Intel's former chairman Andrew Grove is exerting considerable pressure on the company to explore the world of car battery production. Grove feels that the promising industry will bloom into a huge profit center, and as such is pushing Intel hard in this direction.
Currently, the most promising (and capable) suppliers for electric, E-REV, and hybrid vehicle batteries are located in Japan. There are a few American upstarts, such as firm A123 Systems who is helping GM with development of the 2011 Chevrolet Volt, but they represent a very small portion of the total of electric battery production capacity.
The current economic crisis poses a considerable challenge to Intel if it wants to join the electric battery fray; the firm's sales have dropped 12 percent from the third to the fourth quarter of 2008. But if electric, E-REV, and gas/electric hybrid vehicle sales take off in the U.S., Grove's gamble might prove extremely profitable.--Colin Mathews
[source: Kicking Tires via The Wall Street Journal]
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Showing posts with label electric cars. Show all posts
Showing posts with label electric cars. Show all posts
Dec 16, 2008
Dec 10, 2008
Eco Cars: 'Mutant-X' electric car for a green drive in 2020
Glimpses of the future have always attracted one and all. These visions get even more exhilarating if they show green and non-polluted urbanities. The “Mutant-X”, designed by Rajeev Nair, is one such car that has the potential to clean the future with its electric, zero emission engines.
The car can carry three passengers and is powered by a battery that powers the independent motors fixed on the wheels of the car. The car comes with thin wheel spokes, sharp rear view cameras, a center-mounted steering wheel with all touch sensitive multifunction displays, advanced passive safety systems and other safety features that include posture sensors and emotion sensors, which sound an alarm in the car if the person on the wheel gets lazy.
The vehicle also includes advanced cruise control, which enables the car to change its wheel base according to the speed at which it’s cruising. The rear wheels along with the extended wheel arc can shrink inside along the axis of the vehicle, thus changing its wheelbase, which betters the aerodynamics of the car, making it more energy-efficient. The car is intended for the 2020 market.
The technology included in the car would ensure a comfortable, safe and sustainable ride, but all this would come at a cost, which most people are not likely to be able to afford. However, if the cost factor is set aside the car could do wonders for places where high traffic and high CO2 levels will have made life miserable by the year 2020.
The car can carry three passengers and is powered by a battery that powers the independent motors fixed on the wheels of the car. The car comes with thin wheel spokes, sharp rear view cameras, a center-mounted steering wheel with all touch sensitive multifunction displays, advanced passive safety systems and other safety features that include posture sensors and emotion sensors, which sound an alarm in the car if the person on the wheel gets lazy.
The vehicle also includes advanced cruise control, which enables the car to change its wheel base according to the speed at which it’s cruising. The rear wheels along with the extended wheel arc can shrink inside along the axis of the vehicle, thus changing its wheelbase, which betters the aerodynamics of the car, making it more energy-efficient. The car is intended for the 2020 market.
The technology included in the car would ensure a comfortable, safe and sustainable ride, but all this would come at a cost, which most people are not likely to be able to afford. However, if the cost factor is set aside the car could do wonders for places where high traffic and high CO2 levels will have made life miserable by the year 2020.
Dec 7, 2008
$19,000 Electric Car Coming to US in May 2009: Introducing the Wheego Whip
It looks surprisingly like a Smart Car and frankly has one of the dumbest names I’ve ever come across, but the $19,000 all-electric RTEV (Ruff & Tuff Electric Vehicles) Wheego Whip will be available in the United States in May 2009.
The Wheego Whip can reach a maximum speed of about 70 mph, but until it passes crash tests by the US DoT, expected sometime in 2010, it will be released initially as a Low Speed Vehicle (25 mph maximum speed) or a Medium Speed Vehicle (35 mph max). RTEV says that the Whip can travel 50 miles on single 8-hour charge, from any standard household 110 or 220v outlet.
Sounds like your ideal ride? Read on:
Based Off Chinese Car’s Platform
To manufacture the two-seat Wheego Whip RTEV has partnered with Shuanghuan Automobile Company. Based off Shuanghuan’s existing gasoline-powered Noble, RTEV has designed the car’s drive system, which uses plug-in dry cell sealed (AGM) batteries. The international version of the car—known, far more sensibly, as the E-Noble—will be manufactured in China, while the Wheego Whip will undergo final assembly in the United States.
Adapting Vehicle, Rather Than Designing New, Gave Head Start
RTEV’s CEO Mike McQuary had this to say on why the company chose to partner with Shuanghuan:
The Wheego Whip can reach a maximum speed of about 70 mph, but until it passes crash tests by the US DoT, expected sometime in 2010, it will be released initially as a Low Speed Vehicle (25 mph maximum speed) or a Medium Speed Vehicle (35 mph max). RTEV says that the Whip can travel 50 miles on single 8-hour charge, from any standard household 110 or 220v outlet.
Sounds like your ideal ride? Read on:
Based Off Chinese Car’s Platform
To manufacture the two-seat Wheego Whip RTEV has partnered with Shuanghuan Automobile Company. Based off Shuanghuan’s existing gasoline-powered Noble, RTEV has designed the car’s drive system, which uses plug-in dry cell sealed (AGM) batteries. The international version of the car—known, far more sensibly, as the E-Noble—will be manufactured in China, while the Wheego Whip will undergo final assembly in the United States.
