Fuji Heavy Develops Electric Car Based on K-car 'Stella'

Fuji Heavy Industries Ltd announced that it had developed "Plug-in Stella Concept," an electric vehicle (EV) based on its "Stella" K-car.

The Plug-in Stella Concept employs the EV system used in the "R1e," which is under feasibility test as an industrial electric vehicle. The company is considering commercializing an electric vehicle based on the Plug-in Stella Concept.

Fuji Heavy Industries will reportedly provide five units of the Plug-in Stella Concept for use at the Hokkaido Toyako Summit. Four of the five will be used to transport government officials and other participants at the summit, and one of them will be provided for test rides at the Environmental Showcase.

In addition, the company plans to provide one unit to the Japan Post Group for use in mail collection and delivery, etc, in the vicinity of the Toyako area during the summit.

Plug-in Stella Concept: The light bulb drawn on the body is designed based on an "energy-saving fluorescent tube," not an "incandescent bulb." The graphic is a collage of scenic pictures of Toyako.

Party-A-CarGo slaps a kegorator on the back of your truck

So you've got an SUV or a truck that's impossible to sell due to the insanely high gas prices. What're you to do? I say you should just accept that you won't be getting rid of that vehicle for a while and adapt. Why not turn it into a portable party machine?
The Party-A-CarGo is a kegorator and sound system that attaches to the tow hitch of your truck, giving you the ability to stop in traffic and pour yourself a frosty beer. You'll be the king of tailgate parties before sports games or concerts, and you can even just back the truck up to your backyard to make it party central. Sure, the $3,000 it costs could be put towards gas or, even better, a new hybrid, neither of those things will help you meet girls.

PartyaCarGo, via Boing Boing Gadgets

VIDEO: Porsche Engine Test Rig Simulates Nürburgring Nordschleife

Porsche has created a engine dyno test rig which simulates driving the Nürburgring Nordschleife without a car. By swinging the engine around, the test rig simulates the g-forces involved with a “stroll” around the Ring. As a result, engineers can evaluate all engines systems as well as the new dry-sump oil system, which utilizes a variable-flow pressure pump, under the rigorous driving conditions of the Ring without actually going to the Ring. The big advantages of such a setup include the associated cost and time savings with track time and logistic requirements - not to mention dependence on favorable weather conditions.

In a trip to Porsche's technical center at Weissach during the introduction of the 2009 Porsche 911 Carrera. the folks at InsideLine.com were good enough to capture the rig in action. Check out the the G-meter and the Nürburgring Nordschleife map locator at the bottom of the screen.

British Steam Car plans for 170 MPH at Bonneville

The British Steam Car, a potential Land Speed Record breaker vehicle is being geared up for a trip across the Atlantic. It will head for the Bonneville Salt Flats and a potential tryst with racing history in late August. The car burns liquid petroleum gas at 750° F to pressurize that 360-hp Curtis turbine. This 25-ft.-long Steam Car can turn 10.5 gallons of water a minute into boiling-hot feat, with velocities in excess of 150 mph. The absolute land speed record of 763 mph, tops the 88-year-old international steam record of 127.66 mph­. The target speed for later this summer: 170-mph. When the trials are run, it will be the first time the Steam Car will run as a complete unit. So far, all the car's systems have been exercised individually on a test bed. The entire unit will run together for the first time in the third week of August, when the supersonic engineering team will test the time-bending machine prior to an attempt at the record the following week.

The biggest problem thus far, has been the 12 micro boilers that have to make super heated steam, very quickly. Getting the maximum amount of energy from the burners into the water without allowing it to escape has been a difficult challenge.

Unlike a steam locomotive, which uses a steam-powered injector system, the British Steam Car uses compressed-air-powered hydraulics to inject distilled water and pre-prime itself. The water is pumped into the start of 1.86 miles of tubing to develop three megawatts of heat to convert water into 750 F steam. This super-heated "dry" steam is then directed down the car via heavily lagged pipes and two enormous industrial steam valves, which act as throttles, and then into the two-stage turbine. "That's where we turn pressure into velocity," says Candy. The steam is injected into the turbine at over two times the speed of sound; under the assault, the turbine revolves at up to 13,000 rpm. The turbine drives the rear wheels via a conventional crown wheel and pinion. The vehicle turns 10.5 gallons of water a minute into super-heated steam at 40 times atmospheric pressure.

Source

MINI John Cooper Works Viral Video

What appears to be the first video in a series, two friends plan an incredible stunt on a construction site: One of them films, the other men sneaks up to a huge compaction crane.He places a self made catapult next to the crane. The weight rushes down and the force hurls the guy high up into the sky.NOT EXTREME ENOUGH?MINI John Cooper Works

Source: BMW

Icare - The bike with an alien touch

The Icare is the perfect picture of a high-end futuristic bike. With it’s unconventional looks, breathtaking design and an engine (Honda 6 cylinder flat engine and 1800 cm3) that is beyond the ordinary ones, the Icare shall surely keep you captivated. The bike looks more like an alien vehicle, from a different corner of the galaxy. The powerful body would make you feel more secure when riding along the notorious highways. This could very well be the superlative of a motorcycle.

2010 Hyundai Genesis Coupe - First Ride

We get a preview spin in Hyundai’s upcoming rear-drive sports car

We love surprises. So we were pretty delighted when, while attending the press launch for the Genesis sedan, Hyundai Motor America VP and product planning guru John Krafcik pulled up in a blue Genesis coupe and invited a few journos to hop on in. Four of us took him up on the offer, filling the attractive little car to the gills—and then some, since the rear is only intended to hold two folks.

The car we rode in was a base V-6–powered model, so there were no Brembo brakes or 19-inch wheels or firmed-up suspension, all of which will characterize the top-spec SE trim level when the car is released early next year. Even stuffed full of well-fed scribes, the car felt quick—310 horsepower can do that for you, and Hyundai predicts 0–60 gallops of under six seconds—and the exhaust note has just the right mix of aggression and refinement. The ride was relatively supple, considering we were riding on the bumpstops, and the car garnered a lot of attention as we cruised the streets of Santa Barbara. (Even from the ladies, who were, uh, amused to find five dudes in one tiny little sports coupe.)

