter than you,” commented John Waters, President and CEO of Bright Automotive, in his Summit presentation. Clearly, the Art Center Summit was the place for attendees and presenters to do this since the collective brain trust on hand was impressive.

Among the 55 speakers were R. James Woolsey, Venture Partner at VantagePoint Venture Partners and Former Director of the CIA; Andy Karsner, former Assistant Secretary for Energy Efficiency and Renewable Energy at the Department of Energy; Amory Lovins, Chairman and Chief Scientist at Rocky Mountain Institute; Bill Reinert, National Manager for Advanced Vehicle Technology at Toyota Motor Sales USA; Bryan Nesbitt, Vice President of Design at General Motors North America; and many others.

In his keynote address, Woolsey warned of the consequences of not shifting quickly away from oil dependence, sharing that “not only is three-quarters of the world’s oil in the hands of the Middle East and Russia,” but that “Al Qaeda has tried to go after it twice.” Karsner shared the need for new voices in Washington – including design – to bring about significant change. Lovins underscored the need for lightweighting vehicles to achieve greater efficiency. In a videotaped presentation, Rep. Ed Markey, Chairman of the House Select Committee on Energy Independence and Global Warming, called for designers to become involved in developing a new strategy for mobility in the United States.

As the Art Center Summit's Executive Director, David Muyres, describes the mission, “It is not all about science, technology, and policy. People and consumers can play a big role in how fast the market moves towards new environmentally friendly ways of how we move around the planet. Design can help craft new exciting methods of transportation that are more sexy and desirable than what people use today. By making these new options more exciting and desirable the rate of change will be that much faster. And in today’s economic climate, everyone wins.”

Art Center has been an integral part of automotive design over its 78 year history. Even so, its staff point out that the country’s transportation system is far too dependent on cars and more options are needed. While automobiles are the primary method of getting around in the U.S., Art Center points out that it’s only the 5th or 6th most popular option in Europe and Asia where other options are readily accessible. The result is consumers who own fewer cars and have the flexibility to commute in more environmentally compatible ways.

Is there change afoot? Absolutely, and it’s apparent that Art Center College of Design aims to be a part of it.

“Designers want to address problems and go make stuff,” says Lloyd Walker, Adjunct Professor at Art Center and Principal of Precurve LLC. “So in 2007, when we heard that the automobile industry was on the verge of incredible disruptive change, we asked, ‘how can Art Center help?’” The ongoing Art Center Summit series is tangible proof of how that question is being answered.

Kia Ray EcoDynamics Plug-In Hybrid Based on Forte Platform

2011-08-08T13:22:00.000+05:00

To say that Kia has come along as a brand would be an understatement. This marque, known for its inexpensive entry point in the market, offers a corporate tagline that reads ‘The Power to Surprise.’ Well, no kidding. Its mainstream offerings like the Sorrento and Sportage crossovers, Borrego SUV, and Optima sedan – not to mention the stylishly fluid Forte Koup and trendy Soul – show there’s a play here to capture a larger part of the market. Should we be surprised, then, that there’s also a serious effort to play in the big leagues of advanced technology vehicles?

The Kia Ray concept is but one bit of insight into the automaker’s future plans. The fifth vehicle in the past year to emerge from the California-based Kia Design Center America (KDCA), the Ray is part of Kia’s ‘EcoDynamics’ sub-brand that aims to embrace more fuel efficient and low emission technologies in future vehicles. Other EcoDynamics examples include the Kia Borrego FCEV (fuel cell electric vehicle), Forte LPI Hybrid, cee’d Hybrid, and twin-turbo diesel Kia Sorento Hybrid.

Based on the Kia Forte platform, the Ray plug-in hybrid is a futuristically-styled, four-door compact sedan featuring flush surfaces, an integrated underbody pan, and an array of automated design elements that react to real-time conditions to decrease wind resistance. Among these are a sliding deck-lid that extends from the rear at higher speeds and front driving lamps that slide back to create openings for air intake. Various eco features are integrated including lightweight and materials and a glass roof panel with hexagonal solar cells.

This front-drive PHEV is designed to be powered by a 1.4-liter, 153 hp gasoline direct injected engine and a 78 kW electric motor energized by lithium-ion batteries. Power is directed through a continuously variable transmission, with the vehicle driven exclusively by the electric motor for up to 50 miles, by the gas engine, or by both powerplants for an overall driving range of over 740 miles.

Audi e-gas Project Combines Hydrogen and CO2

2011-08-08T13:19:00.001+05:00

One of the disadvantages of renewable energy sources like wind and solar is the difficulty in managing their fluctuating electrical output to coincide with power demand. Audi's e-gas project has a solution. Excess electrical power would be used to produce hydrogen by electrolysis and e-gas –synthetic methane – by the methanation of hydrogen.

This would provide hydrogen for fuel cell vehicles, e-gas for natural gas vehicles, and electricity for electric models. It would also allow storage of excess electrical capacity, when converted to e-gas, in the largest available energy-storage system: the natural gas network.

Audi is building an e-gas plant consisting of two main elements, an electrolyzer and a methanation unit The electrolyzer running on green electricity uses polymer electrolyte membranes to split water into hydrogen and oxygen. Since there are still few fuel cell vehicles, initially the hydrogen will be used by the methanation unit. Here, hydrogen is combined with carbon dioxide to create e-gas. Methanation uses CO2 rather than discharging it into the atmosphere. Although e-gas is really synthetic natural gas or methane, Audi calls it e-gas.