Adapting Vehicle, Rather Than Designing New, Gave Head Start
RTEV’s CEO Mike McQuary had this to say on why the company chose to partner with Shuanghuan:
What has really impressed us with Shuanghuan is their attention to detail in providing a high-quality fit and finish and smooth ride to the car. Once we locked down the systems and components for a high quality electric drive system, we undertook a global search for a car manufacturer that would meet our expectations of a driving experience that was seamless when compared to its gasoline counterparts. While several car companies that we talked to had solid mechanical systems, it was Shuanghuan that emerged with a commitment to meet the quality standards that American drivers have come to expect in an automobile. Their production of the gas powered Noble gave them a great head start, in that it was more a matter of adaptation of a vehicle, rather than trying to develop something from scratch. They share our vision and see the important potential for the emergence of an electric car as an everyday part of consumer transportation.More on the Wheego Whip from: RTEV and Cleantech
Dec 2, 2008
Turn your car into a hybrid electric for $4,550
Getting the shoulda/coulda/wouldas over hybrid vehicles? Now you can convert any conveyance with 15-inch wheels or larger into an electric engine-assisted greenmobile. Danish engineer Ulrik Poulsen created these aftermarket attachments he calls the Poulsen Hybrid, and when you bolt one onto each of a car's two drive wheels, they provide the 10-15 horsepower needed for 70-85% of normal driving. The car's gasoline engine provides the other 15-30%, needed for stops, starts, and acceleration.
It'll cost you $4,550 (for the lead acid battery model) to have a pair of these power boots installed on your car, or a stiff $8,600 for the ones with lighter lithium ion batteries on board. Funny that they show a Honda Civic in these photos — that $4,550 add-on price is pretty steep, considering that a stock Civic Hybrid costs only around $2,000 more than the conventional gas-fueled Civic sedan.
By the way, you could just get a Civic Hybrid to begin with, which garners you a sweet $425 tax credit (until December 31, 2008) for its hybrid-ness, and is available in that exact same attractive blue color you see above.
Treehugger, via CrunchGear
It'll cost you $4,550 (for the lead acid battery model) to have a pair of these power boots installed on your car, or a stiff $8,600 for the ones with lighter lithium ion batteries on board. Funny that they show a Honda Civic in these photos — that $4,550 add-on price is pretty steep, considering that a stock Civic Hybrid costs only around $2,000 more than the conventional gas-fueled Civic sedan.
By the way, you could just get a Civic Hybrid to begin with, which garners you a sweet $425 tax credit (until December 31, 2008) for its hybrid-ness, and is available in that exact same attractive blue color you see above.
Treehugger, via CrunchGear
Nov 26, 2008
Li-Ion breakthrough can change the face of electric cars
A while back, we heard that Lithium deposits are running short and may run out by 2015. Now, a team of South Korean researchers, led by professor Cho Jaephil, claims a breakthrough that will increase the potential of Li-ion batteries by nearly 1000 percent. The key is a three-dimensional porous silicon graphite cathode, which can hold ten-times the number of Li-ions as compared to the conventional graphite cathode.
While this holds great significance in a number of electronic devices, it could deal with the most nagging problem in electric vehicles – the range. With greater charge available, battery packs will be able to power vehicles for a longer duration, proportionally increasing the range by a factor of up to 10 times (ideally). The same can also be applied to get more power and performance out of these vehicles. This definitely will help in making electric vehicles more mainstream, powerful, less fussy and easier to maintain.
Via: ZoomiLife/ EurekAlert
While this holds great significance in a number of electronic devices, it could deal with the most nagging problem in electric vehicles – the range. With greater charge available, battery packs will be able to power vehicles for a longer duration, proportionally increasing the range by a factor of up to 10 times (ideally). The same can also be applied to get more power and performance out of these vehicles. This definitely will help in making electric vehicles more mainstream, powerful, less fussy and easier to maintain.
Via: ZoomiLife/ EurekAlert
Nov 25, 2008
Electric smart not on-sale until 2012
Customers looking for an all-electric smart car will have to wait another three years to buy one. While trials of the car are scheduled to expand, company sources say consumer sales are not expected until 2012 at the earliest.
Smart is reluctant to speculate on prices when the cars finally hit showrooms. But privately sources acknowledge the fortwo ed will cost at least £15,000, twice as much as for the basic petrol model. Even then, it could cost more if government incentives are not put in place to encourage early adopters.
A fleet of 100 electric smart cars have been on trial in the UK since 2007. Coventry City Council and the Metropolitan Police are among those leasing the sodium-nickel-chloride powered cars at a monthly cost of £375. The trials have been part supported by Cenex, the body funded by the Department for Business and Enterprise and Regulatory Reform (BERR) to support low carbon and fuel technologies in Britain.
Trials will no expand across Europe, starting with Berlin and Paris in 2009. These vehicles will be fitted with new lithium-ion batteries - rather than the UK trial's nickel chloride units - which will ultimately be fitted to consumer cars come 2012.
Small scale production of the electric fortwo should begin in 2010. The company says the vehicles will supply further trials in markets beyond Europe, rather than signalling the start of production for private customers.
Smart is not alone in trialling electric vehicles. Around 500 electric MINIs will be leased to corporate and private customers in California, New York and New Jersey from March 2009.
In October, the government announced a £100m package of measures over the next three years to boost the market for electric cars. These include support for further trials of cars and light commercial vehicles in the UK, as well as plans to boost re-charging networks.
Smart is reluctant to speculate on prices when the cars finally hit showrooms. But privately sources acknowledge the fortwo ed will cost at least £15,000, twice as much as for the basic petrol model. Even then, it could cost more if government incentives are not put in place to encourage early adopters.
A fleet of 100 electric smart cars have been on trial in the UK since 2007. Coventry City Council and the Metropolitan Police are among those leasing the sodium-nickel-chloride powered cars at a monthly cost of £375. The trials have been part supported by Cenex, the body funded by the Department for Business and Enterprise and Regulatory Reform (BERR) to support low carbon and fuel technologies in Britain.
Trials will no expand across Europe, starting with Berlin and Paris in 2009. These vehicles will be fitted with new lithium-ion batteries - rather than the UK trial's nickel chloride units - which will ultimately be fitted to consumer cars come 2012.