The coupe’s long doors and easily actuated front seats made clambering in back a snap, and there’s a release lever right in the center of the seatback to make getting out easy, too. Once stuffed in our place behind the driver, we were pleasantly surprised to find the accommodations roomier than expected, with plenty of legroom behind Krafcik. Still, at 5 feet 8 inches, this writer’s head just cleared the rear glass, which made going over bumps an exercise in cranial preservation.

The car appears smaller in person that it looks in photographs, and preliminary weight figures have a V-6 model coming in at 3550 pounds and the 223-hp turbocharged four-cylinder version at 3440 pounds. Expect the four-banger to start around $24–$25K and a six-cylinder model to command $28K or so, prices that look awful attractive next to, say, the V-6-only Infiniti G37, which starts at $35,665. (For further reference, the Ford Mustang coupe ranges from $20,445 for a V-6 to $27,035 for a V-8.)

From our ride, the Genesis coupe looks very promising, and we can’t wait to get some real impressions as soon as we can.

Topia Prototypes 150kg One-seater Electric Vehicle

The "HUVO" electric vehicle weighing 150kg:The resin parts were manufactured by RP systems.

HUVO's body frame

Topia Corp, a company engaged in designing and prototyping automobiles, prototyped a single-seater electric vehicle "HUVO," which weighs only about 150kg (330 lb).

The vehicle was exhibited at the booth of Marubeni Information Systems Co Ltd in the 19th Design Engineering & Manufacturing Solutions Expo (DMS), which is an IT solution exhibition for manufacturers and runs from June 25-27, 2008, at Tokyo Big Sight.

The HUVO was developed by using Topia's proprietary design and production technologies, the company said.

If a vehicle of the same size as HUVO is made with existing technologies, it would weigh about 300kg, said Hideki Sasaki, president & CEO of Topia.

The body frame is made of high-tensile steel plate, the doors on both sides and the back panel are made of aluminum alloy, the roof is made of carbon fiber reinforced plastic (CFRP), the windshield is made of polycarbonate, and the interior parts and the wheel covers are made of ABS resin.

For pressed parts such as the body frame and the doors, Topia not only designed and manufactured the press molds but also pressed and welded the parts in house. Using the press simulation and 3D measurement, the company enabled to form high-tensile steel plates into parts with high precision.

After the press molding, those parts are trimmed by 3D laser processing, and the body-in-white is manufactured by MIG welding, spot welding and self pierce riveting.

ABS resin parts were manufactured by Stratasys Inc's RP system. Topia has reportedly introduced two units of this RP system (including a 3D printer), and selectively used them according to the part size and the required precision. Topia also decided to introduce "FDM 900mc," Stratasys' large RP system released in April 2008, and will be the first FDM 900mc user in Japan, the company said.

Ozone, the crazy cylinder-shaped car powered by a fuel cell

Let’s take a step back from conventional automobile design for a minute and take a look at Ozone. This rolling cylinder created by Istanbul designer Özkan Koral is a design concept for a Peugeot hydrogen-powered car, where each of the huge wheels is independently powered by electric motors.

It’s controlled by a joystick, and entire front of the car opens up when the door rotates underneath. See the gallery below for a view of the car completely closed with its semi-transparent windows covered up. It reminds us of those canisters you use to pass money to drive-through bank tellers.

Not to be a spoilsport, but I’d hate to change the gigantic tires on this thing. Also, hydrogen fuel cell vehicles sound like a great idea until you start calculating their cost, as well as the monumental task of setting up a reliable network of refueling stations across the planet. Even so, this innovative design could be adapted to plug in, too.

Özkan Koral, via Gearfuse

Why Audi Is Going to Beat Mercedes

Buried in Audi of America's 2007 sales report is a lofty -- if vague -- goal: to become "the most successful premium brand by 2015." But what's interesting is the company's not talking sales (though it expects them to double in that time). It's talking image and prestige. It wants to outsnob Mercedes.

While the report doesn't offer any particulars, you can suss out a strategy from Audi's most recent press releases. First, there are the überpretentious accessories. For instance, if you want a high-end stereo in your car, BMW gives you Harman-Kardon, while Audi gives you a Bang & Olufsen system with motorized tweeters that rise up out of the dash.

Then there is supply and purity. The new BMW M3 convertible will soon be as common in south Florida as sixteen-dollar martinis, but Audi's building only three hundred RS4 Cabriolets for the U. S. You get your hands on one of those and you're Somebody. The R8, meanwhile, is a full-fledged mid-engine supercar with no BMW or Mercedes equivalent. And while BMW and Mercedes both build certain models in the U. S., all Audis are screwed together in the Fatherland by real live Germans.

Even Audi's new signature styling theme -- icy-white LED running lights below the headlights -- gives the front end of its cars a distinct get-the-hell-out-of-my-way attitude that clearly declares Audi's intentions. Is all of this enough to beat BMW and Mercedes -- not to mention Porsche -- at their own game? Ask again in seven years.

Is Fuel-cell Car Really Ultimate Solution?

Attended the line-off ceremony for Honda's "FCX Clarity" fuel-cell vehicle June 16. At the ceremony, saw part of the company's fuel cell stack manufacturing process, which is usually kept secret, as well as its automotive assembly process.

One of the FCX Clarity's features is its very compact fuel cell stack, which is installed in its floor tunnel. Housing no engine in its front area, the FCX Clarity realized a low, smooth body, which is an unprecedented design for fuel-cell vehicles (FCVs). It definitely looked different from existing FCVs, most of which mount fuel cells under the floor.

To realize a design that is difficult for engine cars, Honda Motor Co Ltd developed both platform and chassis exclusively for the FCX Clarity, although it only plans very limited global sales of about 200 units over the next three years.

Commenting on this point, Honda's enginner engaged in the development said, "To highlight the attraction of FCVs, we needed to embody and show a design and a package that only FCVs can realize. Our proposal was approved by the upper management and resulted in this design."

I was given a chance to steer the car by myself at this event. Amid the low noise from the blower that was sending air to the fuel cells and the increasing road noise, I felt a sense of driving with powerful acceleration, as if something was pushing my back. It gave me an enjoyment of driving that was completely different from engine cars.

The key feature of FCVs is their low impact on the environment as they use hydrogen as fuel and only emits water during the drive. Due to this environmental property, they are often called the "ultimate eco cars." However, we have insisted for some time that we believe electric vehicles (EVs) are more promising than FCVs.