After three years of research, Audi is now entering the practical phase. In January 2011, a lab facility with an output of 25 kilowatts was set up for testing purposes. In mid-2011, Audi and several partners will invest several tens of millions of euros to begin construction of an e-gas facility in Werlte, Germany. The Audi e-gas project can easily be replicated in any country with an existing natural-gas network.

Starting in 2013, Audi will begin series production of the Audi A3 TCNG with an engine using Audi's TFSI technology that can operate on e-gas, CNG, or conventional gasoline when neither alternative fuel is available.

Audi is also contributing to the construction of offshore North Sea wind turbines. During the project’s first phase, four large powerplants at an offshore wind park in the North Sea are being financed by Audi and a regional power supply company. Rated at 3.6 megawatts each, these four turbines can supply some 53 gigawatt-hours of electricity annually.

2012 Honda Civic a Model of Efficiency and Innovation

2011-08-08T13:17:00.000+05:00

Ever since the first Honda Civic appeared in 1972, this top selling model has earned a reputation for economical, reliable driving and technical innovation. For example, in 1975 the first generation Civic featured Compound Vortex Controlled Combustion (CVCC) technology that allowed Honda to meet the increasingly stringent emission standards of the day without a catalytic converter.

Honda’s redesigned, ninth generation 2012 Civic continues this innovative tradition with improved fuel economy, alternative fuel and hybrid variants, and an array of high-tech features. They are powered by a choice of engines featuring Variable Valve Timing and Lift Electronic Control (i-VTEC) technology. For the first time, the natural gas Civic GX variant – the only OEM-built, dedicated CNG passenger sedan built in the U.S. – is being sold nationwide. The Civic GX was previously marketed only in California, New York, Utah, and Oklahoma.

Most 2012 Civic models have Honda Eco Assist technology, already available in the Honda CR-Z and Insight hybrids. This is the first application of Eco Assist in gasoline-only powered cars. EcoAssist is a real-time feedback system designed to help drivers develop efficient driving habits When a green ECON button is pressed, the system controls certain vehicle functions to maximize fuel economy.

The Civic Hybrid uses the latest generation Integrated Motor Assist (IMA) gasoline-electric hybrid system. The big change here is that previous iterations used nickel-metal-hybrid (NiMH) batteries while the new one is powered by lithium-ion (Li-ion) battery technology, a first for Honda.

Honda has also shown its next-generation plug-in hybrid platform concept featuring a two-motor hybrid system. This system can operate in three modes – all-electric, gasoline-electric hybrid, and a unique engine direct-drive mode. In the concept’s all-electric mode, the vehicle is powered by a 6 kilowatt-hour lithium-ion battery and 120 kilowatt electric motor to provide an all-electric range of 10 to 15 miles and a top speed of 62 mph. A 2.0-liter, i-VTEC four-cylinder, Atkinson cycle engine mated to an electric continuously variable transmission (E-CVT) is paired with the electric motor for the hybrid mode. The gasoline engine alone drives the front wheels for efficient high-speed, long-distance cruising in the direct-drive mode.

Kinetic Energy Recovery (KERS) Hybrids in Development at Volvo

2011-08-08T13:15:00.003+05:00

Kinetic Energy Recovery Systems, or KERS, were developed for ‘greener’ Formula 1 race cars. Several builders of high performance cars like Ferrari, Maserati, Porsche, and Lotus are now developing KERS for future hybrid sports cars. Volvo is also developing next-generation KERS technology for road-going cars to be sold in much larger numbers.

Unique to the Volvo Flywheel KERS is its installation only on the rear axle. When slowing down, braking energy spins up the flywheel. The engine, which drives the front wheels, is switched off when braking starts. As the car starts moving again the flywheel's rotational energy is transferred to the rear wheels using a specially-designed transmission. The flywheel's energy accelerates the vehicle or provides power at cruising speeds.

Energy stored in the flywheel is sufficient to power the car for short periods. Even so, this has a major impact on fuel consumption, offering up to 20 percent fuel savings. Because the duration of the energy storage – that is, the length of time the flywheel spins – is limited, the system is most effective when there are repeated stops and starts such as in busy urban traffic. This is the case with most hybrid systems.

When flywheel energy is added to the engine's full output, the car gets an extra 80 horsepower. This would allow downsized engines without loss of performance. Indeed, because of the rapid torque build-up from the flywheel, acceleration would be significantly enhanced, allowing a four-cylinder engine to provide the acceleration of a six-cylinder.

Volvo did test a flywheel system in a Volvo 240 back in the 1980s. However, the flywheel was made of steel and had a large diameter, so rotational speed was limited. Now, Volvo will use a 20 centimeter diameter carbon fiber flywheel that weighs about 13 pounds. The Volvo KERS carbon fiber flywheel will spin at up to 60,000 rpm in a vacuum to minimize frictional losses.

Testing of its Flywheel KERS should get under way this year if technical development goes as planned. Volvo says that cars with KERS technology could appear in dealers’ showrooms within a few years.

Volvo also notes that flywheel technology is relatively inexpensive and could be used in much larger number of Volvos. Instead of converting braking kinetic energy into electricity and storing it in an expensive battery pack, energy is stored in a lower cost, high-speed flywheel with power transfer controlled by a compact continuously variable transmission, reportedly to be supplied by Torotrak.