Small scale production of the electric fortwo should begin in 2010. The company says the vehicles will supply further trials in markets beyond Europe, rather than signalling the start of production for private customers.
Smart is not alone in trialling electric vehicles. Around 500 electric MINIs will be leased to corporate and private customers in California, New York and New Jersey from March 2009.
In October, the government announced a £100m package of measures over the next three years to boost the market for electric cars. These include support for further trials of cars and light commercial vehicles in the UK, as well as plans to boost re-charging networks.
Nov 21, 2008
Better Place eRogue starts trials
The electric motoring project Better Place has announced a partnership with California and launched a new car (pictured). Yesterday Shai Agassi's company hooked up with the state to promote the use of EVs powered by renewable energy, starting with a focus on the San Fransisco Bay Area. It also added the Nissan eRogue, a new demo electric car based on the Renault-Nissan Rogue.
The eRogue is referred to as a 'crossover SUV', halfway between the size of a sedan and an SUV. It's certainly far larger than today's electric city cars, such as the TH!NK City, G-Wiz i and Mega City. There are no details on the eRogue's range and top speed, though don't expect the range to be huge -- the normal petrol version only does a measly 27mpg for highway driving. Check out a video of the eRogue here.
Better Place's fresh addition joins the existing test car, the Renault-Nissan eMegane.
Local mayors describe the partnership between Better Place and California as part of their bid to make the region the "EV capital of the US." Building the battery-swapping stations -- essentially electric versions of today's petrol filling stations -- is expected to cost $1 billion.
Californians desperate to try out an eRogue or eMegane will need to be patient, as mass market availability for the Better Place cars isn't expected until 2012.
The eRogue is referred to as a 'crossover SUV', halfway between the size of a sedan and an SUV. It's certainly far larger than today's electric city cars, such as the TH!NK City, G-Wiz i and Mega City. There are no details on the eRogue's range and top speed, though don't expect the range to be huge -- the normal petrol version only does a measly 27mpg for highway driving. Check out a video of the eRogue here.
Better Place's fresh addition joins the existing test car, the Renault-Nissan eMegane.
Local mayors describe the partnership between Better Place and California as part of their bid to make the region the "EV capital of the US." Building the battery-swapping stations -- essentially electric versions of today's petrol filling stations -- is expected to cost $1 billion.
Californians desperate to try out an eRogue or eMegane will need to be patient, as mass market availability for the Better Place cars isn't expected until 2012.
Nov 20, 2008
Eco Cars: Peugeot OMNI – Sporty, aerodynamic car gets powered by the sun
In 1973, a Swedish automobile designer, Bengt Ilon dreamt of a car that could move sideways on “Omni-wheels”, which could speed up transport and take it to a whole new level. The concept was not obviously picked up or developed through the decades. Now, finally we have a model that has been designed for Peugeot – OMNI.
The car which is perfect for future megalopolis has a sporty, aerodynamic body that represents evolution of the new age. The small city car has been made for just two occupants, keeping in mind that in 95% cases a car just has one occupant at a time. The exterior body is intended to be developed with carbon fiber, which should guarantee strength without adding much to the body of the car.
Solar cells are placed on the body of the car to refuel the lithium batteries sitting beneath the hood of the car. Traditional side cameras in this car are replaced by cameras, which enable the driver to see all objects in sides on the dashboard mounted display.
The most stunning feature of the car still remains its ability to move sideways at a speed of 5 km/h, which would ease parking and will make sure that the car does not always get stuck in traffic jams.
The Dark Side:
Apart from high cost fears, the “Omni-wheels” technology still seems a couple of decades away from realism. However, if the technology is made then it could truly refine the way we drive.
Via: ProductDesignForums
The car which is perfect for future megalopolis has a sporty, aerodynamic body that represents evolution of the new age. The small city car has been made for just two occupants, keeping in mind that in 95% cases a car just has one occupant at a time. The exterior body is intended to be developed with carbon fiber, which should guarantee strength without adding much to the body of the car.
Solar cells are placed on the body of the car to refuel the lithium batteries sitting beneath the hood of the car. Traditional side cameras in this car are replaced by cameras, which enable the driver to see all objects in sides on the dashboard mounted display.
The most stunning feature of the car still remains its ability to move sideways at a speed of 5 km/h, which would ease parking and will make sure that the car does not always get stuck in traffic jams.
The Dark Side:
Apart from high cost fears, the “Omni-wheels” technology still seems a couple of decades away from realism. However, if the technology is made then it could truly refine the way we drive.
Via: ProductDesignForums
Nov 19, 2008
Eco Cars: Scarab electric concept can impress James Bond
Some concepts vehicles look weird, some lack the basic safety features, some are just too futuristic, but Scarab is safe, developed using current technology and is one hot machine that could just be great for the next James Bond flick. Developed by David Miguel Moreira Gonçalves, Scarab is powered by a permanent battery plus three options for the main energy pack – battery, fuel cell or biofuel.
Not only environmentally safe, the vehicle packs a big enough technical punch with multiple driving modes, perfect park mode, embedded sensors, Lidar, radar, transponders, GPS, Drive by Wire, tactile HUD embedded in the Lexan canopy, regenerative braking through EW brakes. The vehicle is composed of interchangeable modules that can easily be customized to give desired looks to the vehicle.
The Dark Side:
The high use of electronics in the car would utilize a major part of the car’s battery capacity, which could show its effect on the car’s performance, speed and range.
Via: YankoDesign
Eco Factor: Concept vehicle powered by electric in-wheel motors.
Not only environmentally safe, the vehicle packs a big enough technical punch with multiple driving modes, perfect park mode, embedded sensors, Lidar, radar, transponders, GPS, Drive by Wire, tactile HUD embedded in the Lexan canopy, regenerative braking through EW brakes. The vehicle is composed of interchangeable modules that can easily be customized to give desired looks to the vehicle.
