Hybrid Updates

[Rich Parsons]

I have created this thread as I get some information sent to me from time to time, that I would like to share.

 

[Rich Parsons]

From:
http://www.caranddriver.com/cartrims/2007-saturn-vue/saturn_vue_green_line.html

2007 SATURN VUE GREEN LINE
Base Price
$22,995


HIGHS
The cheapest hybrid yet, good fuel economy for a sports utility,
virtually transparent operation.

LOWS
Benefit is modest, no joy in driving, no
display to track average fuel economy as in Prius.





WHAT'S NEW
All new for 2007 based on Saturn Vue, updated most recently in 2005.

BEHIND THE WHEEL
GM worked hard to make its first passenger
hybrid hard to distinguish from the regular humdrum Vue.
They succeeded, perhaps a bit too much.








CAPSULE REVIEW
Saturn's foray into hybrids aims for low cost with a simplified
technology. A motor-generator sandwiched between the 2.4-liter
four cylinder and four-speed automatic performs the idle stop,
regenerative braking, and acceleration assist. The results are
also modest: a 5 mpg improvement in EPA city/highway mileage over a
base Vue, but real world results may be less. The Ford
Escape Hybrid does better but costs more.

2007 FORD ESCAPE HYBRID


Base Price
$26,240-$27,845


HIGHS
Very good fuel economy for an SUV. Useful and roomy interior.

LOWS
Turtle-like acceleration thanks to heavy curb
weight, big, $3000 Hybrid charge





WHAT'S NEW
New option packages and four new colors

BEHIND THE WHEEL
It’s certainly fascinating to watch and hear this
hybrid engage and disengage the various parts of the
powertrain, but we had a lot more fun driving the
V-6 Escape than we did the Hybrid version. As hybrids go,
it’s perfectly acceptable, but no enthusiast
machine.








CAPSULE REVIEW
The Escape and Mariner hybrids are among the most practical
gas/electric hybrids on the market. The additional electric motors
and batteries did not degrade the vehicle’s basically terrific
packaging. In our hands, an Escape Hybrid delivered a very
respectable 25 mpg, but it’ll take years to save enough gas to pay
for the $3000 Hybrid premium.

 

[Rich Parsons]

More:

Ford Debuts Redesigned 2008 Mercury Mariner - Daily Auto Insider


The Daily Auto Insider
Monday, October 16, 2006
October 2006




Ford has unveiled its 2008 Mercury Mariner, the first completely
redesigned version of the entry-level, small-size
sport-utility vehicle since it debuted in 2005, the Dow Jones
Newswires reported.


In addition to all-new design features inside and out, the 2008
Mariner will feature enhanced rollover and side-impact
protection, electric power steering, a quieter ride and retuned
suspension. A gas-electric hybrid version will also be
available, Ford said in a written statement.


Pricing and fuel-economy ratings weren't expected to be released until
closer to when the vehicle goes on sale.





The 2007 Mariner starts at $21,140, or $27,950 for the hybrid version.

 

[Rich Parsons]

more:

Wednesday, October 18, 2006
Toyota, Honda Dominate '07 Fuel-Efficiency Rankings In U.S.

NEW YORK (Kyodo)--Six car models of Toyota Motor Corp. (7203) and Honda
Motor Co. (7267) were among the U.S. government's top 10 fuel economy
rankings for 2007, with Toyota's hybrid Prius leading the way.

Among Toyota cars, the Camry Hybrid came in third, the Yaris fifth and
the
Corolla seventh. Known in Japan as the Vitz, the Yaris was introduced
in
the U.S. market this year.

Honda's Civic Hybrid placed second and Fit ranked sixth.

Honda's Insight -- a hybrid vehicle which topped the list for seven
straight years through 2006 -- disappeared from the 2007 rankings
because
the automaker discontinued its production.

 

[Rich Parsons]

more: (* Diesels *)

GM Vows Not to Play Catch-Up on Diesel Pickups
By Scott Anderson
WardsAuto.com, Oct 24, 2006 8:42 AM








CAREFREE, AZ While not as strong as it was just a year ago, the
fullsize truck market is
robust enough to accommodate both diesel and hybrid-electric
powertrains, General Motors Corp.
top truck executive says.


GM executives indicate a diesel is a must have, while a hybrid pickup
that is on track for 2009
is important but not likely a make-or-break vehicle.


GM and Ford Motor Co. both are working on diesel variants. Ford is
seen as the aggressor,
reportedly planning to add a diesel option to its F-150 lineup as
early as 2008 in an effort to
beat both Toyota Motor Corp. and GM to market.


GM is developing an all-new light-duty V-8 turbodiesel for fullsize
pickups that will bow
sometime after 2009, when ultra-low-sulfur diesel (USLD) should be
available in 90% of the
nation's filling stations.


It speaks to the size of the market; there's a lot of different
needs, says Gary White,
vehicle-line executive-fullsize trucks.


White declines to pin down a more precise launch date for a diesel
version of the new Chevrolet
Silverado and GMC Sierra, shown to the media here. But he says the
auto maker won't be caught
flatfooted.


are not going to be behind what anyone else is doing, he
tells Ward's.


In August, GM unveiled the new Duramax V-8 turbodiesel that will power
next-generation versions
of its heavy-duty pickups. The mill aims to maintain class-leading
performance while conforming
to stringent new U.S. emissions requirements taking effect next year.
The heavy-duty trucks are
to hit showrooms in January.


Meanwhile, plans are to deploy the new Two Mode hybrid system on
fullsize SUVs, including the
Chevrolet Tahoe, early next year. Fullsize hybrid-electric pickups are
scheduled to follow in
late 2008 or early 2009.


GM is developing the system with partners BMW AG and DaimlerChrysler
AG, a project that could
reach $1 billion in shared costs by decade's end.


White says a hybrid is important for the lineup, but acknowledges the
market may be limited, at
least in the early going.


But I think as leaders in the market, we want to make sure we cover
all the bases, he says.


Michael Tulumello, vehicle line director-fullsize truck group who also
manages production of the
five fullsize truck plants in the U.S., says output of the Two Mode
Yukon and Tahoe will begin
in 2007 at the Arlington, TX, facility. GM will build the Two Mode
transmission at its
Baltimore, MD, plant.


Culturally, I don't think there is the same level of acceptance
on the hybrid (performance),
he says when asked about how the market will take a complete
hybrid-electric pickup. (But) as
we expand our offerings, we'll find more acceptance.


Meanwhile, GM is looking at other big-truck options. Hummer's H2 is
scheduled for a powertrain
upgrade that includes a shift to a 6-speed automatic transmission in
2008. GM stopped making the
Hummer H1 this summer, leaving the H2 SUV and sport/utility truck, as
the brand's halo vehicle.


Future marketing of the H2 will focus more on its off-road capability
rather than its standing
as a status symbol for the urban crowd.


are going to do less of the bling thing, White says.

 

[Rich Parsons]

more:

Simplifying the Switch
Mitsubishi plans single motor for electric car



By JAMES B. TREECE | AUTOMOTIVE NEWS

AutoWeek | Published 10/23/06, 8:16 am et



TOKYO - Mitsubishi Motors Corp. is dropping plans for in-wheel motors
for its electric vehicle.

