You have to be wondering how closely Toyota and Nissan are watching the NHTSA investigation into the Chevy Volt fires. Actually, all car makers should be watching for fallout very carefully. But specifically, Toyota just started taking orders on the Plug-in Prius. And the Nissan Leaf has been competing (sales-wise) with the Volt from the beginning. And consumers are not going to make a distinction between any of the car makers when it comes to battery fires.
They've seen too many cases in laptops and phones now of spontaneous combustion to ignore the issue. Mind you, the opposite argument could be made, that they have gotten used to the risk of having batteries that could overheat near them on a constant basis. But I doubt it. There's something different about the batteries in electric and quasi-electric cars (the size!).
Imagine if consumers stop trusting large battery packs. What will the automakers do when it comes to the new fuel efficiency guidelines if they can't sell at least some electric or extended range electric vehicles? They are all working on them. Imagine if all the research investment, time and money, has been wasted in the effort as they have to pull up and wait for a new generation of batteries to come forward? Imagine what that will mean when they lobby for a postponement to the new fuel economy laws?
I can see it now.
"I'm sorry senator, we really would like to build and sell electric cars, but we just can't yet. The technology isn't there. I'm sure you understand why we can't put voters, err... I mean drivers at risk just to meet these fuel economy guidelines." - any car maker lobbyist in D.C.
In case you're not familiar, the NHTSA was conducting crash tests on the Chevy Volt (5-stars!). They put one through it's paces (i.e. smashed it up, really good!) and then placed it into storage. A few weeks later, a fire broke out in the battery pack (the coolant line had been severed) and burned up the Volt, plus several nearby cars. Since then, in cooperation with Chevy (General Motors), they have subjected several other Volts to similar circumstances in an effort to start more fires. They were successful (smoke and sparks, at least).
GM says this is a known factor when dealing with these battery packs. One of the safety measures they've outlined is to discharge the battery pack after an accident to keep a fire from starting. But the NHTSA didn't follow their guidelines and that's why the fire occurred. In the meantime, they emphasize their cars are safe (noting the 5 star rating they received) but just in case anyone's nervous, they will let them drive a loaner for free while the investigation continues. A 'handful' of customers have done just that.
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Rabu, 30 November 2011
Rabu, 02 November 2011
Competition Between Leaf and Volt Heating Up
Everybody's talking about the competition between the Nissan Leaf and Chevy Volt (Detroit News, AutoBlog, GM-Volt, etc...). But really, does it matter all that much that the Volt outsold the Leaf this past month? Does it matter that the Leaf has been outselling the Volt since May? Does it matter if either company makes their 10,000 sold in the first year? Not really.
The difference between the two cars is profound. GM may call the Volt an extended range electric vehicle, but the Leaf is all electric. That means they are very different. The Leaf does not have a gas option, meaning it can only go 70-100 miles on one charge. The Volt can go only 30-40 miles on electric before switching to gasoline (to charge the battery, but still it's running on gas at this point). The Volt is $5-10 thousand dollars more than the Leaf. But when you can get 1000 miles on 11 gallons of gas, maybe that's worth the extra money to those people who can afford the $35 thousand just to be able to choose between the two.
In their first year, the Volt and Leaf are depending on similar buyers; very financially sound; environmentally minded; and risk-minded individuals. These people are willing to take a risk on something new, something they want to support. They know there will be issues, but they are OK with being the guinea pigs.
The real question isn't how many of these people either company gets to buy (although I will say the more that buy, the better off the company is). It's how, or even if, they are going to transfer to the more general public. At these prices, maybe they won't be able to. But if they don't, that 10,000 sold maybe the best they can do every year. And considering both companies are planning on ramping up production to 5X or more, that's what really matters.
In order to sell 50,000 of these two cars a year; in order to make these cars ultimately profitable, and not just green flags to wave; in order to help transition our gas powered vehicle fleets into something a little less dependent on oil; that's what matters.
The difference between the two cars is profound. GM may call the Volt an extended range electric vehicle, but the Leaf is all electric. That means they are very different. The Leaf does not have a gas option, meaning it can only go 70-100 miles on one charge. The Volt can go only 30-40 miles on electric before switching to gasoline (to charge the battery, but still it's running on gas at this point). The Volt is $5-10 thousand dollars more than the Leaf. But when you can get 1000 miles on 11 gallons of gas, maybe that's worth the extra money to those people who can afford the $35 thousand just to be able to choose between the two.
In their first year, the Volt and Leaf are depending on similar buyers; very financially sound; environmentally minded; and risk-minded individuals. These people are willing to take a risk on something new, something they want to support. They know there will be issues, but they are OK with being the guinea pigs.