The Dark Side:
The high use of electronics in the car would utilize a major part of the car’s battery capacity, which could show its effect on the car’s performance, speed and range.
Via: YankoDesign
Nov 17, 2008
Eco Cars: EVA – Aerodynamic hybrid vehicle betters speed, range and efficiency
Eco Factor: Hybrid vehicle powered by lithium polymer batteries.
Electricity alone cannot provide the speed and distance we require sustaining our lives in future. Hybrids can take over conventional fossil fuel vehicles without making us too slow in the process. Cobus Marx has designed a futuristic vehicle called the EVA (Electric Vehicle Africa) that can carry two passengers on its three wheels and a hybrid engine.
The vehicle enhances the possibilities of a cost-effective alternative approach to a personal transport vehicle. The vehicle is based on the future needs of the urbanized user who needs extended range at a high speed to travel long distances when needed. The vehicle’s specifications needed it to be extremely aerodynamic, which the designer accomplished by a height adjusting air suspension system.
When the vehicle is stationary the suspension is at its maximum height enabling the commuters to get in and out of the vehicle easily. When the car is running at a high speed the suspension drops down taking the car as close to the road as possible.
Large door handles of appropriate shape and diameter will help the user open and close the door with ease if the car has been parked in a congested space. The body of the car has been designed in a fashion to reduce drag at high speed, which again helps in increasing the efficiency of the car.
EVA is powered by a conventional 250CC, two-cylinder, four stroke engine generating 16 KW. This engine is coupled with a Li-ion polymer powered electric motor which generates an additional 120KW. Running on electricity the car has a range of 400 km at a top speed of 160 km/h, which can be enhanced by running the gasoline engine simultaneously.
The Dark Side:
The car can carry two passengers. With the growth in population, cars which can carry more and more people are likely to attract more customers in future. The ever increasing cost of fuel has already attracted many people to commute on shared basis. In such a time a car with two seats is unlikely to comply with the demands of the future.
6 Cool European Electric Cars Never Coming to the US
European Coachbuilding Goes Electric
The European tradition of coachbuilding—the manufacturing of carriages—dates back to the 1700s. These days, it refers to the high-end auto design firms, such as Rolls Royce and Ferrari, which build custom-designed specialty vehicles.
Like nearly every automaker in the world, coachbuilders are going green, by designing and building all-electric vehicles. Their electric cars are well suited to the congested streets of Rome or Paris, but don’t hold your breath for these cool electricity-powered rides to make it across the pond. By nature, the coachbuilders produce vehicles in limited runs intended for local markets.1 Pininfarina B0 ("B Zero")
The B0's rooftop solar cells help top off the electric car's battery pack.
2 UK Lightning
The Lightning is a screaming fast all-electric sports car.
3 Heuliez Friendly
The Friendly is available in 27 different variations with options such as body length, motor output, and battery type.
4 Heuliez Pondicherry
5 Karmann Quicc DiVa
The Quicc DiVa is an all-electric urban distribution van. The body is made of plastic.
6 Ford F-150 Ha-Pa
The Hi-Pa Drive system, built in the UK, can be applied to existing vehicle formats.
[via] hybridcars
Nexter – An electric car for congested city lanes
Eco Factor: Lead-acid battery powered compact city car.
The Earth is not going to swell in the future to accommodate the growth in population and cars. City lanes are more congested than they ever were before and the situation is going to get worse in the near future. Car designers today are not just focusing on electric cars, but they have to keep the space factor in consideration before they bring the car of their dreams to paper.
Designer Florian FOIZON has addressed both of these issues in a future car called the Nexter. The car has been developed for a city tottering with space and environmental problems. The car is just under a meter wide and can carry two passengers. The car gets power from lead-acid batteries that give it a range of about 150 Km and a top speed of 90 Km/h.
The Dark Side:
In an effort to lower the cost of the car, Florian aims to power the car with lead-acid batteries that are not as energy-efficient as their lithium counterparts. Moreover, these batteries need some routine maintenance to make them perform flawlessly. Lithium batteries on the other hand, are maintenance free and provide a better performance than lead-acid batteries.
Nov 13, 2008
Brabus-Tuned Tesla Roadster Sounds Like a Mustang, a Racecar, or a Ray Gun?
The world’s first all electric supercar, the Tesla Roadster, is set to get an update from German super tuners Brabus; a package that includes appearance tweaks to the interior and exterior, as well as a fascinating sound package for the near-silent EV.
New wheels and tires, a carbon-fiber front lip spoiler, and a “futuristic” lighting package are all very nice for the Tesla, but we’re most interested in the “space sound generator” that will come equipped on each Brabus Roadster. The tuning house is seeking to give the Tesla a more exciting, albeit completely faked, running sound with electronically produced effects. Owners will be able to set their Tesla to make noises approximating a V-8 engine, a racecar engine, or “two futuristic soundscapes.” Those last two effects are named “Beam” and “Warp,” and we’re absolutely chomping at the bit to hear them in action—we’re looking into the matter as of this writing, don’t worry.
This type of piped in sound is a feature that Hybrid and EV makers have been discussing for a hot minute now, and could lead to a class of vehicles that are aurally dissimilar from anything we’re used to today. It’s a topic that causes some deal of fretting from auto enthusiasts and one that we’ve dealt with in some measure before (click through the link below to get our own Chris Paukert’s take on the subject).
Have a look at the gallery of Brabus Tesla Roadster images above and stay tuned for more information, as we have it, about the tantalizing sound generator. You’ll find the full press release below.