Rather than jump on the hybrid-car bandwagon, Mitsubishi is developing
an electric car. Its prototype uses the same body as
its i minicar.

As reported previously, Mitsubishi plans to bring the electric car to
North America. It has not said when, but current plans
call for fleet testing to continue in Japan through 2008.

Initially, the Japanese carmaker said the car would use four in-wheel
motors. Its latest test cars, though, have abandoned
that approach. Instead, they use a single electric motor to power the
rear two wheels.

Using a single motor means fewer modifications to the car and thus a
more reasonable cost. The only major changes are to the
rear chassis cross member, to support the weight of the batteries and
motor.

Mitsubishi and three Japanese electric-utility companies will jointly
research the electric-powered minicar beginning next
month. Then five utilities will be supplied several dozen cars for use
in test fleets in the fall of 2007. They will evaluate
the cars' performance in real-world conditions.

Mitsubishi's current test cars can travel about 80 miles on a single
charge. The company expects the cars it will deliver for
fleet tests next autumn to be able to travel about 100 miles on a
single charge.

The car's 330-volt lithium-ion batteries provide 16 kilowatt-hours of
energy. With improvements, the batteries on the cars to
be delivered next fall are expected to provide 20 kwh.

Mitsubishi says electric cars' emissions of carbon dioxide, a
greenhouse gas, are one-fourth that of a comparably sized
gasoline vehicle and one-half that of a gasoline hybrid vehicle. That
is based on a so-called well-to-wheel measurement of
emissions from the time oil is pumped from the ground, refined, burned
in a power plant and transmitted to the car's wheels.

 

[Rich Parsons]

More:

Posted on Fri, Oct. 20, 2006
Fairfax will make Saturn Aura hybrid
The production of test models begins next week. Sales to the public
start
next year.
By RANDOLPH HEASTER
The Kansas City Star





GENERAL MOTORS
General Motors' Fairfax plant will begin producing a hybrid version
of this conventional
Saturn Aura sedan.






General Motors Corp's Fairfax plant next week will begin making the
new
Saturn Aura sedan's hybrid version before they go on sale early next
year,
a union official said Thursday.


John Melton, bargaining chairman of United Auto Workers Local 31, said
employees would begin producing about five hybrids a week, cars that
will
be road-tested before GM begins making them for public sale next year.


Mike Morrissey, a Saturn spokesman, said the Aura Green Line would be
in
production and in dealer showrooms by the spring of 2007.


The Aura Green Line will be the second hybrid vehicle made in the
Kansas City area. Ford Motor Co. makes a hybrid version of its Ford
Escape-Mercury
Mariner sport-utility vehicle at the Claycomo plant.


In 2004, GM said it would build a hybrid version of the Chevrolet
Malibu in
2007. Paul Marr, the Fairfax plant's manager, said last week that a
Malibu
hybrid now would be made after the Aura Green Line's launch.


Melton speculated that GM decided to make a hybrid of the Aura first
because the Saturn brand already has produced a hybrid SUV, the Vue
Green
Line.


The Aura Green Line's power train will be similar to the Vue Green
Line's,
Morrissey said.


The Aura Green Line will be what some auto observers call a mild
hybrid,
which has a smaller battery pack than a full-hybrid vehicle such as the
Escape and Mariner. A mild hybrid allows the engine to be turned off
while
coasting, braking or stopping, yet restart quickly. However, unlike a
full
hybrid, a mild hybrid does not allow the electric motor to power the
vehicle at any speed.


One advantage of a mild-hybrid vehicle such as the Aura, according to
auto
reviewers, is that it will have nearly the same amount of trunk space
as a
non-hybrid version.


The standard Aura gets 20 miles per gallon in city driving and 28 or 29
miles a gallon on the highway.


While Saturn has not released any fuel economy numbers for the Aura
Green
Line, Melton said he expected the hybrid version to get 10-15 percent
better gas mileage. The mild-hybrid version of the Chevrolet Silverado
pickup gets about 10 percent better gas mileage than the conventional
Silverado.


GM launched its Saturn Aura production at the Fairfax plant in August.
Last
month, 40 percent of the vehicles made there were Auras and 60 percent
were
Malibus.


A price has not been announced for the hybrid car, but the suggested
manufacturer's price for the conventional Aura ranges from $19,945 to $23,945.

 

[Rich Parsons]

More: (* Fuel Cell *)

US: A123Systems to develop batteries for fuel cell hybrid bus
By Automotive World staff writer (ANK)
27 October, 2006
Source: Automotive World


A123Systems is developing high voltage battery modules for use
in a
commercial-grade fuel cell hybrid powertrain, using its mass
produced
nanophosphate-based cell technology.


A123Systems is working with General Electric (GE) and Ballard
Power
Systems to design and build the modules for the National Fuel Cell
Bus
Programme (NFCBP), initiated under the US Department of
Transportation's
Federal Transit Authority.
(Embedded image moved to file: pic10291.jpg)

A123Systems claims that its batteries are safer, smaller and lighter
than
previous hybrid vehicle batteries. According to the company, the
batteries
feature a power boost component that offers more power, lighter weight
and
smaller overall volume, resulting in a better energy storage system
for
heavy-duty commercial use.


David Vieau, president and chief executive officer of A123Systems,
said,
"A123Systems battery technology offers advances over other
battery
technologies that have hindered the commercialisation of electric
drive
transportation systems."


The focus of the research partnership will be to reduce fuel cell
power
requirements and improve energy storage technologies,
thereby increasing the commercial viability of the technology.

Please see attached as well

 

[Rich Parsons]

More:

Look who's green now

Phil Raby

From the November 2006 issue of MoneySense magazine



You can't exit a sushi bar or an avant-garde play without being struck
by
the number of hybrid cars in the parking lot. But what if you live in a
place where hauling lumber is more common than nibbling on sashimi,
where
going off road is more popular than going off Broadway? "There is a
significant market of people who live in a place where SUVs are
sacrosanct," says Bradley Berman, editor of HybridCars.com. "There's
something about
riding a little higher and having more space that these people are not
ready to give up."



Fortunately for those SUV lovers, automakers are waking up to the need
for
heavy haulers that are light on gas. Enter the next generation of
hybrid
vehicles: big trucks that hide their green conscience under an
intimidating exterior.


All these vehicles offer lower fuel costs than their gas-guzzling
counterparts, although even enthusiasts admit it will take years of
driving
before
the gas savings equal the premium you'll plunk down for one of these
advanced trucks.



The real satisfaction to these brutes comes from knowing that you're
helping the environment while enjoying all the high-riding benefits of
a

typical SUV. "People don't buy hybrids just based on the pay back,"
says
Berman. "These vehicles are also fun to drive and people like being
part of

something that is new and on the cutting edge of technology."



Which hybrid SUV packs the best combination of lean muscle and fun
without
tracking mud all over your finances? We put three to the test and rated
them on value, cargo room, quality and driving pleasure.