Natural Gas Vehicle Activities Signal NGV Choices Ahead

2011-08-08T13:11:00.006+05:00

Honda, still the only automaker to offer a factory-built, compressed natural gas (CNG) passenger vehicle in the U.S., plans to promote its 2012 Civic Natural Gas model more aggressively. Besides changing its model designation from the previous ‘Honda Civic GX’ to highlight its use of CNG, American Honda has selected environmental consulting firm Gladstein, Neandross & Associates to help market it in 19 states in the Midwest, Northeast, and Mid-Atlantic plus the District of Columbia. The Honda Civic Natural Gas is currently available in 33 states and will be offered in five additional states by the end of the 2011.

Newly redesigned for 2012, the CNG-version uses the same 1.8-liter, four-cylinder engine as the Civic sedan and coupe, but with unique fuel injectors and intake exhaust valves for operating on natural gas. Stronger connecting rods and special pistons are used to handle the higher 12.7:1 (versus the gasoline variant’s10.6:1) compression ratio. A five-speed automatic transmission is standard. Civic Natural Gas models are produced at Honda Manufacturing of Indiana.

The Civic Natural Gas has an estimated fuel economy rating of 27 city/38 highway mpg on a gasoline-gallon equivalency basis. Compared to the 2011 model, city fuel economy is improved by 12.5 percent and highway fuel economy is up by 5.5 percent. Better fuel economy is achieved partly through aerodynamic features like flat underbody construction and strakes in front of the tires. The 3600 psi, aluminum-lined composite CNG fuel tank located between the rear wheels carries the equivalent of 7.8 gallons of gasoline.

The Civic Natural Gas engine is the cleanest internal-combustion vehicle certified by the EPA. California rates it as an Advanced Technology Partial Zero Emissions Vehicle (AT-PZEV), which is achieved by meeting SULEV standards and maintaining emissions durability for at least 150,000 miles or 15 years. Purchase incentives currently pending under legislation HR 1380 (the NAT GAS Act) would make the Civic Natural Gas more affordable than its as-yet unannounced base price, which is expected to be in the $26,000 range.

Ford says half of all its vehicles will be capable of running on alternative fuels, especially natural gas, by 2012. Of course these are commercial vehicles like Transit Connect and E-Series vans, E-Series stripped chassis and cutaways, E-Series wagons, F-Series Super Duty trucks, F-350 through F-750 Super Duty chassis cabs, and F53/F59 stripped chassis. Ford does not build natural gas vehicles, but rather has developed and tested a CNG/LPG Gaseous Engine Prep Package to be installed by third party upfitters that handle the CNG/LPG tank and hardware installations.

General Motors, which began selling vehicles with natural gas engines to U.S. fleet buyers last year, has entered into an agreement with Westport Innovations to bolster its place in the natural gas vehicle field. Both GM and Westport will bring their extensive expertise in developing CNG engine control, emissions, and performance strategies.

Westport will open a new Technical Center in Michigan to develop technologies for CNG vehicles aimed at business, government fleets, and personal use. This includes applying hybridization, smaller-displacement with turbocharging, direct injection, and other fuel-saving technologies now used in gasoline and diesel engines.

Chrysler Group plans to start selling CNG vehicles by 2017. Chrysler, partly own by Fiat SpA, is in an ideal position to develop and market NGVs. Fiat is a CNG market leader in Europe with 80 percent of the market for methane gas-powered cars and 55 percent of the light truck market. For example, Chrysler is looking at the possibility of adding CNG powered engines to its Ram truck line.

Electric Commercial Trucks are Growing in Popularity

2011-08-07T22:45:00.000+05:00

Large electric delivery trucks were quite popular in the early days of the automobile. Indeed, Walker built them well into the 1930s. Today, several manufacturers are embarking on building medium- and heavy-duty electric trucks in the U.S. Besides the advantages of early electric trucks like quiet operation and durability, there are additional reasons that truck builders see a market for electric delivery trucks. These include high fuel prices, concerns about climate change, and the advent of new battery technologies that give electric trucks the range they lacked in the past.

Freightliner Custom Chassis Corp. has joined with Enova Systems to build an all-electric chassis that could be used for the MT-45 walk-in vans used by FedEx and UPS, among other applications. The electric vans would use Enova's 90 and 120 kW electric drive systems, have maximum payloads of 10,000 pounds, and be available to fleet customers as early as 2010. Production could be at Freightliner plants in Gaffney, South Carolina and Enova’s facility in Torrance, California.

Navistar will be building an all-electric urban truck in Elkhart, Indiana, great news for the economically depressed city that’s home to many RV and motorhome manufacturers. To speed up development, Navistar has entered into a joint venture with Modec, a company that already builds electric trucks in Coventry, England used by FedEx, UPS, and Tesco, the UK’s largest supermarket chain. The joint venture has received $39 million from the U.S. Stimulus Plan and plans to produce and sell electric Class 2 and 3 commercial vehicles in North, Central, and South America with first deliveries expected in 2010.

Smith Electric Vehicles is already building its Newton electric delivery truck in a hanger at the Kansas City International Airport, albeit in low volume. Smith has yet to make a decision on a larger permanent factory, although several locations are vying for the facility. The Newton, which at 16,000 pounds is the largest commercially available battery electric-powered truck, has been delivered to PG&E, Coca-Cola, Staples, Frito-Lay, AT&T, and Kansas City Power & Light. The truck is powered by Valence lithium-ion batteries and a 120 kW motor that provides a range of over 100 miles on a single charge.