The real question isn't how many of these people either company gets to buy (although I will say the more that buy, the better off the company is). It's how, or even if, they are going to transfer to the more general public. At these prices, maybe they won't be able to. But if they don't, that 10,000 sold maybe the best they can do every year. And considering both companies are planning on ramping up production to 5X or more, that's what really matters.
In order to sell 50,000 of these two cars a year; in order to make these cars ultimately profitable, and not just green flags to wave; in order to help transition our gas powered vehicle fleets into something a little less dependent on oil; that's what matters.
Rabu, 13 Oktober 2010
Volt Accused of Not Going All the Way
Is it or is it not? That is the question being asked this past week as news comes the Chevy Volt may not be as electric as it claims to be. Edmunds says GM has lied: "it isn't as electric as GM has been saying for the past three years."
GM has fired back in a statement: "There is no direct mechanical connection (fixed gear ratio) between the Volt�s extended-range 1.4L engine and the drive wheels. In extended-range driving, the engine generates power that is fed through the drive unit and is balanced by the generator and traction motor. The resulting power flow provides a 10 to 15 percent improvement in highway fuel economy." and "If the traction motor is disabled, the range-extending internal combustion engine cannot drive the vehicle by itself."
Seemingly at the heart of the debate is what the Volt can call itself. GM claims the Volt is an electric car (ignore the gas engine behind the curtain, please). Edmunds (and others like the NY Times) claim the Volt is a hybrid, really a plug-in hybrid. But that's not really the problem here.
Back Story, the Birth of an E-REV
The story I have had in my head based on all I've read and learned about the Chevy Volt E-REV goes like this. The Volt is a plug-in hybrid vehicle, but a variation within that framework, one I had come to realize deserves a new name to distinguish it from other plug-in hybrid vehicles. The Volt runs on electric power alone for 40 miles (electric power you have stored up overnight by plugging in). After that, the electricity is produced by a small gas engine which supposedly just recharged the battery pack.
Shocking Truth? Or Just Media Bias?
It's shocking, to me and others, to find that story isn't quite true. According to Edmunds, the gas engine is assisting the electric motors at highway speeds (at or above 70 mph ). Kicking Tires points out "there's a power-split device similar to the type in hybrids from Toyota and Ford. "
It doesn't really matter if the car can only move if the electric motor is also running. ("The engineers say yes. They say the arrangement produces a slight increase in efficiency, but they emphasize that it's not as if the gas engine takes over from the electric drive. The electric drive is indispensable, at high as well as low speeds, they say." Source: MSNBC") What matters is GM has been clear for years now the gas motor would not be capable of pushing the car.
Truth or How Dare They?
And the real kicker, does this mean the gas engine will kick in at highway speeds even in the first 40 miles? Can you really call a car like that an E-REV? What's exciting about the Volt is the ability (if you only travel less than 40 miles a day), you can own an electric car without the 'range anxiety' an all electric car brings. The Leaf goes for 100 miles, but after that you need to recharge. In other words, you need to find a plug and about 4-8 hours of time. The Volt just needs to pull into a local gas station if you don't have a handy plug.
And that's why most of the questions I've seen about the gas engine are 1) can it be even smaller? and 2) what if you don't go over 40 miles for a year or two? Doesn't the gas go stale?
That's the way people are thinking about the Volt.
Truly an Electric for 40 miles or not?
But if that's not true, if your commute involves highway driving at 70 mph, and the gas engine is going to turn on anyways... Well, now we have a real problem. This is what the true furor is about.
Consumers are hoping for an electric car for most days, but a gas car when you need it to go farther. What if they don't use gas for a couple of years? GM has said they have thought of this and it won't be an issue. Now I'm wondering if this is why they were so confident about that.
"The buzz around the internet � and at this event � suggests the world will soon come to an end because the Volt isn't what people thought it would be, that it's somehow a lesser vehicle. I don't see it. Once the engine starts, the point is efficiency." (Source: Joe Wiesenfelder at Kicking Tires) With all respect to Joe, that's not the point at all of the Volt. A true plug-in hybrid electric vehicle will be more efficient than an E-REV.
If the gas engine only 'assists' the electric motor after you are in 'extended range', then the furor over the name calling (what's in a name, after all?) will be over in my mind. The gas engine is already on and what difference does it make that the engine is not only recharging the battery pack, but it's also helping move the car a little bit increasing the efficiency.
What's in a Name
The E-REV definition separates the Volt from an all electric car. It also separates it from a plug-in hybrid (like the one expected from Toyota in the next year or so). But only if the gas engine doesn't assist at high speeds in the first 40 miles. If it does, then the Volt will need to be relabeled as a plug-in hybrid. Because that's what it would be, whether GM wants it to be called that or not. Toyota and Ford hybrids already drive at low speeds on all electric power as just hybrids. The difference maker for the Volt was being able to go any speed up to 40 miles (you're miles will vary).