In fact, FCV technology is advancing. The fuel cell stack that Honda incorporated in the FCX Clarity this time achieved a 50% higher capacitance density and a 67% improved mass output density compared with the previous FCX. Also, it realized low-temperature startability, which has been regarded as a challenge that FCVs must overcome, at -30°.

Another challenge that FCVs are facing is a manufacturing cost, but I felt it can be reduced considerably if the company further enhances processes of press-forming stainless separators and layering cells into stacks, which have already been partly automated.

Regardless of these advantages, however, we still consider EVs are more promising because of the fact that FCVs primarily use hydrogen, rather than fuel cells, as fuel.

As hydrogen is rare in nature, we must generate it by using other energy resources such as fossil fuel. The cheapest measure at present is to derive it from natural gas, but nearly 40% of the energy is lost during the manufacturing and transport phases. In addition, as a vapor energy, hydrogen requires large tanks for transport, and supply infrastructure has not yet been established. Any of these issues cannot be solved immediately.

Based on these factors, Toyota Motor Corp and Nissan Motor Co Ltd, for example, appear to be on the verge of shifting their development focus to plug-in hybrids and EVs (See related article). Nevertheless, Honda is focusing on FCVs, without developing EVs (at least officially).

During a Q&A session, Honda's President Takeo Fukui cited "the EV's inability to secure a sufficient cruising distance" as the reason why the company persists in the FCV development.

"Under the current circumstances, the FCV is the only solution to achieve zero CO2 emissions while ensuring convenience comparable to existing automobiles," Fukui said.

In fact, it is true that the cruising range of EVs is insufficient, despite the improved performance of the Li-ion secondary batteries they use. The practical cruising distance is roughly 100km at most, I suppose.

However, there is another perspective that we can overcome such issues not only by upgrading cell performance but also through the overall social system. Considering most drivers do not often drive more than 100km at a time, it might be sufficient if they usually charge EVs at home using midnight power and at scattered high-speed charging stations for occasional long-distance drives.

Honda itself does not deny the possibility of Evs. "We can create an EV based on the elemental technologies that we applied to the FCX Clarity if a cell with innovative performance emerges," Fukui said. As both FCVs and EVs use motors for driving, I believe they share the sense of acceleration that I found to be different from that of engine cars.
Source: tech-on

Mazda's plans for a greener future

2008 Mazda has announced a goal to cut the fuel consumption of its vehicles by an average of 30% by 2015. The company is exploring a combination of fuel-cutting initiatives, including the development of lighter-weight technologies aimed at reducing vehicle weight by 100 kilograms from 2011, carbon neutralTerraPass-Founder-Tom-Arnold bioplastics, an Idle Stop system and an advanced version of the emissions. Three Layer Wet Paint. System fist introduced in 2005. Integral to the plan is the renewal of its entire powertrain lineup by 2015, with tests of its hydrogen hybrid system continuing ahead of plans for release in Japan in the coming fiscal year, as well as plans for a new gasoline rotary engine and new diesel engines.

The bioplastic research is being developed in conjunction with Hiroshima University, with the aim of producing polypropylene from non-food-based cellulosic biomass.By using inedible vegetation, like plant waste and wood shavings, it is hoped the bioplastic will be carbon neutral, and avoid consuming food resources. The polypropylene must have sufficient strength, heat resistance and durability to be used in bumpers and instrument panels. Mazda currently uses bioplastics in its Mazda5 Hydrogen RE Hybrid – the new polypropylene is scheduled to make an appearance in its models in 2013.

The Mazda5 Hydrogen RE Hybrid was cleared to begin testing on Japanese public roads this June, and will be available for commercial lease in Japan in the coming fiscal year. The model offers 40% more power and an extended hydrogen driving range of 200 kilometers. Mazda is currently developing an all-new Hydrogen RE vehicle with the dynamic performance equivalent of a 3.0-liter gasoline engine and a hydrogen range of 400 kilometers.

In 2009, an E85 compatible flex-fuel engine will be introduced to the Northern European and North American powertrain line. From 2011, gasoline engines will include next generation Direct Injection Spark Ignition and other systems that increase power and fuel economy by up to 20%. Diesel engines manufactured in 2011 will meet the strictest exhaust gas regulations, and will feature next generation direct injection technology, turbocharging systems, and NOx reduction technology, which improve fuel economy by 20%. Future models of Mazda’s gasoline rotary engine will also incorporate Direct Injection Spark Ignition and high-speed combustion technology, with the first upgrades appearing after 2010.

The Three Layer Wet Paint System, introduced in 2005, succeeded in reducing VOC emissions by 45% and CO2 emissions by 15%. Mazda is launching an improved version in 2009, which will reduce VOC emissions by a further 57% without increasing CO2 emissions. The water-based paint technology produces 25% less CO2 emissions than standard water-based paint.

Mazda’s Smart Idle Stop System is the only system that restarts the engine from idle by injecting fuel into the cylinder and igniting it to force the piston down. The method offers an improvement of up to 8% in fuel economy, and is scheduled to be incorporated into cars from 2009.

In 2005, Mazda was the first auto manufacturer to introduce a Three Layer Wet Paint System which reduces VOC emissions by 45 percent and CO2 emissions by 15 percent. Mazda now plans to introduce a more advanced version of this unique Paint System in 2009 as it finalizes the development of an innovative water-based paint technology that reduces VOC emissions by a further 57 percent without increasing CO2 emissions. Producing around 25 percent fewer CO2 emissions than common water-based paint, this new technology is intended to make Mazda’s paint shops the cleanest in the world.

Smart Car to go electric in 2010

Ever since we first laid eyes on the aptly-named Smart Car, we were in love. But why was the $14,000 Smart fortwo from Mercedes maker Daimler equipped with just a 1-liter 71HP internal combustion engine? With gas pushing $5 a gallon, that didn’t seem so smart. Now Daimler’s CEO Dieter Zetsche says the car will ship with an electric motor in 2010.

The company hasn’t decided whether it will manufacture the electric motors itself, but is reportedly talking with those forward-thinking Israelis from Project Better Place, who are thinking about renting batteries for their Renault electric cars, supported by a network of exchange stations for swapping out the spent batteries for freshly charged ones.