Ford plans to launch its Transit Connect battery electric vehicle in mid-2010. Essentially the Smith Ampere built in the U.K., it uses a lithium-ion/iron phosphate battery pack and a 50 kW electric motor that replaces the Transit Connect’s 2.0-liter four-cylinder engine, providing a range of about 100 miles and a top speed of 70 mph.

Balqon Corp., which builds off-highway yard tractors and drayage vehicles in Harbor City, California, is now offering its Mule M150 for short-haul on-highway routes in inner cities, port facilities, and airports. The Mule M150 is equipped with Balqon’s heavy-duty electric drive system that integrates a 300 horsepower traction motor and lithium-ion batteries. The Mule M150 can carry a maximum load of 7 tons and is able to travel at a speed of up to 55 mph.

Several other smaller companies are either planning to manufacture, or are already manufacturing and marketing, electric delivery trucks. Electric Vehicles International, a California company that has built electric vehicles in Mexico for some 20 years, is offering its electric Class 3-6 eviLightTruck commercial trucks, which will be built in Stockton, California. Electrorides’s ZeroTruck is an Isuzu N Series Class 4 truck converted to electric power by Boshart Engineering in Ontario, California. Boshart has already been involved in building the Phoenix SUT electric pickup, an electrified Ssangyong pickup sourced from Korea. Boulder Electric Vehicle plans to build electric vans and trucks in Boulder, Colorado, with electric Delivery Truck and Cargo Van/Work Utility Vehicle models expected to be available in 2010 and 2011, respectively.

A Million EVs by 2015? Don’t Bet Your Life (Economy) on It

2011-08-07T22:33:00.000+05:00

President Obama, in his 2011 State of the Union address, set a goal of one million electric vehicles on the road by 2015. The aim is to build U.S. leadership in technologies that reduce dependence on oil, enhance environmental stewardship, and promote transportation sustainability, while creating high quality jobs and economic growth. The million EVs would include plug-in hybrids, extended range electric vehicles, and all-electric vehicles.

To reach this goal, President Obama has proposed a new three-part plan to further support EV manufacturing and enhance adoption. This includes revised tax incentives plus greater research and development, investments, and programs to encourage communities to invest in infrastructure for EVs.

The current $7,500 tax credit would be made more attractive by offering it at point-of-sale rather than requiring a wait until the end of the year. Investments in R&D for electric drive, batteries, and energy storage technologies would be increased. Communities investing in infrastructure through competitive grants and the removal of regulatory barriers would be rewarded

An Environmental Protection Agency report, ‘One Million Electric Vehicles by 2015,’ concludes that this goal is within reach in terms of production capacity. However, initial cost, unfamiliarity with the technology, and infrastructure limitations – very real potential barriers to achieving a large-scale market for EVs – are not considered.

According to EPA, there is substantial consumer interest in EVs, as demonstrated by the larger-than-anticipated pre-orders for the Nissan Leaf and the Chevrolet Volt. Whether this interest translates into sales beyond the initial ‘early adopters’ who embrace new and innovative products will depend on initial consumer experience with these early vehicles, and on how experiences are communicated to, and perceived by, the rest of the car buying public. Important unresolved issues include resale value, range, and availability of convenient charging facilities.

In related action, President Obama's proposed federal budget cuts all funding for clean diesel and hydrogen fuel cell vehicle research. The $80 million in funding would probably be shifted to EV-related incentives and R&D.

ANALYSIS

The projection of a million EVs by 2015 is based on the ability to build electric cars rather the more difficult job of selling them. What’s eye-opening is that the basis for projected production numbers is information sourced from EV manufacturers and media reports, and media typically get this information from the manufacturers. It is not from any real market analysis showing how many EVs people will actually buy.

While projected Volt and Leaf numbers are likely achievable, estimated sales of 231,000 electric cars from a company that few people have heard about, and has yet to sell its first unit, raises questions. And will 57,000 buyers really opt for a tiny city car – also from a relatively unknown manufacturer – at $34,000 a copy, or even $26,500 after the tax incentive? How about another projected 55,000 unit sales of an electric model that is not yet on sale? All three of these optimistic scenarios, representing more than a third of a million units, are included in the Administration’s projections.

By proposing to cut funding for clean diesel and fuel cells to zero in favor of EVs, President Obama is essentially saying we don't need oil any more now that we have electric cars. By this, the government in reality is picking market winners and losers based on very limited experience.

Cutting fuel cell funding might be prudent in today's austere environment, but cutting diesel funding is not. While electric trucks and buses may be suitable for shorter routes and intracity duty, diesels will probably always be required for long haul trucks and intercity buses. Also, there would be no funding programs for retrofitting buses and trucks with clean diesel technology that is producing results today. And consider: About 50% of the cars sold in Europe and 70% in France are diesels, Do they know something we don't?

Honda Fit EV Concept Shares Direction of Coming Model

2011-08-07T22:29:00.000+05:00

Honda is one of those automakers that has always done more than its share to address environmental compatibility. When ‘environmental positioning’ was a popular more-talk-than action strategy in the auto industry a few decades back, it was often Honda stepping up to do something real – like introducing near-zero emission gasoline vehicles, offering an assembly-line produced natural gas sedan, and of course being the first to the U.S. market with a gasoline-electric hybrid. This hasn’t changed, although you wouldn’t necessarily know it because of all the noise out there in eco-land.