+ Winding Road: Pace Notes
World Debut at the Essen Motor Show 2008
The Very First Tuned Electric Car Comes From BRABUS:
BRABUS Customization Program for the Tesla Roadster
The first tuned electric car comes from BRABUS: The first project of the future cooperation between Tesla Motors, Inc. and the new BRABUS business division Zero Emission celebrates its world debut at the 2008 Essen Motor Show. BRABUS presents an exclusive customization program for the Tesla Roadster, the world’s first electrically powered production sports car.
The new BRABUS logo with added lightning bolt is the trademark of BRABUS Zero Emission vehicles.
To give the sports car a more exciting sound the BRABUS electronics specialists have developed a ‘space sound generator.’ The occupants on-board the Tesla Roadsters can choose from several simulated engine sounds including that of a typical V8 combustion engine, a racecar engine and two futuristic soundscapes named ‘Beam’ and ‘Warp.’ The volume of the sound is dependent on the momentary power output of the electric motor.
A custom-tailored BRABUS tire/wheel combination further improves handling characteristics. The two-seater is refined with weight-optimized BRABUS Monoblock S light-alloy wheels in size 7Jx18 in front and in size 8.5Jx19 in back. BRABUS technology partner Pirelli provides the corresponding P Zero Nero high-performance tires in size 215/35 ZR 18 in front and in size 255/30 ZR 19 on the rear axle. These tires were developed to deliver minimum rolling resistance.
The two-seater also receives an even more striking exterior at BRABUS. The customization measures include a special high-quality ‘matte white’ paintjob. To give the mid-engine sports car an even more enticing face the BRABUS designers treat the front apron to a lightweight carbon-fiber front lip and daytime running lights integrated into the front grille. Matte-white surrounds for the headlamps add interesting detail to the overall effect.
The sides of the Tesla are upgraded with BRABUS entrance lights shaped like futuristic space lights. They are activated with the keyless fob or by pulling on a door handle. BRABUS carbon-fiber air inlets add even more sporty flair. Immediately apparent in the rear are the BRABUS rear wing and the BRABUS rear diffuser, both made from light yet extremely strong carbon fiber. The round taillights are accentuated further by matte-white applications.
The BRABUS customization program for the Tesla Roadster also includes exclusive interior options. The range of products starts with scuff plates with illuminated BRABUS logo. They are integrated into the top of the rocker panels.
The company-own BRABUS upholstery shop masterfully handcrafts exquisite custom interiors for the Tesla. The designers chose a combination of especially soft yet durable BRABUS perforated lightweight leather and Alcantara. The cockpit features white seams to reflect the exterior color. The vehicle floor is also upholstered with lightweight leather for added exclusivity.
The goal of the BRABUS customization concept for the Tesla Roadster is to define a potential limited edition as well as an individual tuning program for the Tesla driver.
Oct 29, 2008
Revenge of the Electric Car
The filmmakers that brought us the acclaimed documentary/murder mystery 'Who Killed the Electric Car?' are now gearing up for a film entitled, 'Revenge of the Electric Car.' Though it may sound like the title of a campy 1970s-style horror pic, it's actually the second documentary from director Chris Paine to center on the idea of electric-only transportation for the mainstream market.
The original film, which garnered accolades from the Sundance Film Festival, the Writers Guild of America, and scores of others, explored the short and abrupt end to the life of the now legendary GM EV1 electric car. The film became the second highest grossing theatrically released documentary of 2006 by probing why such a revolutionary vehicle would ever be willfully destroyed by its creator. Chris Paine delved into the mystery by interviewing former GM employees, government insiders, and smattering of notable Hollywood-types.
According to the filmmakers, 'Revenge,' is neither a follow-up nor a sequel to the first film. In an FAQ section of the film’s website, they assert that this will be a “very different film—in tone, approach, and content.”
So what’s the crux of this film? The website’s answer is “electric cars are back from the dead.” The most famous of which is GM’s own Chevrolet Volt, which has become the flagship for the resurgence of the EV movement in the US and abroad. The film’s subject is no doubt a timely one, as manufacturers around the globe scramble to get their EVs to market amid fluctuating fuel prices that show no signs of stabilizing.
Furthermore, 'Revenge of the Electric Car' “tells the story of the EV renaissance, circa 2008-2010.” The film’s website goes on to say “From new cars to conversions to plug-in hybrids, we’ll follow the many strands of what is—literally—an electrifying story.” The ultimate question it will answer is, can EVs finally challenge the 100-year rule of gasoline engines, petrodollars, and entrenched interests? In other words, will the EV be killed again?
Oct 28, 2008
Taking it Higher on Electric Avenue
How plugged in do you need to be?
Most of us know by now that a plug-in hybrid is a car with a hybrid drivetrain that can have its batteries recharged from the power grid. It's turning out, though, that such cars may come in more flavors than Starbucks has syrups.
Case in point: We drove a prototype version of the plug-in Prius, or PHEV, that Toyota will offer corporate and fleet customers starting in late 2009. Our experience was a short tour of downtown Portland, Ore., and for the most part, it was what you'd expect: It drove just like a Prius, but one that runs less often on its engine, more often (and at somewhat higher speeds) in pure electric mode.
More striking is the way this PHEV (plug-in hybrid electric vehicle) operates distinct from what we are hearing about the Chevrolet Volt that General Motors will offer in late 2010. Toyota's approach is to start with a Prius and add plug-in rechargability. So the car retains the firm's hybrid-synergy drive, using what Toyota calls a series/parallel arrangement between the gas engine and electric motor.
In the PHEV version, there's a button (in the prototype, it was on the dash to the left of the steering column) labeled "EV mode" that lets the driver choose to run the car only on electricity. If you've recharged the batteries by plugging in to the electric grid and then select this mode, the prototype will deliver six or seven miles of pure electric driving, burning no gas. The target for the production model is 10 miles of such range, enough for a lot of the trips many drivers make.