Toyota Highlander ($44,850-$53,670)



Able to run solely on either the electric motor or gas engine, the
Highlander is what the automakers call a full hybrid. At slow, steady
speeds, the
electric motor can propel the truck using power supplied by its
rechargeable batteries. When more oomph is required, the gas and
electric
systems
work together to generate an impressive 268 horsepower. In normal
highway
cruising, the gas engine goes it alone.


Like all of the vehicles reviewed here, the gas motor shuts down when
the
vehicle is idling at traffic lights and in stop-and-go driving. To get
going again, an electric starter motor fires up the gas engine the
moment
the brake pedal is released. According to HybridCars.com, average real
world fuel economy is expected to be about 7.7 L/100 km, or 30.5 mpg
for
those of us still calculating in Imperial measurements.



Driving the Highlander Hybrid is very much like driving the non-hybrid
version (except that your bank account is lighter by nearly $6,400).
Outside
of its eerie quiet when stopped at red lights, only its instrument
panel,
which displays the kilowatts used, gives drivers a hint at its frugal
nature. However, thanks to the mating of the electric motor with a
gasoline-powered 3.3-L V6, acceleration is actually better than with
the
regular
model. As a bonus, you get Toyota quality in a stylish yet inoffensive
package.



Ford Escape Hybrid ($36,599-$41,609)



Priced in the middle of our three picks, the Escape ranks first in
predicted fuel economy, coming in at 7.4 L/100km or 31.6 mpg. But while
that's
impressive, a normally powered four-cylinder Escape achieves
essentially
the same mileage on the highway. You save a lot on gas only if you
spend

most of your time in the city.



Ford's hybrid system works in essentially the same way as Toyota's,
though
the Escape starts with a smaller gas engine so total horsepower is less
than the Highlander, but still equivalent to the gas-only six-cylinder
4x4
Escape (priced at $31,599). Visual proof of the hybrid system comes
through a small, round analog gauge, which shows how much electrical
boost
the engine is receiving. It also shows whether the electrical engine is
charging itself, which it does when coasting or whenever the brakes
are
applied. A more elaborate centre-console display, which graphs
real-time

fuel economy, is available with the optional $2,595 audio and
navigation
upgrade package.



The nickel-metal battery pack itself is tucked neatly under the cargo
area, which does raise the floor a touch, but only marginally reduces
the

available storage space. The rear seats can also fold flat, though the
headrests do need to be removed and stowed.


Styling of the Escape is very truck-like and the tall riding position
emphasizes that it's the little brother of the Ford Explorer. Still,
the

vehicle handles itself well around the city and easily gets up to
highway
speed. Dual stage front airbags are standard, but side-curtain airbags
are
an option.



Saturn VUE Green Line ($29,060)



A hands-down winner in the price category, the VUE Green Line earns
the
title of most affordable hybrid SUV yet. It has also earned the US

Environmental Protection Agency's (EPA) top ranking for most
fuel-efficient hybrid SUV on the highway.



That's the good news. The bad news is this vehicle is a "mild hybrid"
and
some critics are debating whether it should even be in the same
category
as our other two contenders. That's because, unlike the Highlander and
Escape hybrids, the VUE cannot propel itself on electricity alone at
low

speeds. Instead, its electric motor only assists the 2.4-L,
four-cylinder
gas engine. The dual propulsion system metes out 170 hp, less than
either
the Escape and Highlander, but still better than the standard 2.2-L,
four-cylinder VUE priced at just $25,260 (with automatic transmission).
The

Green Line's poorer city fuel economy results in a real-world economy
of
about 7.9 L/100 km, or 29.7 mpg, as per GM-sponsored testing by AMCI.



Only the hybrid logo on the lift gate hints at this vehicle's
high-tech
heart. A small gauge lets you know if the electric motor is charging or

assisting the gas engine. Rear seats fold flat, allowing you to toss
sizeable objects into the back, which is slightly larger the Escape,
but no

match for the longer Highlander.



Like the others, the VUE shuts off the gas when it's idling, but at
best
it's only about 20% more fuel-efficient than the standard gas-powered

Saturn VUE. Still, if you're looking for a hybrid SUV that won't
demolish
your wallet, this bargain-priced entry could fill your needs — and
your
garage — quite nicely.

 

[Rich Parsons]

More:

LA Times
RUMBLE SEAT DAN NEIL
Green lite
Saturn's Vue hybrid sounds eco-friendly. But the effort seems
half-hearted.
DAN NEIL
October 25, 2006

It would be easy — effortless, even— to accuse GM of bad faith in
the
Saturn Vue Green Line, a maximally minimal venture in hybrid powertrain
technology that would seem less about fuel economy and more about
securing
coveted hybrid badges on the doors (and the current $650 tax credit for
buyers). Unlike "strong" hybrids from Toyota, Honda, Ford and most
recently
Nissan, the Green Line project doesn't deploy a gas-sipping Atkinson
cycle
engine; a continuously variable transmission with exotic power-routing
gear
sets; an electric air conditioning unit that doesn't depend on the
engine
running; a powerful electric traction motor; or a large and potent
advanced-chemistry battery.

It uses, instead, a big honking belt-driven starter motor that — with
a
flip of polarity when the vehicle is coasting and braking — acts as a
generator, feeding electrons to a relatively dinky 10kW battery under
the
cargo floor. Otherwise, the Green Line powertrain is as conventional as
Victorian sex. The internal-combustion smudge-pot is a 2.4-liter
four-cylinder engine (a bump from the standard Vue's 2.2 liters of
displacement); the gearbox is a straight-no-chaser four-speed
transmission
(slightly tweaked to account for the hybrid's transient electrical
boost
under hard acceleration). Unlike other hybrid SUVs, the Green Line is
available only with front-wheel drive.

Saturn is pleased to report the Vue GL's 32 miles per gallon on the
highway
is the best fuel economy of any hybrid SUV. However, this is a bit of
squirmy accounting. When you look at combined city/highway fuel
economy,
the Vue GL (29 mpg combined) actually gets five miles per gallon less
than
the Ford Escape FWD (34 mpg). The Vue's combined mileage is comparable
to
that of the heavier and faster Toyota Highlander Hybrid and the Lexus
RX400h. The disadvantage is largely due to the fact that, unlike other
hybrids, the Green Line cannot move solely on electric power and so
doesn't
enjoy as much hybrid benefit around town.

The salient advantage of the Vue hybrid system, says Saturn, is its low
cost — under $2,000 (the vehicle MSRP is $22,995). This is key to
calculating the endlessly chewed-over hybrid premium equation, which is
the
additional cost of the system weighed against the potential fuel cost
savings. According to Saturn, the Vue's two-grand system rewards
drivers
with a 20% improvement in fuel economy. (Not to be pedantic, but by my
calculations, the 2.2-liter Vue has a combined EPA of 24.5 mpg, so the
improvement is numerically 17%, not 20%.)