Recently, Honda unveiled its vision for the Honda Electric Mobility Network that included the Fit EV Concept, an all-electric hatchback that provides a strong indication of what to expect in the upcoming all-electric Fit EV model. Destined for the U.S. and Japan in 2012, the Fit EV will be powered by lithium-ion batteries and an efficient coaxial electric motor derived from Honda’s FCX fuel cell vehicle program.

The Fit EV will be designed to deliver a top speed of 90 mph and an estimated 100 mile driving range. That range can be optimized by driver input using a three-mode electric drive system adapted from the Honda CR-Z hybrid that allows choosing Econ, Normal, and Sport modes. Honda says that running in Econ mode can increase driving range up to 17 percent compared to driving in Normal mode. Selecting the Sport mode brings a significant acceleration boost that’s said to provide performance similar to that of a 2.0-liter engine.

Other measures are built in to help make the most of on-board power. For example, a display advises when to shut down air conditioning and other accessories to maximize battery life. When the time does come to charge, Honda says a fully depleted Fit EV can be ready-to-go in less than 12 hours when charged from a conventional 120 volt outlet and less than six hours using a 240 volt charger. To make charging convenient, the Fit EV will come standard with a Honda Satellite Linked Navigation System that includes a charging station locator function.

Electronics looms large in the Fit EV. It will come with smartphone and computer connectivity for remotely viewing state-of-charge, initiating a charge, and pre-conditioning the interior by activating air conditioning while plugged in. A pocket-sized Honda interactive remote will also provides connectivity without requiring a cellphone signal or internet connection.

BMW TwinPower Turbo 4-Cylinder Eco Powerhouse

2011-08-07T22:25:00.000+05:00

BMW is aggressively developing plug-in electric vehicles. Indeed, it has established a separate BMW i sub-brand to market EVs and plug-in hybrids like the i3 Megacity and i8 hybrid supercar.. However, BMW is still investing heavily in its core business – great performing ‘Ultimate Driving Machines.’ This means new gasoline and diesel engines that don't compromise performance while reducing fuel consumption and CO2 emissions. Recognizing it will be building internal combustion powered cars for at least a couple of decades, the BMW Group is investing almost $427 million in its engine plants in Munich and Steyr, Austria.
This new engine technology is being developed under BMW's all encompassing EfficientDynamics umbrella. The latest example is a new 2.0-liter, four-cylinder engine that will initially power BMW's new X1 xDrive28i. This compact SUV will be the first four-cylinder BMW sold in the U.S. since 1999.
Like new smaller, high-performance, fuel efficient engines from other manufactures like Ford's EcoBoost, GM's Ecotec, and Chrysler-Fiat's MultiAir, BMW uses a combination of turbocharging, direct injection, and variable valve management to deliver greater output and efficiency from a smaller displacement engine..The BMW four features the automaker’s TwinPower Turbo technology that is already used on the in-line six-cylinder engines powering the 2011 3 Series Coupe and Convertible in 328i and 335i versions. TwinPower technology includes twin-scroll turbocharging direct gasoline injection, double VANOS variable camshaft control and VALVETRONIC variable valve control.
All this adds up to 245 horsepower, 15 more horsepower than the 3.0-liter, inline 6-cylinder used in the 2011 BMW 128i models sold in the U.S. Maximum torque of 258 lb-ft is available at a low engine speed of 1,250 rpm With all-wheel-drive, it gets an average of 30 mpg on the EU test cycle without compromising the performance expected in a BMW. For example, it can accelerate the X1 xDrive28i from 0 to 60 mph in 6.5 seconds.
One of big reasons that more fuel efficient, four-cylinder engines haven't gained wide acceptance in upscale vehicles is that they often were a bit rough running. BMW says the new four is as smooth running as it six-cylinder engines, which are noted for their smoothness. This was achieved by features like vertically offset balance shafts for optimized vibration compensation. In addition, a centrifugal force pendulum integrated into the dual-mass flywheel ensures a noticeable reduction in irregular rotations usually occurring at lower engine speeds. Thus, the engine’s early high torque output is available without any loss in comfort. This vibration damping from the centrifugal force pendulum remains effective across a broad engine speed range.
The new BMW Efficient Dynamics family of engines incorporates a standardized design and a significant number of common components for use in both gasoline and diesel engines. The technology can be used in three-, four- and six-cylinder engines with various power outputs. Next up could be a range of three-cylinder engines for the next-generation MINI and possibly a new entry-level, compact BMW.

Bombardier PRIMEOVE Can Charge Electric Drive Buses from Roadway

2011-08-07T22:21:00.000+05:00

Bombardier's PRIMOVE technology can rapidly charge batteries or super capacitors in trolleys, buses, trucks, taxis, and even cars either while stopped or in motion. Operating like a transformer, electricity is transferred inductively from cables located under the road surface to equipment installed under the vehicle.

The induction coil under the road or track carries high-frequency alternating current creating a magnetic field. This field induces a voltage in the inductive pick-up under the vehicle. An inverter converts the alternating current from the pick-up into direct current for charging the batteries on buses, trucks, and cars, or the high-performance capacitors in Bombardier's MITRAC Energy Saver used for trams or trolleys.