After that--or if you demand more performance in the short term than the small motor or the battery-pack state of charge can offer--the engine kicks in. As with any Prius, the engine drives the wheels through the transmission when you need more power or range.
During our drive, when we'd been moving around in pure EV mode for several blocks, we wanted to get out from behind a diesel city bus as we climbed one of the many bridges over the Willamette River. Booting the accelerator for an uphill surge from less than 25 mph to more than 40, we saw a dashboard gauge indicating that we were demanding more energy than was available from the batteries. The engine kicked in briefly until we let up on the pedal, even though we selected EV mode. After the acceleration, the car almost immediately returned to pure EV mode.
Pushing the EV-mode button again, to turn it off, returned the car to what Prius owners would regard as "normal" operation. A perhaps crucial distinction is that when the engine's power was not needed to move the car, the control systems are set up to charge the pack of nickel-metal-hydride batteries. In theory, after a period of such use, the batteries would be replenished and the owner could again press the EV-mode button and go another several miles without gasoline.
A side note: Our first response to being stuck behind the bus was to hit the climate-control button to recirculate the air inside, rather than taking in not-fresh air from outside. (We were using neither heating nor A/C). The Toyota rep riding in the back seat was eager to have us turn off the climate control, especially the recirc mode --it runs the ventilation fan at a high speed, a drain on the battery.
PHEV drivers would have to judge for themselves, with feedback from the gauges, whether it is better to draw down the battery in this way or by accelerating to pass. You probably could learn to modulate the pedal up to the borderline just before the engine kicks in, though we wouldn't be eager to do that on the open road, where the higher priority is safety, not consuming a little gasoline. Regardless, the experience was too short, and so was the indicated remaining pure-EV range of less than three miles, to allow such experimentation.
From what we're hearing about the Volt, GM is taking a radically different approach. Think of the Volt as an electric car with a range-extending gasoline generator. The Prius, by comparison, would be more like a normal car with an efficiency-enhancing electric supplement.
The Volt will be a series hybrid, meaning its engine only powers a generator to create electricity. The engine won't drive the wheels at all. With an advanced (and more expensive) pack of lithium-ion cells, the Volt should be capable of 40 miles of driving in pure electric mode after a full charge. After that, the engine will kick in to extend the range. Reports vary, but what we've heard most recently is that the Volt is not likely to use its engine to recharge the batteries, ever. Recharging will come only by plugging in the car.
After the charge is depleted, the engine will spin a generator that drives a bigger, stronger electric motor than in the Prius, one big enough to give all the performance the driver needs. In this phase, the Volt would operate in the same manner as a diesel locomotive, with the generator's output going straight to the motor, which then drives the wheels.
The upside is that a Volt-like series hybrid places fewer demands on its engine, which can be sized, engineered and controlled to operate in a narrow range of rpm and peak efficiency. One downside might be that on a long trip, after using up the 40 miles of EV operation, you couldn't return to that mode until you could plug it in. Stop at a hotel without easy access to an outlet, and you might have to begin the next day with depleted batteries. Still, if the efficiency benefits of electric drive are realized, you could be getting 60 mpg or better in that mode.
GM is refining the control systems and operational modes, so it's too early to be certain how it will all work out in the end, or how driving a Volt will differ from driving a Prius PHEV. What is clear is that a plug-in hybrid from GM will be a much different animal from one made by Toyota.
Part of what's going on in this field is the interplay between today's preferred battery, the NiMH cell, and the li-ion units coming to market. Toyota is preparing to make lithium-ion cells for the day when it begins offering plug-ins to the public. The newer lithium batteries are more suited to the deep draw-down and recharge cycles expected of plug-in hybrids or pure electric cars, while the NiMH cells are more tolerant of rapid switching between discharging and recharging on the go. This speaks to one reason GM might want its batteries to recharge only from the grid.
There is chatter from other companies that some plug-in hybrids might use both kinds of cells-the more-expensive lithium-ion variety to recharge from the grid for extended EV range, and the less-expensive NiMHs for extended-range operation, resembling what we have come to regard as "traditional" hybrids.
That neither variety is yet perfectly suited to the role of automotive propulsion may be inferred from the creation of a new group within Toyota's battery-engineering division only three months ago. Its mission is to determine what comes after lithium ion.
Most of us know by now that a plug-in hybrid is a car with a hybrid drivetrain that can have its batteries recharged from the power grid. It's turning out, though, that such cars may come in more flavors than Starbucks has syrups.
Case in point: We drove a prototype version of the plug-in Prius, or PHEV, that Toyota will offer corporate and fleet customers starting in late 2009. Our experience was a short tour of downtown Portland, Ore., and for the most part, it was what you'd expect: It drove just like a Prius, but one that runs less often on its engine, more often (and at somewhat higher speeds) in pure electric mode.
More striking is the way this PHEV (plug-in hybrid electric vehicle) operates distinct from what we are hearing about the Chevrolet Volt that General Motors will offer in late 2010. Toyota's approach is to start with a Prius and add plug-in rechargability. So the car retains the firm's hybrid-synergy drive, using what Toyota calls a series/parallel arrangement between the gas engine and electric motor.
In the PHEV version, there's a button (in the prototype, it was on the dash to the left of the steering column) labeled "EV mode" that lets the driver choose to run the car only on electricity. If you've recharged the batteries by plugging in to the electric grid and then select this mode, the prototype will deliver six or seven miles of pure electric driving, burning no gas. The target for the production model is 10 miles of such range, enough for a lot of the trips many drivers make.
After that--or if you demand more performance in the short term than the small motor or the battery-pack state of charge can offer--the engine kicks in. As with any Prius, the engine drives the wheels through the transmission when you need more power or range.