Now it’s time for other tiny car makers such as Toyota with its iQ to drop electric motors inside their upcoming minicars to compete against the larger Chevy Volt, all helping us all to abandon old-fashioned fossil fuels once and for all. When it comes to electric cars, we’ve seen the future, and it’s making us sing the body electric.

Via Ecomodder

Antro Solo 150 mpg hybrid unites the Flintstones and Jetsons

The Antro Solo gas-electric hybrid is an interesting blend of space age chic and primitive technologies. It's got an array of solar panels along the top of the vehicle to power it's electric motor, and yet both passengers in the three-seater also have a pair of pedals in front of them, which they can use to help give the motor a boost — or keep the car gas efficient on a gray day. The interior cabin is curious, as well, as it sits both passengers on either side of the driver, with the driver taking the center seat.

Quirky or not, the Antro Solo performs: it's light, carbon fiber chassis keeps it's weight down at 600 pounds, and it can zip along at over 80 mph while getting a whopping 150 mpg. That means you could drive from New York City to Los Angeles on a little less than 19 gallons of gas. It stores its solar energy in batteries to keep the car juiced, though, so it'll probably serve you better on short runs. If you import one from its native Budapest, Hungary, that is. The vehicle is a prototype right now, but its developers expect it to hit the road in 2012 for the not-so-hybrid price of $18,000.

10 Best Car Chases in Movie History: Does Wanted Make the List?

Angelina Jolie and Wanted are about to hit the multiplex in top gear, with all the frenetic, adrenaline-soaked celluloid that it takes to make a gearhead action movie these days. It’s an Office Space-meets-The Matrix-slams-into-The Evil Dead tale, with nihilistic instant messaging embedded in linens. And all that breaking the laws of physics stuff aside, there’s one scene amidst the layers of blood and gibberish that could well be the first classic movie car chase of the 21st century. A Dodge Viper spinning at 75 mpg mph, Jolie clutching to it as she fires large-caliber weapons, the supercar literally driving off the side of an out-of-control bus—is this the stuff of Steve McQueen territory?

Ever since the automobile and movie businesses were born alongside each other in the 1890s, car chases have been putting the motion in motion pictures. But the last 40 years in particular—since the 1968 premiere of Bullitt, starring McQueen as a Mustang-wielding San Francisco cop—have been particularly fruitful in developing the art of on-screen motorized mayhem. Cameras have grown smaller, which means they can be mounted in places where the sense of speed is maximized. Stunt performers have grown bolder as safety advances allow them to simulate more and more dangerous antics. Physical effects have grown more sophisticated so that cars can be destroyed in ever more spectacular ways. Finally, digital imaging allows filmmakers to wipe away evidence of rigging, which has heightened the excitement even more.

The luster of Kazakhstan-born director Timur Bekmambetov's whiz-bang chase in Wanted is its giddy absurdity. We liked the movie, but how does this new crash-and-burn scene rate among the greatest car chases in Hollywood history? It was a close call—one of much debate these last few weeks at Popular Mechanics—but Jolie and Co. couldn’t quite crack our top 10. Read on for exactly why (with videos of each scene), then leave your other faves in the comments section below. ...

(Image Courtesy of Ventura Distribution)

This is not the other Angelina Jolie movie you’re thinking of, it’s a classic. And there’s no defending producer-director-star-chief stunt driver H.B. Halicki’s original Gone in 60 Seconds as a good movie. The story is disjointed and random, the dialog could have been written by a 4-year-old, every frame of film looks overexposed and the acting isn’t even good enough to qualify as wooden. But it does feature a 40-minute chase in which, Halicki was proud to brag, almost 100 cars were wrecked. It’s the sort of film we all dream of making while we’re stuck in junior high school study hall, but it took real-life junkyard owner Halicki to make it. Tragically, Halicki was killed in 1989 while filming the sequel in a stunt gone wrong.

2009 Smart Fortwo Test Drive: With Li-Ion Smart Two Years Out, European Eco Trifecta Gives Preview

SEVILLE, Spain — With prices starting at $11,590 for the basic Pure model, the Smart Fortwo is one of the most economical rides in the States—even if it's a long way from being the cheapest. The tiny, 70-hp Smart car was introduced in the United States this January and has sold like wildfire through Penske Automotive Group dealers. It's good for 90 mph and 0-60 mph times around 12.8 seconds. No, it's not going to embarrass your neighbor's AMG—unless you're competing for fuel economy, that is. The Smart delivered a rather frugal 33 mpg city and 41 mpg highway in the 2008 EPA tests. And that's not good enough, says Smart's parents at Mercedes-Benz, which recently unveiled a trio of even more economical Smart cars. We recently drove all three over here across the pond.

And maybe even better news: Mercedes-Benz's head honcho Dieter Zetsche announced this week that the German company will sell an electric Smart for 2010, along with an electric Mercedes-branded vehicle. It's likely that both will use lithium-ion battery technology. But 2010 seems like an awfully long time to wait these days, so we slid behind the wheel of the first-gen Smart EVs—part of a research project in conjunction with British electronic specialists Zytek. Closer to reality is the new the micro-hybrid-drive gasoline Smart with a stop/start system. It will be introduced into all gasoline Smart models with the exception of the tuned-up Brabus version (Europe only), beginning in September.­ The new Smart diesel will be introduced in Europe this year, but probably won't make the jump over to the States. —Andrew English


The EV
Based on the previous Smart model, over 100 of these battery-electric vehicles have been converted in Fradley, Staffordshire and are on test all over the UK. The 30kW/41hp brushless, liquid-cooled, DC motor is designed and built by Zytek, with the motor, inverter and controlling electronics in one housing. All that fits onto the conventional engine's three mounting points. The conventional transmission is locked into second gear, as there's no need for more given the torque delivery characteristics and 12,000-rpm peak operating speed of the electric motor. The high-temperature salt battery is a natrium-nickel chloride unit made by MES-DEA of Switzerland, which is mounted under the floor where the fuel tank sits in a conventional Smart.