The Vehicle Detection and Segment Control antenna detects when a PRIMOVE-equipped vehicle is above the segment, and then switches that segment on. The system is only energized when it’s completely covered by a vehicle. Segments otherwise remain inactive to comply with electromagnetic interference protection requirements. When energized, magnetic shielding under the primary winding prevents electromagnetic interference.

PRIMOVE eliminates the need for unsightly overhead power wires for electric buses in urban areas. While charging can be done while loading and unloading passengers, it can also be done while a vehicle is moving so stops and long waits are not necessary. The same infrastructure can be used for all types of vehicles. Reliable operation is ensured even under adverse weather with snow, rain, ice, or water on the ground.

Having successfully demonstrated the PRIMOVE technology with a Bombardier low floor tram in Augsburg, Germany, Bombardier is testing the technology with a bus on a 125-meter stretch of road in Lommel, Belgium. It plans to test it with cars this summer.

Recently, Bombardier launched its PrimoveCity program to provide easy urban mobility for all types of electric vehicles. This includes the establishment of a new center of excellence located at Bombardier’s engineering and manufacturing site in Mannheim, Germany. It is building an advanced testing and development facility that will open in September 2011. Bombardier does not manufacture components, but license the technology to other manufacturers.

Boston-based WiTricity Corp. is also developing a somewhat similar wireless charging system using resonance rather than electromagnetic induction to transfer electrical energy. Charging occurs while a plug-in hybrid or electric vehicle, equipped with a power capture resonator, is parked in the vicinity of a power source resonator. This could be located, for example, in a home garage or public parking facility. Resonance charging does not require contact between the transmitting and receiving units.

Resonance can charge battery-powered vehicles at a rates comparable to most home-based chargers, from two to eight hours depending on the battery size. According to WiTricity, resonance is more efficient than inductance charging with a maximum efficiency claimed to be around 95 percent. Both Toyota and automotive supplier Delphi are collaborating with WiTricity to accelerate development of the technology and to potentially market this wireless charging system for EVs.

Driving the Hydrogen B-Class On F-Cell World Drive

2011-08-07T22:18:00.000+05:00

Mercedes-Benz marked the 125th anniversary of Carl Benz’ invention of the automobile not by looking back, but by looking to the future of transportation with the F-Cell World Drive.

Three Mercedes Benz F-Cell cars have been circumnavigating the globe to illustrate the viability of hydrogen fuel cell cars for the future and to raise media and public awareness of this promising technology. The F-Cell World Drive will ultimately cover more than 20,000 miles of driving across 14 countries and 4 continents, returning after 125 days to its kick-off point in Berlin.

We drove the first North American leg of the Drive from Fort Lauderdale, Florida to New Orleans, Louisiana. The route of nearly 1,000 miles proved to be both extraordinary and seamlessly unremarkable. It was eye-opening to experience just how far hydrogen fuel cell technology has come in the last decade.

The current F-Cell is quiet, refined, comfortable, and quite fun to drive. The fuel cell, hydrogen tanks, and electric drive components are packaged so well in the car that most people can’t tell the difference between the F-Cell and the standard B-Class Mercedes.

The fuel cell’s missing link is the lack of a hydrogen fueling infrastructure. To drive around the world, the F-Cell World Drive relies on an entourage of 14 support vehicles. In major metro areas, Mercedes takes advantage of high-pressure fueling from commercial hydrogen pumps, a process that takes about the same amount of time as filling up a gasoline car. In remote areas, however, a Sprinter Van with a big pump is employed to pressurize the hydrogen from a Linde tanker to 10,000 psi for maximum range.

Due for a 2015 rollout, the Mercedes F-Cell seems ready for prime time. Now visionary leadership and more fueling stations are needed to make this clean domestic future fuel a reality.

Fuel Economy is Key to the Automobile’s Future

2011-08-07T21:46:00.000+05:00

There’s a great new commercial, called ‘Imported from Detroit,’ that debuted at the Super Bowl. It’s about re-birth of one of the toughest cities in America. It’s about American innovation. It’s about American automakers leading, not following. It’s an inspiring piece of advertisement.

And thanks to tougher pollution and fuel economy standards, American automakers are not just making world beating, competitive products, they are doing fuel economy. And they are doing it well: Ford and GM have cars that get 40 mpg and are on the cutting edge on electric vehicles. And just in time. With gasoline prices pushing $4/gallon, consumers are flocking to fuel-efficient cars, shunning SUVs, and snatching up hybrids.

High, volatile oil prices killed Detroit’s market share during the previous three oil shocks during the 70’s, 80’s, and in 2008. Detroit has learned a hard lesson. Fuel efficiency is not a virtue; it’s a matter of survival.

Thanks to California, the 2007 Congress, the Supreme Court, President Bush, and President Obama, we have tougher pollution and fuel economy standards in place. And because of their leadership, Detroit is poised to lead, not follow, the world’s auto industry.

The biggest winners from stronger pollution and fuel economy standards? Perhaps ironically, Detroit. GM and Ford not only have more competitive small cars, but hot-selling crossovers such as the Chevrolet Equinox and Ford Edge, and cutting edge electric vehicles like the GM Volt and the Ford Focus EV.

The job is not finished, of course. California and President Obama have the opportunity to ensure Detroit remains on its path to rebirth by partnering on the next round of the National Program. Tough, but achievable, pollution and fuel economy standards that deliver 60 mpg by 2025 are what’s necessary to ensure Detroit is an innovator and global leader on clean cars.