Is this an efficiency worth trumpeting? Let's see. According to my
Jethro
Bodine ciphering, the Ford Escape hybrid FWD charges a hybrid premium
of
about $3,300, for which you get a 28% improvement in fuel economy. So,
yes,
the Saturn would seem to return more fuel economy for the hybrid buck
than
the more elaborate Escape hybrid. Point to GM. The Camry hybrid, on the
other hand, costs about $2,000 more and it returns efficiency gains of
30%
(40 mpg combined). By the way, the payback period for the Vue GL is as
follows: assuming $3 per gallon for gas, 15,000 miles driven annually,
and
a 5-mpg advantage over the conventional Vue, you'll recoup your hybrid
premium in 6 1/2 years. If you include the tax credit, the payback
period
is about five years.

As much fun as playing with a calculator is, let's stow it for now and
answer the question: What's the Vue GL like from behind the wheel?
Well,
all things considered, I think I'd rather be under the wheels. The Vue
is a
tolerably decent-looking trucklet, to be sure, especially in hybrid
trim,
which comes with alloy rims and appealing "skid-plate" brightwork fore
and
aft. The formerly tragic, plastic-harlequin interior has been upgraded
to a
restrained and well-organized cabin. The GM-standard switches, audio
and
climate panel and instruments are all fine, although it would have been
nice to have an instant mpg readout in the panel (there is an "Eco"
light
to inform you when you're attaining EPA-nominal mileage).

What I can't believe, can't forgive, is how astoundingly cheap some
parts
of the car feel. The gearshift is loose and wobbly, the doors shudder
when
they are closed. It feels like the interior was snapped off from a
plastic
tree à la Revell model. My God, did everybody in vehicle validation
wear
mukluks?

The unibody chassis felt stiff and stout; this quality, unfortunately,
only
served to highlight the loud and poorly damped suspension, which
rattled
and boomed when it encountered ordinary road roughs. And when I hit the
raised seam of asphalt at the end of my block, the entire vehicle shook
like God's own beagle had me by the scruff.

Also, because the air-conditioning unit runs off the serpentine belt
— not
electrically — the A/C compressor cuts off when the engine shuts down
at
stops. On hot days, drivers may be obliged to click off the ECON A/C
button, which will prevent the engine from cutting off. Kind of defeats
the
purpose of a stop/start hybrid, though.

In acceleration from 0 to 30 mph around town, the Vue GL was passably
spry,
even if it did sound as if it was going to split its pants in the
process.
About 48 foot-pounds of torque from the starter/generator are available
to
boost the engine. Zero-60 mph time is approximately 10 seconds. At
higher
speeds, urgent summons to LaForge in Engineering were answered with
static.
The vehicle is comfortable cruising at 70 mph and slightly miserable at
85
mph.

Though you probably couldn't tell it so far, I have mixed emotions
about
the Vue GL. For one thing, a simplified, stop-start hybrid system could
be
a model for the industry. There's no reason an engine needs to be
idling
when the vehicle is stopped, not when there are electric versions of
accessories such as power steering and air conditioning, and when
semiconductor processing to manage it all is so cheap. If this car
helps
support a generalizing of this technology through the GM fleet, I'm all
for
it. In the meantime, the Saturn division will press ahead with plans to
install the Green Line quick-and-dirty hybrid system in the new Aura
sedan
(no word yet on price).

Is it all marketing and greenwashing? Perhaps, but I wouldn't rule out
a
sincere difference in opinion, either. GM execs — and most vocally
Vice
Chairman Robert Lutz — were never enthusiastic about hybrid
powertrains in
passenger cars. They argued, quite reasonably, that hybrid powertrains
could best acquit themselves in large SUVs and trucks, where even small
gains in fuel economy could add up to oceans of unburned gasoline.
Indeed,
next year we will see full-on, duel-mode hybrid systems in GM's biggest
boats. If and when that occurs, I will sacrifice a biblical ram in
their
honor.

[email protected]

*

2007 Saturn Vue Green Line hybrid

Base price: $22,995

Price, as tested: $25,000 (est.)

Powertrain: 2.4-liter, 16-valve, DOHC inline four-cylinder engine with
variable-valve timing and hybrid electric assist; four-speed automatic
transmission; front-wheel drive

Horsepower: 170 hp (combined gas and electric)

Torque: 128 pound-feet

Curb weight: 3,420 pounds

Wheelbase: 106.6 inches

Overall length: 181.3 inches

EPA fuel economy: 27 miles per gallon city, 32 mpg highway

Final thoughts: More chartreuse than green

 

[Rich Parsons]

More: (* Diesels *)

Green Tech
A Love-Hate Relationship Bears a 50-State Diesel
By KEVIN CAMERON
Published: October 15, 2006





It was a challenge that Kenichi Nagahiro, whose portfolio as a Honda
senior
engineer included Formula One racing engines and the company’s VTEC
variable valve timing technology, should have relished. Instead, he
turned
it down.


Mr. Nagahiro eventually relented, agreeing to head the program — but
only
if he had a free hand to design an engine that would overcome his
disdain
for the noisy, smelly diesels previously on the market.


The initial product of the program — the first diesel engine designed
entirely by Honda — was introduced in 2003 to power a European
version of
the Accord. A British advertising campaign played off Mr. Nagahiro’s
reluctance, asking, “What if a diesel engine was built by someone who
hates
them?” Television commercials featured Garrison Keillor singing a
tune
called “Hate Something, Change Something.”


The project did far more than simply tame a problematic alternative to
gasoline engines. Last month, Honda announced that it would bring the
2.2-liter diesel, which it calls the i-CTDi engine, to the United States
within three years. The company says that the engine will meet the
demanding Tier II Bin 5 regulations, allowing it to be sold in
America’s
largest auto markets — California and the Northeast states that have
adopted California’s regulations — where new diesel cars have not
been sold
since tailpipe pollutant levels were tightened beyond the reach of
available engine technology.


Honda is not the only automaker to promise a 50-state diesel;
Mercedes-Benz
has said it plans to sell diesel versions of its sport utility vehicles
across the country in 2008. The first phase of the Mercedes
emissions-control system, known as Bluetec, is offered in the 2007 E320
sedan; next year’s 50-state version for three sport utility models
will
also be equipped with AdBlue, a process that injects liquid urea into
the
exhaust, enabling a chemical reaction that reduces the output of
smog-forming nitrogen oxides. Neither the Honda nor the Mercedes
systems
have been through the certification process.


But Honda, the company whose clean-burning CVCC Civic model did the
seemingly impossible in the 1970’s by meeting emissions standards,
has not
lost its knack for innovation. The company says the i-CTDi turbodiesel
engine will meet the regulations using a much simpler emissions-control
system; it requires no added fluids to keep emissions in check.


Diesel engines achieve high fuel economy by a combination of high
compression ratio (16.7:1 in this Honda), lean combustion (a high
proportion of air to fuel) and low pumping loss (because they have no
throttle). But diesel tailpipes spew higher amounts of nitrogen oxides
than
comparable gasoline engines, and they are harder to clean up. The
three-way
catalytic converter, a highly effective device that eliminates up to 99
percent of nitrogen oxides on gasoline engines, can cut those emissions
by
only 10 percent or so on diesels — not nearly enough.