Top speed is 75 mph and the 0-37 mph acceleration is quoted at 5.7sec, about the same as that achievable with the petrol Smart. Maximum range (with very gentle driving) is 70 miles. But you need to avoid fast acceleration and hard braking to achieve this. Brake gently, and the kinetic energy is recycled as electricity; brake hard, and the friction linings are brought into play, wasting energy as useless heat. The battery can be recharged via a conventional British 220/240 volt socket, and it takes eight hours for a full charge from empty. But it takes three and a half hours to recoup from 30 to 80 percent of its capacity. On the European Combined cycle, power consumption is about 12kW/hrs per 62 miles and at current values this costs around 0.02 Euros per kilometre ($0.05 per mile). The battery can be recharged at least 1,000 times, which in normal use gives a life of about 10 years. Currently, British firms are paying about $750 per month in leasing costs to use these little cars—plus the recharging costs, of course.

Inside, the EV Smart is almost identical to its gas sister, although there's only a two-position gearlever (Drive and Reverse). The charge-level indicator is in the middle of the instrument binnacle. The battery remains hot all the time, so starting takes no more than five seconds after a systems check. Then you simply press the throttle and go.

The little car is quick off the mark as the traction motor delivers all of its 88.5 lb.-ft. of torque to the rear wheels from zero revs. As a result, it's difficult to maneuver in tight places as the car tends to surge forward. You need to keep your left foot covering the brake. You also need to keep your hand on the horn, as pedestrians don't hear the little Smart coming and will step off the sidewalk right into its path—this is going to be an ongoing problem for electric vehicles in built-up areas.

The standard Smart is hardly the acme of ride quality, and with 242 pounds more weight, the electric version is worse. On smooth roads, this electric-powered two seater is fine, but the individual wheel rates are high and the wheels crash into pot holes and sleeping policeman. It's an experience best forgotten. In addition, the electricity-powered air conditioning system is, frankly, a joke.

On suburban roads, though, the electric Smart is a hoot. The limited top speed never seems to be a problem, and there's always enough instant surge to go to for the gaps. Of course, the emissions-free operation only applies to the tail pipe, and fans of pure battery technology always seem to have a blind spot about what lies beyond the plug and where the electricity comes from, but for polluted city centers, the advantages of this silent-running bollide are obvious—even if you end up driving around pedestrians like cones on a slalom course.


The Diesel
In the European Combined economy tests, the standard Smart delivers 50.0 mpg (US) and emits just 116 grams of carbon dioxide on the EU combined cycle. Crikey, is it possible to save more fuel than that? Apparently so. Mercedes is claiming the Smart fortwo CDI's 799cc three-cylinder engine is the world's smallest direct-injection diesel, and that the CDI Smart is the world's most economical series production vehicle. It's also the noisiest.

Compared to the previous oil-burning Smart, this new model has common-rail fuel injection at higher pressures (up to 23,200 psi), new seven-hole fuel injectors and a particulate filter that captures 40 percent of particulate emissions. Power and torque are up 10 percent to 44 horsepower and 81 lb-ft of torque respectively. Mercedes says it will deliver 71.3mpg (US) and emit just 88g/km in the EU Combined cycle, which comfortably puts it at the forefront of any list of production economy cars. In fact this little car can do 621 miles on a brimmed tank, enough to travel the 1,200 miles between the farthest points on mainland Britain with just one tank fill.

But there's a hitch.

You'll need earplugs. The car, particularly after a cold start, sounds like a cement mixer on methanphetamine. That's from the sidewalk. From inside, the well-insulated cabin is more tolerable. The noise isn't the only disadvantage: top speed is 84mph and 0-62 mph takes nearly 20 seconds. So the diesel Smart isn't going to set the world alight. But for off-the-line bursts, it doesn't feel too bad.

The bête noir of the Smart range has always been its automated five-speed gearbox. While this new model is better, the transmission still blunts the performance by taking so long to swap ratios and occasionally disengaging drive for seconds at a time. You see the traffic gaps open, you bury your right foot and before the car has done anything, the gap closes again ­ it's very frustrating. The Obox is also programmed to rev out towards the 4,000 rpm redline more strongly than suits the engine's torque curve. On occasions it might be better to short shift manually and let the torque do the work. In the end, however, you do learn to make reasonable progress in the diesel Smart by never lifting off, looking as far down the road as possible and anticipating traffic flows to avoid using the brakes.

This latest-model Smart is vastly improved over its predecessor, which was never sold in the US. The trunk has a proper external release, the door mirrors are now big enough to let you spot stuff smaller than a truck behind you and the facia is better made and less toy like. The cabin is more than big enough for two large adults and the trunk will take a couple of small suitcases. The car is also a great deal more stable at freeway speeds, although it still feels top heavy in corners and the brakes are overly sharp. The two-seat cabin also restricts its practicality and makes this something of an urban eco toy for the wealthy middle classes and their nannies. When we get the diesel here in Britain, it will cost about $1,300 more than the standard gasoline model. And unfortunately, we'll not get the new start/stop function that comes to all gas models this September.

You do suffer for the diesel and not just in the sticker price. It's slower, a lot less refined and downright noisy. The upside is the fuel consumption. Over here, diesel costs about $10 a (US) gallon at the moment. A diesel Smart returning this sort of fuel economy is pretty much immune from the effects of the oil-price crisis, which leaves you lots of spare money to buy a nice pair of Bose noise-canceling headphones for when you're in the car—or a high-tech hearing aid for when you leave it.


The Micro Hybrid Drive
The Micro Hybrid Drive (MHD) isn't a hybrid in the accepted sense of the word. The drive doesn't "drive" the car, and doesn't power the air conditioning. This "hybrid" unit is a beefed-up, belt-driven alternator/starter, which simply powers the stop/start function by recharging the battery on over-run and restarting the car quickly. The 70 horsepower, one-liter gas engine cuts out as the car rolls to a stop at under 5mph. And it automatically starts again as soon as you take your foot off the brake pedal.

It's a simple system that has a big fuel consumption benefit. Mercedes reckons the MHD Smart will return 54.7 mpg (US) in the EU Combined cycle, which is an eight percent improvement. Fuel savings could be as high as 19 percent in crowded city streets. In use, it's almost pain-free. Restarting involves a little more noise and vibration than the equivalent system on BMW's bigger diesel MINI. This is not such a bad thing, however, as there is at least the confidence that the engine is actually running when the lights change and you put your foot on the throttle.

The system will be fitted to all non-diesel Smarts from September this year, although the company is vague as to whether US Smarts will get the drive immediately.