Sidenote:
BTW (To Mark Phelan at freep) who says "If you don't believe Parks and the independent testers who've driven the car, though, ask the federal government. It has approved the Volt for a $7,500 tax credit that only applies to electric vehicles. Hybrids need not apply." That's not true. The credit is not to 'electric cars' and the Toyota Prius plug-in will probably qualify for the tax credit.
Read More
To read more on the controversy: Money Times, IB Times, US News, Kicking Tires, Earth Techling, GM, freep
Join the Discussion at Clean MPG
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| Electric, Hybrid, or Neither? |
GM has fired back in a statement: "There is no direct mechanical connection (fixed gear ratio) between the Volt�s extended-range 1.4L engine and the drive wheels. In extended-range driving, the engine generates power that is fed through the drive unit and is balanced by the generator and traction motor. The resulting power flow provides a 10 to 15 percent improvement in highway fuel economy." and "If the traction motor is disabled, the range-extending internal combustion engine cannot drive the vehicle by itself."
Seemingly at the heart of the debate is what the Volt can call itself. GM claims the Volt is an electric car (ignore the gas engine behind the curtain, please). Edmunds (and others like the NY Times) claim the Volt is a hybrid, really a plug-in hybrid. But that's not really the problem here.
Back Story, the Birth of an E-REV
The story I have had in my head based on all I've read and learned about the Chevy Volt E-REV goes like this. The Volt is a plug-in hybrid vehicle, but a variation within that framework, one I had come to realize deserves a new name to distinguish it from other plug-in hybrid vehicles. The Volt runs on electric power alone for 40 miles (electric power you have stored up overnight by plugging in). After that, the electricity is produced by a small gas engine which supposedly just recharged the battery pack.
Shocking Truth? Or Just Media Bias?
It's shocking, to me and others, to find that story isn't quite true. According to Edmunds, the gas engine is assisting the electric motors at highway speeds (at or above 70 mph ). Kicking Tires points out "there's a power-split device similar to the type in hybrids from Toyota and Ford. "
It doesn't really matter if the car can only move if the electric motor is also running. ("The engineers say yes. They say the arrangement produces a slight increase in efficiency, but they emphasize that it's not as if the gas engine takes over from the electric drive. The electric drive is indispensable, at high as well as low speeds, they say." Source: MSNBC") What matters is GM has been clear for years now the gas motor would not be capable of pushing the car.
Truth or How Dare They?
And the real kicker, does this mean the gas engine will kick in at highway speeds even in the first 40 miles? Can you really call a car like that an E-REV? What's exciting about the Volt is the ability (if you only travel less than 40 miles a day), you can own an electric car without the 'range anxiety' an all electric car brings. The Leaf goes for 100 miles, but after that you need to recharge. In other words, you need to find a plug and about 4-8 hours of time. The Volt just needs to pull into a local gas station if you don't have a handy plug.
And that's why most of the questions I've seen about the gas engine are 1) can it be even smaller? and 2) what if you don't go over 40 miles for a year or two? Doesn't the gas go stale?
That's the way people are thinking about the Volt.
Truly an Electric for 40 miles or not?
But if that's not true, if your commute involves highway driving at 70 mph, and the gas engine is going to turn on anyways... Well, now we have a real problem. This is what the true furor is about.
Consumers are hoping for an electric car for most days, but a gas car when you need it to go farther. What if they don't use gas for a couple of years? GM has said they have thought of this and it won't be an issue. Now I'm wondering if this is why they were so confident about that.
"The buzz around the internet � and at this event � suggests the world will soon come to an end because the Volt isn't what people thought it would be, that it's somehow a lesser vehicle. I don't see it. Once the engine starts, the point is efficiency." (Source: Joe Wiesenfelder at Kicking Tires) With all respect to Joe, that's not the point at all of the Volt. A true plug-in hybrid electric vehicle will be more efficient than an E-REV.
If the gas engine only 'assists' the electric motor after you are in 'extended range', then the furor over the name calling (what's in a name, after all?) will be over in my mind. The gas engine is already on and what difference does it make that the engine is not only recharging the battery pack, but it's also helping move the car a little bit increasing the efficiency.
What's in a Name
The E-REV definition separates the Volt from an all electric car. It also separates it from a plug-in hybrid (like the one expected from Toyota in the next year or so). But only if the gas engine doesn't assist at high speeds in the first 40 miles. If it does, then the Volt will need to be relabeled as a plug-in hybrid. Because that's what it would be, whether GM wants it to be called that or not. Toyota and Ford hybrids already drive at low speeds on all electric power as just hybrids. The difference maker for the Volt was being able to go any speed up to 40 miles (you're miles will vary).