60 mpg. Do it to for national security. Do it to lead the world. Do it for our future.

Ford’s 2012 Focus ECOnetic to Achieve an Exceptional 67 MPG

2011-08-07T21:43:00.000+05:00

Ford claims that its Focus ECOnetic will be more fuel efficient than any other compact vehicle on European roads today, including hybrids, when it goes on sale in the UK in early 2012. It is expected to get 67 mpg (3.5 liters/100 km) on the European Fuel Economy Directive cycle. The Focus ECOnetic is also expected to deliver ultra-low CO2 emissions of less than 95 grams/km. It will be available in either five-door or station wagon versions.

The Focus ECOnetic is powered by a new 104 horsepower version of the 1.6-litre Ford Duratorq TDCi diesel optimized for fuel economy and CO2 emissions. The Ford Focus 1.6 TDCi already on sale gets 56 mpg and emits 109 grams/km of CO2. The ECOnetic diesel is mated with Ford's six-speed Durashift manual transmission, a totally new high-efficiency design with reduced friction losses that also uses a special low friction transmission fluid. A higher final drive ratio reduces engine speed and offers better fuel economy when cruising in high gear.

The diesel's common-rail fuel injection system has been redesigned for more precise control and increased combustion efficiency. An enhanced charge air cooling system, with a water-cooled intercooler replacing the standard air-to-air system, delivers a cooler, denser air charge. Other features that help achieve better fuel economy include a new variable geometry turbocharger, low-friction piston ring coatings, variable flow oil pump, low inertia vacuum pump, asymmetric crank sprocket design, and low friction engine oil. The updated emissions system combines a diesel NOx-reducing catalyst with a coated diesel particulate filter system.

Other advanced technologies are at work. The Focus ECOnetic is really a mild hybrid with Auto-Start-Stop and Smart Regenerative Charging. Indeed, these features are already available on all the new Focus models and include Ford Eco Mode and Shift Indicator Light driver information systems. In addition, the Focus ECOnetic uses electric power assisted steering, low tension front end accessory drive, and a thermal management systems to optimize warm-up.

Improved aerodynamics also help increase fuel economy. The all-new Focus already has low drag, with the five-door offering a drag coefficient of 0.295. The ECOnetic model has many additional features to further reduce drag,

For example, the standard active grille shutter with vents that controls airflow through the grille to the cooling system and engine compartment can reduce CO2 emissions by two percent. If engine cooling air is required, the vents are opened, and if no airflow is needed the vents are shut to significantly reducing drag. Much work was done to smooth airflow beneath the vehicle as well. Ultra-low rolling resistance tires are also mounted on wheels with low-drag wheel covers.

ZEO Electric Car Concept: The Next Dodge Charger

2011-08-07T21:32:00.000+05:00

The muscle cars that fueled automotive passion in the 1960s were wildly popular because high performance is both fun and addicting. What if a car company could capture those same emotions and sensations in a package that makes no excuses for its environmental impact ... a vehicle that doesn't sacrifice performance for green credentials that literally screams, "drive me?" Meet Chrysler's latest concept vehicle, the Dodge ZEO.

ZEO stands for Zero Emissions Operation. Where premium gasoline once flowed, electrons now deliver ample power. That's right, ZEO is a pure electric car, or more accurately an electric performance car. ZEO delivers clean electric performance on par with the venerable Chrysler HEMI V-8. Acceleration is well within the realm of a true muscle car: 0-60 mph from a standing start happens in less than six seconds.

This is possible because the ZEO is propelled by a 200 kilowatt electric motor that supplies 268 horsepower to the rear wheels. The advanced propulsion system is fed by a 64 kilowatt-hour lithium-ion battery pack that Chrysler says will offer a range in excess of 250 miles. The batteries are located very low in the chassis and below the cabin floor for a low center of gravity. Although the battery pack is large, ZEO manages to weigh in at just 2,650 pounds, thus enhancing overall performance and handling.

"The Dodge ZEO concept is designed to break the paradigm of what an electric car should look like," says Bill Zheng, Dodge ZEO principal exterior designer. "An electric car can be as expressive as any gasoline powered vehicle. The Dodge ZEO concept proves that point ... and then some."

Dodge is calling the ZEO a 2+2 sport wagon. The key word here is "sport" because very little about ZEO evokes the image of a traditional station wagon. Yes, the cabin extends back to the rear bumper with cargo space behind two rear buckets, but there is certainly nothing stodgy about this wagon. Its stance is pure muscle car, with huge 23 inch alloy wheels filling the exaggerated wheel arches and wide, rounded fender lines. ZEO is a very "fast" shape. The windshield, for example, arches up at an extreme rake from the long and expressive hood, extending all the way back over the passenger compartment to the "C" pillar. The cabin tucks inward from the widest portion at the front door line to form a sculpted teardrop form at the ZEO's tail.

Fortunately, while the ZEO is very expressive, it hasn't lost the Dodge brand character. Cues like the Dodge ram head badges and crosshair grille treatment, which is illuminated from behind, make it easily recognizable as a Mopar. Both front and rear lamps are treated as separate sculptural forms that add ,to the futuristic look of the car.