We hope they do: it seems like such an eco no brainer. Just imagine if every engine in Los Angeles was stopped as soon as its speed dropped below 5 mph.

What would that do for fuel consumption? Or air-born particulate emissions?

How much sweeter the air would be, how much quieter the sidewalk

Honda improves railcar fleet

June 24, 2008 Honda has taken steps to minimizing the environmental impact of its cars before they hit the road with the introduction of its fleet of Auto-Max® railcars.

The new 400-car fleet boosts Honda's claim as the highest rail-shipping rate of any automaker in the US, with the company currently transporting around 82 percent of its Honda and AcuraAcura automobiles by rail.

Manufactured by Greenbrier, the pace-efficient Auto-Max railcars hold up to 22 vehicles each and and can hold both trucks and cars to reduce unused space, meaning less fuel usage and less CO2 emissionsGreen-Business-Travel per vehicle shipped. The railcars also have a significantly longer life-span (50 years) than standard railcars according to Honda.

“Honda is adopting a holistic approach to minimizing its greenhouse gas emissions, addressing not only the production and on-road use of our products, but also new, more fuel-efficient strategies for how we transport our products to dealers,” said Dennis Manns, assistant vice president, Sales & Logistics Planning for American Honda Motor Co., Inc. “Rail is the most environmentally responsible method available to move our products, and our Auto-Max railcar fleet can make a good system even more fuel efficient.”
Source: gizmag

How It Works: Tomorrow's Hybrid

Volvo's ReCharge: A look inside the electric motor contained within each wheel Photo by Nick Kaloterakis (illustration)

The ReCharge, Volvo’s concept plug-in hybrid, could squeeze 160 miles from a gallon of gas by tossing out the power-wasting transmission. It packs a small electric motor inside each wheel, so that no power is lost in the drivetrain. Here’s a look at the next generation of fuel-efficiency

How Wheel Motors Drive the Car
Putting electric motors directly inside the wheels eliminates the transmission, which typically wastes 10 to 20 percent of the engine’s energy. An interior disc, mounted to the wheel bearings, contains a series of independently controlled electromagnets, which emit a magnetic field in response to an electrical current. Around that, an outer ring contains permanent magnets. Step on the accelerator, and a computer in the interior ring begins to rapidly switch the polarity of the electromagnets, repelling or attracting the permanent magnets. The faster the polarity changes, the faster the motor spins the wheels.

The challenge is controlling four independent motors—if one spins even slightly faster, the car could veer violently. The ReCharge team’s next big hurdle is refining the software that maintains precise control. As for performance, the car will have permanent all-wheel drive with no gearbox standing between your foot and the motors—in other words, it should go like a rocket.

Batteries power all four motors and the car’s electronics. Unlike most plug-in hybrids, the ReCharge uses a lithium-polymer (rather than lithium-ion) battery. This is not only safer—it uses sheets of plastic instead of a volatile electrolyte solution—but it also powers the car for 60 miles before the engine kicks in to recharge it. Small lithium-polymer batteries have started to show up in gadgets such as the iPhone, but Volvo gets its larger, experimental versions from an undisclosed manufacturer.

The engine charges the battery when the car isn’t plugged in. The concept design calls for either a 1.6-liter flex-fuel or turbodiesel engine, but since the engine doesn’t have to actually spin a drive shaft, a fuel cell or a second battery could do the job just as well. It would kick in to recharge the battery only after the battery was at 30 percent capacity, so the ReCharge could travel 160 miles on a single gallon of gas.

A charger feeds power to the battery when the car is plugged in at home. Eventually, the ReCharge will be equipped with an intelligent version that can automatically sense strain in your area’s electrical grid and either cut back its power consumption or feed electricity from its battery back into the system.

Tires must be as thin as possible since the motor makes each wheel bigger.The ReCharge uses specially designed Michelin tires with a soft, resilient surface that also reduces rolling resistance.
By Seth Fletcher

Mazda's Hydrogen Hybrid Car Approved by Japan's Gov't

Mazda Motor Corp announced that its hydrogen rotary engine vehicle "Premacy Hydrogen RE Hybrid" was certified by Japan's Ministry of Land, Infrastructure, Transport and Tourism (MLIT) May 20, 2008.

The company plans to obtain a license plate and conduct public road tests in Japan.

Aiming to start commercial leasing within fiscal 2008, Mazda is promoting the development of this vehicle. The company also plans to display and demonstrate the new vehicle at the Environmental Showcase during the Hokkaido Toyako Summit, along with the previously released "RX-8 Hydrogen RE."

Like the RX-8 Hydrogen RE, the Premacy Hydrogen RE Hybrid employs the dual-fuel system, which allows the car to run on both hydrogen and gasoline. With the adoption of a hybrid system composed of a hydrogen rotary engine combined with a motor, the output of the new vehicle is improved by 40% and the travel range when driving on hydrogen alone is extended to 200km.
Furthermore, the car features Mazda's proprietary environmental technologies, such as the plant-derived "Mazda Biotechmaterials" used for interior plastic parts and seat covers.

Source: techon

eBay: Ford Mustang Shelby GT500 Super Snake

With $200,000, you can get a 2008 Ford Mustang Shelby GT500 powered by 8 CYLINDERS 5.4 Liters, producing 725 hp. It is available now at eBay. Check out more pictures after the break.










 

Mazda to Reduce Fuel Consumption by 30% Until 2015

FoMoCo’s Japanese affiliate Mazda announced that it has set a target to reduce the fuel consumption of its vehicles sold globally by an average 30 percent by 2015. To accomplish this Mazda’s plans include the use of lightweight technologies, the upgrade of almost all of its gasoline engines, the development of a Smart Idle Stop System and the introduction of a new gasoline rotary engine and new diesel engines.

Mazda says that by 2015, it will have renewed almost its entire powertrain lineup and, from 2011, through the use of new lightweight platforms it aims to reduce the weight of its new vehicles by 100 kg / 220 lbs or more. -Continued

In particular, the next technological milestone for Mazda will be the introduction of the Smart Idle Stop System into one of its cars in 2009. According to the Japanese carmaker, this is the only idle stop system in the world that restarts the engine from idle by injecting fuel directly into the cylinder and igniting it to force the piston down, enabling a fast and quiet restart as well as an improvement in fuel economy by up to 7-to-8 percent.