Sidenote:
BTW (To Mark Phelan at freep) who says "If you don't believe Parks and the independent testers who've driven the car, though, ask the federal government. It has approved the Volt for a $7,500 tax credit that only applies to electric vehicles. Hybrids need not apply." That's not true. The credit is not to 'electric cars' and the Toyota Prius plug-in will probably qualify for the tax credit.
Read More
To read more on the controversy: Money Times, IB Times, US News, Kicking Tires, Earth Techling, GM, freep
Join the Discussion at Clean MPG
Kamis, 30 September 2010
Jaguar C-X75 Extended Range Electric Vehicle
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| Jaguar C-X75 |
Along with the above, four traction motors located on each wheel provide a total drive power of 580 kW/780 bhp. Jaguar thought it might be necessary to provide torque-vectored, all-wheel drive traction and grip when the vehicle produces 1,180 lb-ft of torque.
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| Twin Turbine Power Train |
The car�s interior is equally impressive, with the driver and passenger seated ahead of a sealed airbox that houses the micro gas-turbines. The seats are fixed to the bulkhead as in a single-seater racing car, and air to feed the turbines passes smoothly around them via channels in the structure of the body. With the seats anchored in place, the steering wheel, controls, main binnacle and pedal box all adjust towards the driver.
Dramatic theatre lighting is activated as the driver approaches the car; phosphor blue electro-luminescent wire lights illuminate the perimeter of the cabin and the turbines. When the car is started, additional blue LED lighting gently floods the door and bulkhead speaker cavities, highlighting the car�s lightweight construction. Bespoke interior materials include cream and grey leathers, polished and vapour-blasted aluminium and a soft-feel textured neoprene.
A new interface for the driver has also been created for the C-X75 using high-resolution TFT screens. Building on Jaguar�s 10-year expertise in touchscreen technology, the Jaguar Co-Pilot display in the centre console supports the driver in extracting the full potential of the C-X75 by seamlessly managing information.The C-X75 � At a glance
- DESIGN � A celebration of 75 years of beautiful, fast Jaguars which points the way to a new design language
- PERFORMANCE � 0-100km/h (62mph) in 3.4 seconds, top speed of 330km/h (205mph) and 80-145km/h (50-90mph) in just 2.3 seconds
- PROPULSION SYSTEM � A Range-Extended Electric Vehicle (RE-EV) using a unique combination of electric motors and micro gas-turbines to increase its range to 900km (560 miles)
- EMISSIONS � A zero tailpipe emissions range of 110km (68 miles) while running solely on battery power
- SUSTAINABILITY � By capitalising on its plug-in charge capability the C-X75 will produce just 28 grams of CO2 per kilometre on the EU test cycle
- CONSTRUCTION � Jaguar�s advanced lightweight aluminium construction techniques provide great weight-saving and economy benefits. Additionally, up to 50 percent of the metal content is recycled
- ACTIVE AERODYNAMICS � Drag coefficient of 0.32Cd and active downforce created through the use of an underbody Venturi
- THEATRE � A dramatic entrance to the car is created by striking electro-luminescent wire lighting which alters to enhance the driving experience
- UNIQUE USER INTERFACE � The touchscreen Jaguar Co-Pilot interface manages the information workload by predicting the needs of the driver
- BESPOKE MATERIALS � Interior seamlessly blends traditional, hand-tailored leathers with textured neoprene panels and two different aluminium finishes
Kamis, 02 September 2010
Report Card for Cars, What Grade Will Your Car Get?
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| New Fuel Economy Sticker for Plug-in Hybrid Electric Vehicles |
The first label gives a letter grade to the car, based on its fuel economy. Electric cars would get A+ ratings, while no van would get over a C+. Plug-in hybrid vehicles would fall in the A- range.
The second label focuses in on the miles per gallon and the estimated fuel costs. This allows for greater comparison between vehicles, especially given the big differences that are happening with new cars.
Both label have MPG and GPM (gallons per 100 miles) ratings along with greenhouse gas emissions. They will also give an estimate of annual fuel costs, plus more information comparing the fuel economy of this car to that of other like vehicles. Smart phone owners will be able to scan in the QRR code and get additional information.
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| Electric Vehicles Get an A+ |
The exciting part for those who are following the new types of cars (electric, plug-in hybrid, E-REV, etc...) is the new labeling system. Vehicles like the Volt are supposed to drive for 40 miles or so on all electric power, then go hybrid. After that initial electric range, you need gas to go, so the fuel efficiency figure is important to know.
That type of information will now be found on the sticker. The new sticker is designed to let you know the estimated fuel economy in each different mode (electric, hybrid, or gas-only).
The only problem I have with the new sticker is its emphasis on 'energy consumption measurement' where the energy consumption (in this case, electricity) is in MPGe, or Miles Per Gallon equivalent. That sort of measurement is confusing to people. The KiloWatt hours is shown on the electric vehicles, but not on the plug-in hybrid vehicles. That's less informative than it could be.
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