Ben Knight, vice president for research and development of American
Honda,
said that the major components of the i-CTDi engine’s
emissions-control
strategy were improved combustion within the engine and effective
aftertreatment — an industry buzzword for the devices that chemically
convert exhaust pollutants to harmless gases.


The engine uses common-rail fuel injection at very high pressure, about
30,000 pounds per square inch. Such pressures deliver the fuel more
quickly, giving it more time to evaporate. It also breaks the fuel into
smaller droplets, increasing its total surface area.


High injection velocity — close to the speed of sound — ensures
that the
droplets penetrate deeply into the highly compressed air in the
cylinder,
mixing the fuel and air more uniformly, which helps to lower the output
of
nitrogen oxides. Cooled exhaust gas is recirculated to the cylinders,
lowering combustion temperatures, which reduces the formation of
nitrogen
oxides.


Exhaust gas from the cylinders is piped first to an oxidation catalyst
in
which carbon monoxide and any unburned hydrocarbons are combined with
oxygen to complete their combustion into carbon dioxide and water.
Next,
the exhaust gases pass through a particulate filter, which removes the
carbon particles that in older models made diesel exhaust smoky. The
last
step, new and crucial to passing the toughest regulations, is cutting
nitrogen oxides.


Instead of adding liquid from an onboard reservoir to produce the
ammonia
needed to clean up the nitrogen oxides, as the Mercedes Bluetec system
does, the Honda makes its own ammonia as it goes, combining hydrogen
with
nitrogen inside a two-layer catalyst.


Mr. Knight said that the 2.2-liter turbocharged engine developed 138
horsepower at 4,000 r.p.m., with peak torque of 251 pound-feet at 2,000
r.p.m. Asked what the ratio of lean to rich operation might be, he gave
the
example of a 60-mile-an-hour cruise, at which the engine would operate
lean
for three minutes, then rich for five seconds. Will this system work
with
larger engines? Mr. Knight said a V-6 application was being studied.


Honda says that with the i-CTDi, it is hard to tell by the sound that
the
car is diesel-powered. Combined city/highway fuel economy of the
European
Accord is estimated at nearly 42 miles a gallon; 0-60 acceleration
takes
slighty more than nine seconds.

 

[Rich Parsons]

More:

Toyota May Use Prius as Basis for Line of Hybrids (Update1)


By Alan Ohnsman


Nov. 1 (Bloomberg) -- Toyota Motor Corp., the world's top seller of
gasoline-electric autos, may turn its Prius car into a line of vehicles
as
the company tries to triple annual U.S. sales of hybrids.


The U.S. will account for more than half of the 1 million hybrid cars
and
light trucks Toyota plans to sell worldwide each year by early next
decade,
Jim Lentz, executive vice president of the company's U.S. sales unit,
said
yesterday. Prius-based models might include a wagon and a smaller car,
he
said.


``For us to do 600,000, there will probably have to be Prius and
derivatives of Prius that are selling in the neighborhood of 300,000 to
400,000,'' Lentz said in an interview at the Specialty Equipment Market
Association trade show in Las Vegas. ``We don't have any plans to do
that
right now, but that's the direction that nameplate can go, because it
is
that strong.''


Toyota, the world's second-largest automaker, has been the most
aggressive
in promoting gasoline-electric autos as the best available technology
to
curb fuel consumption and exhaust emissions. Last year, the Toyota
City,
Japan-based company sold 235,000 hybrids worldwide, about four times as
many as Honda Motor Co., which ranks second in such sales.


In the U.S., Toyota, Honda and Ford Motor Co. sold a total of 192,312
hybrid cars and sport-utility vehicles this year through September, a
24
percent increase from a year earlier, according to data compiled by
Bloomberg. Toyota accounted for 75 percent of the sales, and the Prius
was
the best-selling hybrid.


`Equity in the Prius Name'


``To the extent they can leverage derivatives to help amortize
investment
costs for the hybrid system, they'd be crazy not to,'' said Eric Noble,
president of consulting firm Car Lab in Orange, California. ``There is
so
much equity in the Prius name at this point, that would make sense,
especially in the near term.''


A smaller ``city car'' based on the Prius would have even higher fuel
efficiency and would fit with ``a trend toward people moving into
inner-city lofts,'' Lentz said. ``People also want to see more utility
on
the vehicle, so you could imagine something that's a little more
utility or
crossover-based.''


Hybrids reduce fuel use and tailpipe pollution by combining a gasoline
engine with electric motors, a battery pack and brakes to capture
energy
from stopping.


U.S. sales of the Prius fell in this year's first quarter because of
limited inventory, Lentz said. Through September, they declined less
than 1
percent to 80,939. Lentz said Prius sales this year will be about
110,000,
which would be an increase from 107,897 in 2005.


Hybrids have helped Toyota challenge General Motors Corp. to become the
world's largest automaker by sales. GM's first true hybrid, the Saturn
Vue
Green Line, went on sale this month.


``The demand for hybrids overall is still going up and for Prius it's
still
going up,'' said Lentz, who is based at Toyota's U.S. sales
headquarters in
Torrance, California. ``I don't see that we're anywhere close to
saturating
demand for that car.''


Toyota's American depositary receipts fell 45 cents to $117.55 at 4

p.m. in

 

[Rich Parsons]

More: (* Technology review *)

No easy job judging best this year
Best New Technology
Nov. 4, 2006. 01:00 AM
GERRY MALLOY
SPECIAL TO THE STAR

Now in its 10th year, the competition for AJAC's Best New Technology
award
has never been as tough. Nor have the entries spanned such a diverse
range
of technologies, from a seat fabric to an automatic self-parking
system.


In most previous years, one or two of the entries instantly stood out
as
probable winners. This year, however, a case could easily be made that
any
one of the eight short-listed finalists should be the winner and I am
making no predictions.


In alphabetical order by manufacturer, they were:


AUDI S TRONIC TRANSMISSION


Formerly called DSG (for Direct Shift Gearbox), Audi's "S tronic"
transmission truly combines the sportiness of a manual with the
convenience
of an automatic. While not brand new, it has not previously been
entered in
the AJAC competition.


In essence, S tronic comprises two separate gearboxes, each with its
own
clutch, connected in parallel. When you are in any gear, the next is
automatically pre-selected — for either an upshift or downshift,
depending
on your driving mode — and as one clutch is released, the other
engages,
making shifts essentially seamless.


You can choose one of two automatic shift programs — normal or sport
— or
opt for sequential manual shifting with either steering-wheel paddles
or a
conventional shifter.


Audi says it shifts as much as two-tenths of a second faster than a
conventional manual transmission.


S tronic is currently available only in Audis with transverse engines
— A3
and TT — but broader applications are planned for the future.


AUDI SIDE ASSIST


Audi's system is a driver-aid intended to help assure safe lane
changes.
Using radar sensors to detect the presence of vehicles in adjacent
lanes,
up to 50 metres behind, it is active at speeds of 60 km/h and above.


Yellow LED lights in the side mirrors, located so they are visible only
to
the driver, illuminate when a vehicle enters the blind-spot area. If
the
driver activates a turn signal while a vehicle is in that area, the LED
flashes brightly.