In 2009, Mazda will introduce an E85 fuel-compatible flex-fuel engine into the Northern European and North American markets. From 2011 onwards, Mazda’s new gasoline engines will incorporate next generation Direct Injection Spark Ignition and other systems to boost power by 15 to 20 % while improving improve fuel economy by about 20%.

Starting from 2011, Mazda plans to introduce a new generation of diesel engines worldwide that will feature direct injection technology, turbocharging systems and NOx reduction technology, which will enhance fuel economy by 20% and produce cleaner exhaust gases.

Last but not least, Mazda will unveil a significantly upgraded version of its gasoline rotary engine in the early 2010s. Currently referred to as the 16X, the next rotary engine promises to offer substantially improved performance and economy through use of Direct Injection Spark Ignition and high-speed combustion technology, enfolded in new rotary dimensions.

Car, Truck or SUV: Which Is Safer?

Carly Scissors wanted a new Jeep Wrangler because she thought it "looked cool." Her parents decided to buy it for her because they believed an SUV would give the 19-year-old student the best line of defense in a serious accident. "If you're going to have your daughter driving around, you want her in something safe," explains stepfather Elliott Milstein, president of a small Michigan pharmaceuticals company. "And we'd read all the reports in the papers saying you're more likely to survive an accident being in a truck."

The Milstein family is by no means unique. Millions of American motorists are trading in their sedans, coupes and station wagons for minivans, pickups and sport utility vehicles. While style, utility and versatility are among the advantages that light trucks offer, for many buyers, safety is the major selling point.

But are sport utility vehicles really as safe as they seem? That's become the centerpiece of a debate that's growing even faster than the SUV market itself. To critics, they're "killer trucks." Yet others cite the same data to make their case that sport utes are among the safest things on wheels. As is common when an issue becomes so polarized, the real answer is somewhere in between.

Down and Dirty Data

According to 2005 statistics collected by Insurance Institute for Highway Safety (IIHS), very large sport utility vehicles, like the Dodge Durnago and the Chevrolet Suburban, have the lowest death rates on the road—about 24 occupants killed for every million registered vehicles no more than three years old. At the other end of the spectrum are mini cars, such as the Mini Cooper or the Toyota Yaris. As a group, they average 144 deaths per million registered vehicles. Midsize SUVs, including the Honda Pilot or Nissan Pathfinder, average 57 deaths, while midsize cars, like the Ford Fusion and Honda Accord, run as high as 70 deaths per million vehicles. Average things out and you are, on the whole, safer in an SUV than you are in a passenger car—their death rate ratio is 47 per million compared to 86. (2005 is the most recent year available. Remember that statistics fluctuate over time, and these could change.)

The biggest problem with SUVs, however, is that in a crash, they have a higher risk of rolling over than cars. Not surprising, when you consider the potentially troublesome combination of a short wheelbase and a high center of gravity. In 2004, 62 percent of SUV occupants killed were involved in rollovers according IIHS. That rate drops to 23 percent in cars. Although there are a number of factors-like age and experience of the drivers-that influence these stats, the biggest advantage SUVs have is their size and weight.

But how does this effect other smaller, lighter cars on the roads?

Crash Facts: Call Me Incompatible

It takes only an elementary understanding of the laws of physics to recognize that "when big runs into little, big tends to win," as Ford Motor Co. safety specialist Ernie Grush says. It's a concept automotive experts have dubbed "compatibility."

Smash an 18-wheeler into a subcompact and there's no contest. Obviously, the odds also are stacked in favor of a Chevrolet Suburban slamming into the side of a Chevy Cavalier. "You are always at a disadvantage in a small, light vehicle, no matter what type of crash," said Russ Radar of the IIHS. On the whole, when an SUV and a passenger-car collide, the car occupants are about one and a half time more likely to suffer fatal injuries than if they collide with another car.

Side impacts are about the most deadly vehicle-to-vehicle collision. Accordingly, side-impact survivability has been the most recent focus of automotive safety engineers. Today's automobiles are designed with a lot of crush space that will fold up like an accordion—in a frontal or rear-end collision—helping absorb much of the crash energy. When you're hit in the side, however, there's simply not much room to "ride-down," or absorb the impact forces. So run a full-size passenger car into the side of a small one, and you're still 20 times more likely to die if you're sitting inside the car that's being hit.

Weight and Stiffness: A Geometry Lesson

Just how serious a problem is the car-truck imbalance on our roads? According to the most recent NHTSA Fatality Analysis Reporting System (FARS) numbers, 57 percent of fatal crashes involve only one vehicle. However, when there is a second vehicle involved and it's a matter of big vs. small, small vehicles just don't have the material to absorb the energy of a crash, therefore it's easier for their passengers to get hurt; while utes might be more likely to rollover, their greater mass provides passengers with greater protection in multi-vehicle accidents.

Of course, all safety experts--from the government, insurance companies and the automakers--agree that we could slash highway fatalities by getting everyone to buckle up.

That said, one can't dismiss the compatibility issue entirely. "Weight has a big effect," says Priya Prassad, one of Ford's top safety researchers, as do factors such as vehicle stiffness and geometry.

Geometry refers to the fact that light trucks tend to ride higher than cars and usually have longer front and rear overhangs (the amount of vehicle between axle and bumper). So when a large SUV, such as the Ford Excursion TK, T-bones a small car, it's not uncommon for the SUV's bumper and hood to penetrate into the car's passenger compartment-something that can result in fatal head injuries. And even in frontal accidents, high-riding trucks often "over-ride," or climb on top of, the car they're hitting.

As for stiffness, while cars combine body and chassis in a relatively yielding unibody package, most trucks mount their bodies on rigid steel frames. That's useful when you're designing a vehicle for rough off-roading or to haul a heavy trailer. But in an accident, a truck's stiff frame rails can knife into the vehicle it hits, something Adrian Hobbs, of Britain's government-funded Transportation Research Laboratories, calls the "fork effect."

The challenge, industry officials counter, is to address compatibility issues without trading off the utility and versatility that SUV and other light-truck owners value. It's also essential, stresses GM's safety expert Tom Lange, that "you don't do anything that will compromise the safety of light-truck occupants in order to improve the safety of someone in the car they might hit."

Crossovers: Is It a Car or a Truck?