Zheng and his team took an unconventional approach with the door configuration. Rather than hinging from the front or rear, the ZEO's doors swing up out of the way in a "scissor" fashion to provide unobstructed access to the interior. Once these scissor doors are open, the interior quickly becomes the center of attention. Lou Gasevski, principal interior designer of the Dodge ZEO concept, describes the interior as "an example of designing for people who are used to a dynamic lifestyle and who are surrounded with information and virtual friends at all times." Interior lines are bold, yet minimal. Trimmed in Super White leather with dark gray accents, the ZEO's interior hints at a European flair. The designers were after an integrated look and treated the interior as a single piece of sculpture, accomplished by blending individual components into a unified whole.

To create the character of a true 2+2, a dramatic center console slopes downward at an angle that extends all the way past the rear bucket seats. The ZEO's steering wheel, column, and instrument panel are a single freestanding design element that adjusts as one unit. The wheel is open, with two closely spaced spokes allowing 80 percent of the rim uncluttered. A thin blue acrylic viewing screen, which is positioned directly in the driver's line of sight through the open steering wheel, supplies critical driving information.

Clearly, Chrysler designer's had the Sixties muscle car playbook in mind when they concocted the ZEO. A lightweight platform with an oversized motor driving the rear wheels is a sure recipe for fun. Only this time around, it's good clean fun.

Want to know more about electric cars? Be sure to check out these

Trends: Air Powered Cars

2011-08-07T21:21:00.000+05:00

As odd as it sounds, running a car on air is a reality. Proof of concept and prototype compressed air vehicles - commonly referred to as "air cars" - have been running around for a number of years.

How could it be possible to run on air? Consider the physical work that compressed air already does to make our everyday lives easier. Mechanics rely on air-driven pneumatic tools every day to turn nuts and bolts with authority in garages around the world. Pneumatic tools are powerful, even at a relatively low pounds per-square-inch (psi) pressure setting. They can free rusted-on lug nuts and separate metal from metal through an air hammer or pneumatic chisel. Crank the pressure up and compressed air is a force to be reckoned with, providing enough power to even propel a wheel driven car.

Perhaps that was the inspiration that led former Renault F1 mechanic Guy Negre of Motor Development International (MDI) to pursue compressed air propulsion for the auto industry. And what could be more environmentally friendly than a car with atmospheric air as its only exhaust emission? There's no combustion whatsoever. Power comes from compressed air sourced from special high-pressure compressors run by electricity from the grid.

MDI's design uses a pair of air driven pistons, one large and one small, to turn a crankshaft that produces a rotational force. The technology can potentially be paired in two, four, or six cylinder engine configurations and the design is quite inventive. Since there is no combustion and the only engine heat comes from friction, the engine can be made primarily from lightweight aluminum.

For those who want the technical details, here's the scoop: In MDI's air engine, the small piston has a conventional connecting rod for turning the crankshaft, while its neighboring larger piston utilizes an innovative rocker arm configuration with the connecting rod. This design allows the large piston to pause at top-dead-center for 70 degrees of crankshaft rotation while metered air pressure builds in a prechamber as the small piston keeps the crank turning during its power stroke. The large piston then turns the crankshaft with greater power as the pair combine to produce power over 270 degrees of crankshaft rotation. Got that all?

Prototype air cars are minimalist transportation that typically exhibit a top speed of about 70 mph and a range of approximately 125 miles on flat roads before requiring a refill. Compressed air is stored at 300 bar (4351 psi) in carbon fiber tanks mounted longitudinally beneath the vehicle floor. Refilling can be accomplished in a matter of minutes at a special high-pressure pump or in about four hours via a home refueling appliance or even an on-board compressor.

In 2007, Tata Motors licensed the rights from MDI for $28 million to build and sell Tata-branded air cars in India. Tata has not confirmed if it will build one of the MDI prototype cars or, more likely, install the MDI technology in one of its existing cars like the light weight Nano (shown here). The Nano is Tata's $2,500 "scooter replacement" people's car that recently made headlines. While sought after in developing countries, this inexpensive car clearly won't meet federal emissions and safety requirements in the U.S. and other regulated markets around the world. Still, the addition of air power to an already inexpensive and efficient model would be quite appealing in the Indian market and others where fundamental transportation is in demand, and air pollution could be a serious challenge as exponentially greater numbers of vehicles make their way to the highway.

In the United States, a company called Zero Pollution Motors (ZPM) has licensed the rights to produce the MDI design in a U.S. factory. Based in New Platz, New York, ZPM has an ambitious goal of rolling out a North American compressed air vehicle for $18,000 by 2010. The company most recently unveiled MDI's newest car at the Automotive X-Prize exhibit at the New York Auto Show. ZPM and MDI will field two entries - the U.S. production six seat, four door prototype in the mainstream class, and the three seat, two door economy-utility model in the alternative class.

Air cars haven't escaped the attention of mainstream U.S. automakers, too. For example, Ford has worked with an engineering team at UCLA to develop an air hybrid. In this application, the air hybrid builds air pressure using the engine as a pump while shut down during deceleration, and then utilizes the recaptured energy to launch the vehicle from a stop. Special electrohydraulic actuators in the valvetrain make the transition possible.

Air powered cars are not a new idea, and in fact the concept actually predates a viable internal combustion engine. In his book, "Paris in the 21st Century," Jules Verne foresaw a transportation system utilizing compressed air. Now, modern visionaries are striving to make that dream come true with the air car.