It flashes an earlier warning in the event of a vehicle approaching
rapidly
in the adjacent lane.


Side Assist is available only on Audi Q7 4.2 Premium models and as part
of
a Tech package in other Q7s. More than half the Q7s sold so far have
been
so equipped and it will be offered on more models in the future.


While the sysem is passive, requiring no action by the driver (and can
be
turned off), Audi cautions that it is intended to be a "driver-aid"
system,
not a "driver-think" system.


CHRYSLER YES ESSENTIALS


Where is the technology in a seat fabric? Woven or knit right into the
fabric in the case of YES Essentials, a stain- and soil-resistant
material
made by industry supplier Milliken exclusively for Chrysler, for at
least
two years.


Not only does the material resist stains — most spills can be simply
be
wiped off without soaking in — it also features anti-microbial and
anti-static treatments. And unlike aftermarket sprays, no re-treatment
is
required for the life of the vehicle.


Even permanent marker is not permanent on the YES Essentials fabric,
although unlike most other stain sources, it takes a bit of scrubbing
with
soap and water to extricate the ink.


The secret is in the fabric strands themselves and in their
manufacturing
process says Milliken. And the anti-microbial treatment is an important
element considering that many of the stains vehicle seats typically
sustain
are from milk and other food sources.


YES Essentials seat trim is currently offered as a $115 option on
Chrysler
Sebring, Dodge Caliber and Nitro and Jeep Compass and Wrangler models.


GM SATURN VUE GL HYBRID


Hybrid-electric powertrains are not new, of course. Some have been past
winners in this category, in fact.


But GM's Saturn Vue Green Line Hybrid system is different from the
others
in one significant respect: it is, in essence, an add-on system.


The heart of that system is an oversized motor-generator that replaces
the
vehicle's conventional alternator.


It connects to the engine's crankshaft via a high-torque belt drive.
Hence
the system's designation — Belt-Alternator-Starter (BAS) system. A
nickel-metal-hydride battery pack, located in the spare-tire well and
an
electronic controller complete the package.


Although it does provide an incremental addition of power to the wheels
on
start-up and during hard acceleration and some torque-smoothing that
permits greater transmission efficiency, the system's major benefit is
enabling the use of a fuel-saving auto-start-stop system.


A conventional starter is used for the initial start after a prolonged
shutdown


The result is a fuel-consumption reduction of up to 20 per cent,
depending
on driving conditions, along with improved performance. The Green Line
uses
the Vue's up-level 2.4-litre Ecotec engine rather than the base 2.2.


Because it is an external system, the BAS system costs less than more
complex alternatives. The added price for the Saturn Vue Green Line is
just
$2,600 at retail.


GM ONSTAR TURN-BY-TURN NAV


Since its introduction 10 years ago, GM's OnStar safety and security
communication system has undergone constant upgrading and feature
addition.


Now in its seventh generation, it offers such new features as
hands-free
calling, Bell Mobility minute sharing, automatic airbag deployment and
pre-crash notification, and monthly vehicle diagnostic emails.


The most recent addition to that slate of features is called
Turn-by-Turn
navigation.


Unlike other nav systems, it is not based on a video screen and does
not
require complex programming or keyboard inputs to use.


Just push one button, which connects you via phone to an OnStar
adviser,
state where you want to go and he or she will download route
instructions
to your car.


From that point on, a voice will advise you when and where to turn to
get
to your destination, supplemented by visual instructions on a digital
readout in the audio face or instrument cluster.


If you make a mistake, the route will be automatically corrected to get
you
back on course.


The advantages of the system are lower initial cost, immediate mapping
updates without the need to purchase additional discs, greatly enhanced
ease of use and reduced driver distraction.


At an annual subscription cost of $438, which includes all of OnStar's
features, Turn-by-Turn navigation costs less than an earlier Directions
and
Connections option that was more adviser-intensive in operation.


LEXUS ADVANCED PARKING


If parallel parking, or perpendicular parking for that matter, gives
you
cold sweats, the new Lexus LS 460 offers an option that can ease your
burden.


More than just showing you the path to follow, as some reversing camera
systems do, the Lexus Advanced Parking Guidance System will actually
park
the vehicle for you, although you have to help it along the way.


To begin the process, you have to stop next to the vehicle nearest your
parking space, then drive forward past the space, so the car's
ultrasonic
sensor system can identify the position of the vehicles on either side.


Then you have to position the car in a suitable position to begin
reversing
into the space. A rear-view camera will identify the parking space
on-screen and you can adjust the selection until it is just right.


When it is, activate the system and it will automatically steer you
into
the space, while you control the motion with light brake applications.


If you are competent at parking, you can probably do so faster by
yourself.
But if you are not, the system may help you avoid a lot of frustration,
not
to mention bumps and bangs.


Although it is now part of a $4,300 option package on a $100,000 car,
the
same system was just released as an option on the new Toyota Corolla in
Japan.


M-B BLUETEC DIESEL


Bluetec comprises clean diesel technologies that, combined with
low-sulphur
diesel fuels, enable the 2007 Mercedes-Benz E320 Bluetec model to meet
tough new Canadian and U.S. federal emissions standards, which just
took
effect.


It encompasses four specific elements:


1. Optimized combustion, enabled by a common-rail direct injection
system
with piezo-electric injectors, improved exhaust gas recirculation and a
variable-geometry turbocharger;


2. An oxidizing catalytic converter to treat carbon monoxide and
unburned
hydrocarbons in the exhaust;


3. A particulate filter that reduces exhaust-borne particulate matter
by 98
per cent to barely traceable levels;


4. Advanced nitrogen oxide (NOx) after-treatment, which comprises an
NOx
storage catalyst and an additional Selective Catalytic Reduction
catalyst.


Nitrogen oxides, which are smog-forming gases, are the only exhaust
emission components that are still emitted in greater quantities from
diesel engines than from their gasoline counterparts.


Further enhancements to the system, not yet in production, are expected
to
meet even tighter continent-wide standards, including those of
California,
which will take effect for 2010.


TOYOTA ION GENERATOR


The 2007 Toyota Camry XLE and Hybrid include a Plasma Cluster Ion
Generator.


Don't laugh! This is not a 3 a.m. TV infomercial.


It's part of the vehicles' HVAC air-filtration systems. And Toyota is
adamant that the system, developed in conjunction with Sharp, provides
real
benefits in terms of cleaner air.


Ions are electrically charged particles that occur naturally in locales
such as the base of a waterfall. They adhere to bacteria, mould, fungi
and
various allergens, effectively smothering them and rendering them
harmless.


Toyota's Plasma Cluster Ion Generator artificially creates positive and
negative ions and discharges them through the left-side instrument
panel
vent outlet.


As anecdotal verification of the system's effectiveness, according to
Toyota, the mould on a slice of mouldy bread left in a vehicle so
equipped
died rather than spreading.


The company points out, however, that the system only assists in
controlling germs, allergens and the like; it does not eliminate them.