During our drive, when we'd been moving around in pure EV mode for several blocks, we wanted to get out from behind a diesel city bus as we climbed one of the many bridges over the Willamette River. Booting the accelerator for an uphill surge from less than 25 mph to more than 40, we saw a dashboard gauge indicating that we were demanding more energy than was available from the batteries. The engine kicked in briefly until we let up on the pedal, even though we selected EV mode. After the acceleration, the car almost immediately returned to pure EV mode.
Pushing the EV-mode button again, to turn it off, returned the car to what Prius owners would regard as "normal" operation. A perhaps crucial distinction is that when the engine's power was not needed to move the car, the control systems are set up to charge the pack of nickel-metal-hydride batteries. In theory, after a period of such use, the batteries would be replenished and the owner could again press the EV-mode button and go another several miles without gasoline.
A side note: Our first response to being stuck behind the bus was to hit the climate-control button to recirculate the air inside, rather than taking in not-fresh air from outside. (We were using neither heating nor A/C). The Toyota rep riding in the back seat was eager to have us turn off the climate control, especially the recirc mode --it runs the ventilation fan at a high speed, a drain on the battery.
PHEV drivers would have to judge for themselves, with feedback from the gauges, whether it is better to draw down the battery in this way or by accelerating to pass. You probably could learn to modulate the pedal up to the borderline just before the engine kicks in, though we wouldn't be eager to do that on the open road, where the higher priority is safety, not consuming a little gasoline. Regardless, the experience was too short, and so was the indicated remaining pure-EV range of less than three miles, to allow such experimentation.
From what we're hearing about the Volt, GM is taking a radically different approach. Think of the Volt as an electric car with a range-extending gasoline generator. The Prius, by comparison, would be more like a normal car with an efficiency-enhancing electric supplement.
The Volt will be a series hybrid, meaning its engine only powers a generator to create electricity. The engine won't drive the wheels at all. With an advanced (and more expensive) pack of lithium-ion cells, the Volt should be capable of 40 miles of driving in pure electric mode after a full charge. After that, the engine will kick in to extend the range. Reports vary, but what we've heard most recently is that the Volt is not likely to use its engine to recharge the batteries, ever. Recharging will come only by plugging in the car.
After the charge is depleted, the engine will spin a generator that drives a bigger, stronger electric motor than in the Prius, one big enough to give all the performance the driver needs. In this phase, the Volt would operate in the same manner as a diesel locomotive, with the generator's output going straight to the motor, which then drives the wheels.
The upside is that a Volt-like series hybrid places fewer demands on its engine, which can be sized, engineered and controlled to operate in a narrow range of rpm and peak efficiency. One downside might be that on a long trip, after using up the 40 miles of EV operation, you couldn't return to that mode until you could plug it in. Stop at a hotel without easy access to an outlet, and you might have to begin the next day with depleted batteries. Still, if the efficiency benefits of electric drive are realized, you could be getting 60 mpg or better in that mode.
GM is refining the control systems and operational modes, so it's too early to be certain how it will all work out in the end, or how driving a Volt will differ from driving a Prius PHEV. What is clear is that a plug-in hybrid from GM will be a much different animal from one made by Toyota.
Part of what's going on in this field is the interplay between today's preferred battery, the NiMH cell, and the li-ion units coming to market. Toyota is preparing to make lithium-ion cells for the day when it begins offering plug-ins to the public. The newer lithium batteries are more suited to the deep draw-down and recharge cycles expected of plug-in hybrids or pure electric cars, while the NiMH cells are more tolerant of rapid switching between discharging and recharging on the go. This speaks to one reason GM might want its batteries to recharge only from the grid.
There is chatter from other companies that some plug-in hybrids might use both kinds of cells-the more-expensive lithium-ion variety to recharge from the grid for extended EV range, and the less-expensive NiMHs for extended-range operation, resembling what we have come to regard as "traditional" hybrids.
That neither variety is yet perfectly suited to the role of automotive propulsion may be inferred from the creation of a new group within Toyota's battery-engineering division only three months ago. Its mission is to determine what comes after lithium ion.
Oct 27, 2008
First Peek: Tesla Model S, the all-electric 4-door sedan
We're crazy about the all-electric Tesla Roadster, and now here's a first look at Tesla's second act, the four-door, 5-passenger Tesla Model S. Its specs are similar to the Roadster, where its range is about the same at 240 miles per charge, but it's not quite as quick, with a 0-60 time of less than 6 seconds. Still, that's fast.
Want to pick up your own Tesla? Not so fast. The company just unceremoniously laid off most of its Detroit-area workers (25% of its total workforce) and fired its CEO, admitting it is "refocusing." The $109,000 Tesla Roadster is constantly "under development," and available only on extended backorder.
This Model S, if it ever gets built, will cost $60,000, and if Tesla can get through what its VP Darryl Siry calls "a difficult nine months," you might be able to drive this baby home by late 2010. Given today's economic situation, a lot can happen in two years.
Road & Track, via UberGizmo
Oct 25, 2008
Revolutionary Lightning GT electric sports car revealed
Emissions trading, global warming and high petrol prices seem to be adding up to spell the doom of the just-for-fun sports car form of transport, but a new crop of all-electric vehicles is hoping to change that.
The trend was kick-started by American company Tesla, and now a British company has announced it will be joining the fray with a production version of its Lightning GT sports car, which was revealed yesterday at the London Motor Show.
So far, only the Tesla Roadster has been designed and marketed toward high-end electric sports car enthusiasts, and it has had next to no competition in the segment. Lightning’s GT marks the first real competitor to the Roadster, and raises hope that more will follow. The company first started taking orders for the car late last year and will soon be ready to start deliveries of its first vehicles.