In recent years, automakers have introduced a new type of vehicle that addresses rollover, compatibility and other issues, like fuel economy, that give SUVs a bad name. Enter the crossover SUV: a car-truck hybrid that despite their SUV-looking bodies, rides on passenger-car chassis, creating a lower center of gravity and better aligning it's front-end with other cars. Research from IIHS shows that the fatality risk is 20 to 40 percent lower for car occupants in crashes with SUVs with lower front-ends than traditional models.

These crossovers, which include the Buick Rendezvous, Chevrolet Equinox, Ford Edge or Honda CR-V, offer several advantages besides compatibility. First, there's a car-like ride with the cargo space of an SUV. And with rising fuel costs, the more important attribute to many drivers may be that they're often more fuel-efficient; since they're modeled partly after a car, they weigh less.

New Standards: Safety Sells

Other steps are being taken that would have a far greater reach in making the roads safer. More and more auto-manufactures are choosing to offer safer side airbags to improve protection of vehicle occupants in side-impact crashes-the most deadly type of crash. When a car is struck by a larger vechile, the passanger's heads are especially vulnerable, therefore airbags that protect the entire upper-body (head, chest and torso) have shown to reduce driver deaths in cars struck on the driver's side by an estimated 37 percent, according to the IIHS. About four out of every five new cars and SUVs offer side airbags that protect the head.

The newest proposed safety standard, FMVSS 126, which is expected to be enacted in the next few months, specifically addresses the rollover issue: It would require electronic stability control (ESC) on all passenger cars, trucks and multipurpose vehicles. An extension of antilock break systems, ESC senses how well a vehicle is responding to steering input to the driver. If the tires start to slip or if the vehicle moves is a direction other than where it's being steered, the system kicks in to help the driver regain control. ESC can break wheels individually or make other adjustments automatically, reducing the risk of rollovers in single-vehicle crashes involving cars by 70 percent while it lowers the same risk in SUVs by a whopping 80 percent.

It used to be said in the auto industry that "safety doesn't sell." Don't try to tell that to today's buyers. Safety has become one of the most important factors in the purchase decision, and while automakers once dragged their feet whenever a new government standard was enacted, the smarter manufacturers now move even faster than the government mandates. ESC is already standard on 40 percent of 2006 passenger vehicle models-all Audi, BWM, Infiniti, Mercedes and Porsche have it-and it is optional on another 40 percent. Most automakers plan to at least offer the system on all vehicles in the next few years. IIHS estimates that as many as 10,000 fatal crashed could be avoided each year if all vehicles had ESC.

In sum, because of more car-like designs and ESC, the sports utility vehicles of today are a much safer vehicle than those of five years ago. But all else being equal, bigger vehicles provide an added measure of protection in an accident. Says Adrian Lund, president of the IIHS, "The laws of physics work." So, if crashworthiness is your bottom line, SUVs do help put the odds in your favor.
via : popularmechanics

World’s first Ferrari stretch limousine

This unique black Ferrari 360 Modena carbon fibre stretch limousine will undoubtedly spin heads when it’s unveiled at the European Limousine and Chauffeur Show in the UK this month. The fastest limo in the world according to owner Dan Cawley, the 23 feet long, 400bhp vehicle achieves 0-60mph in less than six seconds and has a top speed of 170mph.

Dan, of Style Limousines in Manchester, commissioned Carbonyte UK to build this outlandish vehicle spending over £200,000 on the modifications. Foregoing the mini bars found in other limos, the Ferrari has been equipped with an extra six seats and nine foot gull-wing doors so it can carry eight passengers in total (for interior and engine pics see the image gallery).

Carbonyte UK is the pioneer of HotFusion Composite Manufacturing Technology that was used on the McLaren SLR SupercarHow-to-Import-Your-Own-Supercar .

Among the other extraordinary vehicles on show at the event to be held in Birmingham from 16th -18th September include Europe’s biggest stretch Hummer called The Terminator (which has ten wheels and is a staggering 39-and-a-half feet long), a limo version of the legendary ‘A’ Team van and the World’s first right hand drive ChryslerHistory-of-Chrysler Sep-07 300 convertible. Lexus will be showing their eagerly awaited LS600H with visitors to the show being amongst the first to preview the £81,000 vehicle prior to its official UK release on 1st October.

Around 100 limousines and luxurious executive cars will be on display along with a collection of American muscle cars and customised cars and motorbikes. Visitors can also enjoy a ride in one of these outrageous vehicles in exchange for a donation for the show’s chosen charity, The Make A Wish Foundation.

For further information on the show see www.limoshow.co.uk.

Ed's note: since publication of this article we have been informed that this isn't necessarily the first stretch Ferrari and we're investigating - stay tuned.



via : gizmag

Mercedes-Benz and Smart electric vehicles coming in 2010

The age of electric vehicles is nearly upon us, with everyone from Nissan to Peugeot to General Motors at various stages of development. Daimler has now announced that it too will join the ranks of electric vehicle builders by 2010, with both a Smart-branded city car and a Mercedes-branded luxury vehicle on offer.

Testing for the cars is set to begin soon, with the electric Smart ForTWo scheduled for a 2009 test-run in the U.S. Mercedes’ new S400 hybrid is due out next year as well, and could be a stepping-stone to the EV in 2010. Mercedes has also been testing a handful of fuel-cell vehicles, including a B-Class prototype, ahead of a planned 2010 launch. Fuel-cell vehicles are technically electric vehicles that store their power in hydrogen or other fuel form instead of batteries, so that may be the direction Mercedes is heading with its first EV. The prototype could also be nothing more than a testing platform for the engine and control systems while a battery pack is in development.

The version of the electric Smart set to begin testing next year is expected to feature a second-generation electric drive system with lighter and more efficient lithium-ion batteries. Consuming just 12kw-hours per 100km, the average cost of running the car is around two and a half cents per mile and it takes just 5.7 seconds to accelerate from rest to a reasonable driving pace of 60km/h.

One of the primary concerns Daimler has with its EV sales program is how it will handle the battery packs, reports Automotive News Europe. Like GM with its Volt plug-in hybrid, Daimler is considering a lease scheme for its batteries, since the technology will be both expensive and a wear item. To keep the cars cost-competitive with combustion-powered models at introduction, a lease scheme may be necessary.

via : motorauthority