Additional articles by Gerry Malloy

 

[Rich Parsons]

More:

US: Peterbilt to unveil hybrid trucks
By Automotive World staff writer (MP)
7 November, 2006
Source: Automotive World



Peterbilt intends to unveil a production version of its
hybrid-electric,
medium-duty truck, Model 335, at the Hybrid Truck Users Forum
National
Meeting in San Diego later this month.


The Class 7 Model 335, primarily intended for municipal and
utility
applications, will be in limited production in 2007.


The hybrid Model 335 on display at the forum will feature a
fully
integrated bucket lift body and a 55-ft aerial. The truck is powered by
the
new Paccar PX-6 engine, an EPA 2007 compliant unit.


According to Peterbilt chief engineer Landon Sproull, the truck
uses a
parallel hybrid system that was developed with Eaton. An electric
motor in
the parallel hybrid system helps the mechanical diesel engine
with
additional torque for better fuel economy. The company expects a
30-40%
reduction in fuel use.


The fully integrated chassis and body combination was jointly
developed by
Peterbilt and Terex, designed to allow for installation of the
hybrid
components on the chassis during manufacturing. This would allow
the
vehicle to drive off the assembly using hybrid power. The truck and
body
communicate through a new J1939 digital controller.


Peterbilt will also showcase its Class 8 Model 320 featuring
Hydraulic
Launch Assist hybrid technology. Hydraulic Launch Assist recovers a
portion
of the energy normally lost as heat by the vehicle's brakes, in the
form of
pressurised hydraulic fluid.


This fluid is stored in an on-board accumulator until the driver
next
accelerates the vehicle. The resultant energy is used to launch the
vehicle
during the initial high-consumption start from stop. Due to the high
power
density of hydraulics, this improves acceleration as well.

Shhhh! Eaton is also working on a Diesel for Semi Trucks.

 

[Rich Parsons]

More:

Europe: Toyota sells 50,000th Prius
By Automotive World staff writer (ANK)
3 November, 2006
Source: Automotive World



A Dutch Toyota dealership has sold the 50,000th Prius hybrid
vehicle in
Europe. Toyota noted that the Netherlands, an important market for
the
Prius, accounts for 10% of its European sales.


Since its launch in 1997, the first and second generation
versions of
the  Prius have sold over 550,000 units worldwide with combined
hybrid
Toyota and Lexus vehicle sales now above 600,000. The Prius first
reached
European dealers in 2000.


Toyota Motor Europe (TME) expects its annual European hybrid sales to
reach
37,400 units in 2006 while overall sales are expected to be more
than a


million units for the Toyota brand and about 45,000 units for Lexus.

 

[Rich Parsons]

More: (* Fuel Cells *)

GE's Two-Battery Strategy for Fuel-Cell Buses
Design effort could make fuel cells practical while pushing the state
of
the art in hybrid propulsion for all kinds of vehicles.
By Kevin Bullis
Hydrogen fuel cells are still too expensive to be used widely in
vehicles, so researchers at GE are taking a different tack: they're
slashing the size of the fuel cell to a bare minimum while relying on
two distinct kinds of advanced battery technologies to deliver the
necessary horsepower under a wide range of driving conditions.


The technology is essentially an advanced version of today's
hybrid-vehicle technologies. While GE is developing it to make a
cheaper
fuel-cell bus, the resulting technology could be applicable to diesel
or
gasoline hybrids too--and could make it into cars someday. GE's
effort,
which will draw on advances in other hybrid projects at the company,
is
scheduled to produce a prototype in three years.


An existing generation of demonstration fuel-cell buses is now three
to
four times more expensive than ordinary buses, which, along with the
necessary hydrogen fueling stations, makes them too expensive to be
practical. But in terms of adopting hydrogen as a fuel, buses do hold
clear advantages over cars, says Bill Van Amburg, senior vice
president
of Weststart-Calstart, a not-for-profit organization currently
developing fuel-cell buses. A city bus can been filled at a central
location (requiring less infrastructure) and has far more room on
board
to store hydrogen.


To address fuel-cell cost, which comes largely from the use of
expensive
catalysts such as platinum, researchers at GE's labs in Niskayuna, NY,
are drastically reducing the size of the fuel cells, which are "by far
the most expensive component of the bus"--significantly more expensive
than batteries, says Vlatko Vlatkovic, a leader in electronics and
energy-conversion research at GE.


For the horsepower needed for acceleration or high speeds, the bus
will
instead rely on advanced battery technology. In fact, GE will use two
kinds of batteries to do distinct jobs: one for the big bursts of
acceleration power essential to getting the bus moving from a dead
stop,
and a second for storing lots of electricity to supplement the fuel
cell
during high-speed or uphill driving. As with hybrid cars, the power
for
these batteries would come from energy recaptured during braking and
from excess charge from the fuel cell.


For the first job, GE researchers are evaluating new high-power, yet
safe, lithium-ion batteries from A123 Systems, whose batteries are now
used in a line of professional power tools (see "Safer Lithium-Ion
Batteries"). A123 researchers are redesigning their batteries for the
much larger packs needed in buses. Vlatkovic says that the company is
also considering ultra-capacitors, another type of energy-storage
device
that can take in and deliver charge very quickly, although it can't
store as much energy as a battery.



For the second job--delivering longer-lasting, though less-intense,
power--GE is considering a family of exotic high-temperature batteries
that use melted sodium metal. GE has developed advanced sodium-metal
chloride batteries for a hybrid locomotive project. The battery boasts
high-energy storage capacity, but it hasn't been used as much as
lithium-ion batteries have been, in part because the high temperatures
rule out its use in laptops and cell phones. But Vlatkovic says the
sodium batteries could be less expensive than lithium-ion batteries,
and
therefore more attractive for bulk energy storage. The batteries,
which
operate at about 300 degrees Celsius, could be insulated to keep the
temperatures high enough inside the battery while also keeping them
safe.


Central to GE's development efforts is creating the control systems
required for switching seamlessly between different ways of storing
and
delivering power. This, as with the company's work with batteries,
will
draw on earlier work with hybrids.


Vlatkovic says the effort could be a huge boon to all kinds of hybrid
vehicles. "The prime source of energy can be, in principle, anything,"
he says. Instead of a small fuel cell, GE could use a small advanced
diesel engine running on renewable biofuels or equipped to get the
most
from new ultra-low sulfur diesel (see "How Diesel Technology Could Cut
Oil Imports").


Such a diesel hybrid may prove to be about as efficient and clean as a
fuel-cell-powered vehicle, says Van Amburg, when the costs of making
hydrogen are considered. But, he adds, "there's still room for
debate."
GE's effort is part of a $49 million program funded by the Federal
Transit Administration to help make fuel-cell transit buses practical.
Hydrogen-fuel-cell-powered vehicles could reduce pollution in cities,
since they emit only water, and they have an advantage over
battery-only
electric vehicles in that refueling times are typically faster. But
other options might make more sense from an energy-efficiency or
environmental perspective. While fuel cells only emit water vapor, the
cheapest ways of making hydrogen fuel use fossil fuels, emitting
greenhouse gases in the process. And the manufacture and transport of

hydrogen consumes energy, too.