To save weight, the car’s body is made from carbon fibre and Kevlar, and even with the full array of batteries on board the GT has a near ideal weight distribution of 48/52 front to rear. The car is also available with luxury items such as air-conditioning, satellite navigation, and full leather trim. Unfortunately, it's not a likely candidate for Australian import, despite its almost certain right-hand drive configuration. Its limited production numbers and high expected cost mean certification for Australian roads would drive the car’s price beyond what would be commercially desirable.
Proprietary battery technology helps achieve high power figures
Powering the GT is a new 552kW electric powertrain featuring nano-titanate battery technology, which is enough to propel the car from 0-100km/h in a flat four seconds and take it a top speed of about 210km/h. The electric drive system, dubbed Hi-Pa Drive, packs four permanent magnet brushless motors developing at least 120kW in each wheel and features full traction control and regenerative braking on all four wheels independently.
American rival Tesla Motors has had some major issues with the transmission system in the Tesla Roadster in the months following up to their planned release date, however Lightning should have no such problems. Due to power being developed separately in each wheel, there are no gearboxes, differentials, axles, drive shafts or propshafts in the Lightning sports car, reducing the complexity of the car significantly and improving the interior packaging.
This drive configuration will also make traction, wheel-spin and braking almost infinitely controllable by the onboard computer, since it won’t have to deal with mechanical interference from connected moving parts.
The battery pack will be made by AltairNano using the company’s NanoSafe technology, which use nano titanate materials instead of graphite which makes them far more thermally stable and able to recharge in as little as 10 minutes, rather than hours like conventional batteries. Additionally, the NanoSafe batteries have a life expectancy of over 12 years and can retain as much as 85% of their original charge even after 15,000 cycles, alleviating much of the concern over limited lifetimes and high replacement costs of the battery packs.
Torque-on-demand, low operating costs and zero emissions
One of the key benefits of electric vehicles is that they have maximum available torque at the wheels at any speed, unlike a petrol engine where maximum torque is only obtained high up in the rev range, where it quickly starts to taper off. That means lower gears can be used while cruising, enhancing efficiency, and yet acceleration will be almost instantaneous, since there is no necessary wait for the car to enter its power band.
Company officials claim charging the batteries for just ten minutes will provide up to 155km range, and at current prices driving one kilometre will cost just 1.5 cents, compared to 8.5 cents per kilometre for a car rated at five litres of petrol per 100km fuel efficiency. Add with the complete lack of tailpipe emissions and the car’s day-to-day and yearly operating costs will be appreciably lower than a petrol or diesel-powered car, especially once emissions trading schemes around the world begin.
Oct 20, 2008
BMW launches Mini E electric car
BMW's Mini brand has joined the growing number of car-makers saying they will have EVs ready for private individuals to buy. BMW announced Oct 18 it will build 500 units of the Mini E model by the end of 2008, for a US pilot program.
The car will make its public debut at the Los Angeles car show next month, which -- at a guess -- means the battery powered Minis will start to hit streets in early 2009. It will be sold to both corporate customers and some private individuals in California, New York and New Jersey, BMW said.
BMW says the Mini E's lithium-ion batteries can be recharged in only two-and-a-half hours -- most EVs today take 6-8 hours -- using a special 'wallbox' outlet. The wallbox is one touch that makes the Mini E stand out from the EV crowd. Mini will install the boxes in tester's garages and they'll provide greater amperage than a standard mains socket. Hence the fast charging time.
One obvious drawback here is that the batteries are bulky, even though they’re a big improvement over earlier generations of batteries. The conventional Mini Cooper is a four-seater, but the Mini E is only a two-seater, with the rear seat taken up by batteries.
The Mini E’s electric motor generates 204 hp and BMW says the car has a range of up to 150 miles. Top speed is 95 mph, but driving that fast cuts the range.
Sep 20, 2008
Ecotricity Tesla-beater promises transparent boot, 96 batteries and twin drive
A British sports car that will "crush the stereotype of electric cars" is speeding up its development. Writing on his blog today, Dale Vince of Ecotricity says his conversion of a Lotus Exige into an electric car is "close to plan and budget" and will sport a transparent boot to show the batteries and technology inside.
In a short video, his team describe the challenge of swapping a combustion engine, fuel tank and more for electric motors and batteries. The team have chosen to fit the car with two electric motors on the rear wheels, plus 96 batteries that they're hoping to site as close to the car's front as possible.
One big issue raised by the engineers is the electric management of the batteries. That chimes with what Toyota's hybrid architect Koei Saga said at the launch of the plug-in Prius last week.
Ecotricity's electric Lotus, which is currently dubbed the 'Wind Car' -- a car powered by electricity generated from wind turbines -- is a proof of concept. Vince, however, says in the video that he hopes it will spawn a limited edition run.
He previously hoped to have the car ready by summer, and has subsequently revised the deadline to Christmas.
He's also in search of a name for the car; do you SmartPlanet people have any suggestions? The best I can do is a tongue-in-cheek, Tesla-baiting 'Edison'.
Chevy Volt battery pack could hit a snag
GM's Chevy Volt electric car is said to be on track for its late 2010 delivery date, but there might be a problem or two with the batteries. The nearly 300 lithium ion batteries will be strapped together in a tight group between the seats, and while GM engineers are confident the individual batteries work, they're not sure how long they'll last or if they'll overheat when they work together in a pack.
GM has also not decided if the batteries will be made in the U.S., or in Asia, where battery tech is more advanced, said GM chief Rick Wagoner in Washington yesterday. He was visiting the nation's capitol, seeking $25 billion in loans from the U.S. government to help his company build advanced-tech vehicles (might as well get while the getting's good, eh Rick?).
Anyway, will drivers in hot climates such as Arizona be able to buy a Volt? GM will insulate and cool the batteries, but how much power will that drain? The Volt's battery pack is a huge risk for GM, and might push the car's price to $40K and beyond. And it's not ready yet. Nevertheless, we're rooting for you, GM!
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