 

[Rich Parsons]

More: (* Electric Car? *)

New Step, Same Direction
No way GM will kill the electric car says Lutz


By JAMIE LAREAU | AUTOMOTIVE NEWS
AutoWeek | Published 11/06/06, 12:37 pm et



DETROIT -- General Motors CEO Rick Wagoner will reveal a new step in
GM's alternative-fuel vehicle programs at the Los Angeles auto show this month.

While not saying which direction GM will take, Vice Chairman Bob Lutz
says GM executives believe electric vehicles are the
future. GM's work on fuel cell vehicles may first bear fruit as a
"series hybrid" vehicle, he says.

A series hybrid could run primarily on electricity from lithium-ion
batteries, with an engine as backup to replenish
batteries, Lutz says. The backup engine could be a diesel or gasoline
internal combustion engine. Backup energy also could
come from a fuel cell.

"Tom Stephens (group vice president of GM Powertrain), Rick Wagoner
and I believe in the ultimate electrification of the
automobile," Lutz said in an interview with Automotive News. "We
believe that's where it's going."

Such a vehicle would require "a much smaller fuel cell stack" than a
vehicle in which the fuel cell powers an electric
engine, Lutz said. It would be less complex than a parallel hybrid
system, which constantly shifts between an electric and
gasoline engine to power a vehicle.

Lutz said lithium-ion batteries must be improved to hold a bigger
charge and deliver the charge gradually. Lutz believes
there will be rapid battery development over the next three to four
years that will provide more energy storage.

But, he said, for GM, "what started as a fuel cell project is now an
electric vehicle project."

 

[Rich Parsons]

More:

Popular Science, Best of What's New 2006



BMW Turbosteamer
Recycle the Heat from your Car's Engine

(Embedded image moved to file:
pic19796.jpg)

BMW’s prototype Turbosteamer technology
converts 80 percent of the engine’s exhaust
heat into power, boosting performance
without using more gas. Mated to a
1.8-liter four-cylinder engine, it reduces
fuel consumption by 15 percent while
generating nearly 14 additional horsepower.
The system heats fluid to 1,500ºF to form
high-pressure steam that’s routed through a
fan to help turn the engine crankshaft. The
technology could arrive in BMWs within the
decade.

Please attached for recycle of energy and also Cartoon for comedy.

 

[Rich Parsons]

More: (* Next Gen Prius *)

================================================================================
The Next Generation Prius
1.
Greedily generating solar power -


2.
To increase energy recovery, kinetic energy is needed.
But to increase fuel economy, added weight is detrimental.

Then lets generate electricity even at a standstill, using solar
power!

3. In the next generation Prius, solar panels are built into the
roof to
generate power even at a standstill. This way, even if you are
stuck in
slow traffic where there can be no energy recovery from the brakes,
there
is no worry about low battery power.

4.
Answering the demand from users in snowy regions –
e-4WD
However, the rear drive is a drive-only motor with no recovery
features

5.
Predicted release date: October 2008
Length x Width x Height: 4,435 mm x 1,745 mm x 1,490 mm
Engine: 1.6L Straight-4 Hybrid

6.
In slow traffic, power is consumed, but there is not enough energy
for
recharging.
What can be done to maintain battery power?

The next generation Prius – has been given the development code
590L,
with an ultra-low target fuel economy of 40km/l. After the first
report
given in the February issue, we caught additional information
about
considerations being made to add a solar cell system. We'll go
through
the reasoning behind its addition in this second report.
The hybrid system used by Toyota is said to suit the high
congestion
Japanese traffic conditions well, but low speed stop and go traffic
will
continue to drain the battery and there are cases where the engine
will
start even if you just rest your foot against the accelerator pedal.
This
is because there is not enough energy to charge the hybrid battery in
low
speed traffic, and power is consumed for the air conditioning,
etc.
Kinetic energy becomes greater as the mass moving is heavier and
faster,
so it is understandable that the regenerative braking system
only
produces enough power for recharging the battery when braking from
fast
speeds.
Obviously if you increase the weight of the car, the
amount of
kinetic energy will become greater, but increasing weight on a car
for
which you are trying to improve fuel economy is nothing but
detrimental.
There's no way you would make a car intentionally heavier.
To reduce engine running time as much as possible to reduce
the
consumption of gasoline (that is to improve fuel economy),
involves
relying on the battery as much as possible. However, "being helpless
when
placed in a condition where energy cannot be recovered" as in
the
conditions described above, just won't do. Is there a way to
generate
power even at a standstill? The answer that the development team
arrived
at, was the addition of solar cells.
As the name implies, solar cells convert light emitted from the
sun
into electrical energy. This can charge the battery even if there
is no
kinetic energy (at zero speed). And it will even continue to charge
the
battery even when the owner steps away from the car. This will
increase
the time where the battery is optimally charged, and the ample energy
can
be used to perform zero starts that are inefficient for
internal
combustion engines. Within Toyota, data has been calculated
indicating
that the equipment of solar cells will improve fuel economy by as
much as
15%.
There are other merits as well. It has already been an appeal for
the
mini vans having a high amount of generating ability; the added
power
will then provide enough power for operating household appliances.
For
outdoor recreation and during natural disasters, the
electricity
generated from solar cells can be used for purposes other than
driving.
On a different note, the current Prius only comes in a front
wheel
drive model, and there is no four wheel drive option for those
living in
snowy regions. This is partly due to the fact that the weight
increase
will reduce fuel economy, but there is good news for the next
3rd
generation model. An e-4WD system will be provided. However it
must be
noted that the rear axis motors will not recover energy as in the
Estima,
and will only be used to generate driving force for the four wheel
drive.
This is because the kinetic energy of the smaller Prius is
insufficient
to efficiently drive the regenerative brake system.
In addition, there are on going efforts being made to make the
car
lighter, and it has been mentioned that the suspension will now
use
aluminum components… the challenge of the development team to
achieve the
40km/l mark continues.

7.
Current model
To disprove that "Hybrid cars are slow", debuted in 2003 with the
THSII
system. Selling well in Japan and in the US.

8.
Off the page info : The next Prius engine will be enlarged from
1.5
liters to 1.8 liters. Will most likely be a 2ZR model.

9.
Voice from an owner: According to a Prius user in Tokyo, "The
average
fuel economy is around 21km/l. But it has a strong tendency to
avoid
using the battery, and relies on the engine, even when
accelerating
slowly and when there is plenty of battery power."


================================================================================

 

[Rich Parsons]

More:

Follow-Up Test: 2007 Saturn Vue Green Line
Vehicle Tested:
2007 Saturn VUE Hybrid 4dr SUV (2.4L 4cyl gas/electric hybrid 4A)
MSRP of Test Vehicle: $22,995


What Works:
Smooth power delivery, roomy cabin, above-average mpg, attractive
interior.


What Needs Work:
Poor handling, down on power, borderline rattletrap.


Bottom Line:
Affordable hybrid technology in a roomy SUV — if you can live with
the
build quality.
Combined city/highway fuel economy of 29 mpg (EPA estimate)
2.4-liter Ecotec four-cylinder engine
Additional 115 lb-ft of torque from electric motor/generator
Nickel-metal hydride battery pack


Nice enough around town