Venturi Fétish High End Electric Supercar Sports Car

Just when you figure you’ve seen everything, something comes around that sets you back on your heels. Such is life in the world of advanced technology vehicles.

This is especially so when it comes to electric cars. By most accounts in recent years, the battery electric vehicle had died an untimely death. Green Car Journal editors didn’t believe it then and we don’t now. But realistically, in the eyes of most folks there wasn’t much going on to dispute this. That view is turned on its ear by the Venturi Fétish, an unlikely and curvaceous example that epitomizes what the ultimate electric supercar should be.
The Venturi Fétish made its U.S. debut earlier this year in Los Angeles and then followed suit in Monaco, showings that followed an appearance in Paris. Here, it was eye-opening even by car-crazed California standards, with a sleek body drawn by French designer Sacha Lakic and engineering handled by Gérard Ducarouge of Lotus Formula 1 fame. It is assembled in California, where this elegant carbon fiber bodyshell is wrapped around a carbon aluminum honeycomb monocoque chassis, creating a 2,424 pound sports car that’s as aesthetically pleasing as any of the high-end exotics plying the roads of Hollywood or Beverly Hills.
But this car isn’t all looks. A 300 horsepower, 14,000 rpm AC Propulsion electric motor propels the rear-drive Fétish from 0 to 60 mph in less than 5 seconds, achieving a top speed above 100 mpg. A T-shaped battery pack incorporating 770 pounds of lithium-ion batteries provides the power, a configuration similar to that of the nickel-metal-hydride battery design in GM’s EV1 electric car. This 58 kilowatt-hour Li-Ion pack reportedly allows the car a single-charge driving range of 200 miles. Regenerative braking recaptures energy during deceleration or braking and feeds electricity back to the batteries. Unlike most electric cars, the amount of regeneration is driver-adjustable at the dash. The car rides on Michelin Pilot Sport tires wrapped around aggressive 18 inch alloy wheels up front, with Michelins over 19-inch alloys at the rear.

Inside, Venturi offers its buyers a choice of leather or neoprene upholstery, form-fitting racing style seats, a thickly-wrapped steering wheel, and digital instrumentation. A wide array of advanced electronics is at a driver’s fingertips including an Apple Mini i-Pod MP3 player and an Alpine touch-screen multimedia station, which includes GPS navigation and DVD.

Vectrix VX-FCe Hydrogen Fuel Cell-Electric Hybrid Scooter

Fuel cell-powered vehicles have been getting a lot of attention, but these efficient and fast two-wheeled runabouts have a lot to gain from this zero-emission propulsion system, too. Case in point: The Vectrix VX-FCe fuel cell-electric hybrid scooter shown here. By adding a small 500 watt fuel cell to its battery-powered electric scooter, Vectrix has been able to double this two-wheeler’s range and forgo the need to recharge at a power outlet. The fuel cell supplies a continuous trickle of charge to the battery, while the battery provides varying bursts of power to the electric motor as required by driver input. The VX-FCe has a 150 mile range at 25 mph, a top speed of just over 60 mph, and accelerates from 0-50 mph in 6.8 seconds. With recent investment from industrial and aerospace systems company Parker Hannifin, Vectrix says the VX-FCe will be set to go on sale in select U.S. and European cities in the next two to three years for around $9,000. And here’s another: Intelligent Energy, a British company that recently relocated to Los Angeles, is hoping its ENV motorcycle will go on sale in 2006 for $6,000. If that happens, this fuel cell-powered motorcycle will be the first production fuel cell vehicle on the market. The ENV features what the company calls CORE, a fully detachable 1 kW fuel cell that could potentially be used to power other appliances when the motorcycle is not in use. Installed in the vehicle beneath the seat, the fuel cell is aided by a battery pack to give the ENV a top speed of 50 mph – which it reaches in 12 seconds from a stop – and a driving range of about 100 miles or 4 hours of continuous use.

Fast Times in a Mustang 300E Electric Musclecar

A battery powered musclecar? Yeah, it sounds like oxymoron, but San Diego, Calif.-based Ronaele, Inc. doesn’t think so. The company showed its electric version of a musclecar at the recent EV23 in Southern California. The bright orange Mustang 300E drew lots of attention and some orders. It also helped put to rest some performance car fans' fears that “driving green means driving without tire squealing performance.”

Ronaele builds the Ronaele 350 hp, 450 hp, and 550 hp High Performance Mustangs. For the all-electric Mustang 300E, Ronaele purchases new Mustangs and strips out the engine and other components associated with the internal combustion engine. A 300 horsepower, modified forklift electric motor replaces the transmission. Either lithium-ion or lithium-iron-phosphate battery packs sourced from K2 Energy Solutions replace the fuel tanks with little compromise in trunk space. Aluminum boxes housing the power electronics go under the hood. Most importantly, overall weight is retained.

With 1000 lbs-ft of torque available from 0 rpm, the 300E can accelerate from 0-60 mph in under four seconds. Top speed is 130 mph and, driven conservatively, the range is said to be 100-125 miles. Charging is done via a plug where the fuel filter once resided and takes 3 ½ hours at 220 volts or 8 hours at 110 volts.

The price of entry for the 300E is about $80,000 plus the cost of a Mustang base vehicle. With an estimated operating cost of two cents per mile, some might consider this a good investment considering the price of gasoline. If the 300E isn’t enough, Ronaele offers the 600E with two motors and twice the number of batteries, offering a whopping 600 horsepower and 2000 lbs-ft of torque.

Sharing the Ronaele platform at EV23 was a silver Shelby Cobra EV built by HST Automotive, also in San Diego. The Cobra looked like any other HST Shelby Cobra replica with its carbon fiber body … until you notice there’s neither gear shift nor exhaust pipe, and the Le Mans-style fuel filler now holds an electric plug. Look closer and you’ll see the fuel tank has been replaced by battery packs, again from K2, with the 427 cubic-inch V-8 replaced by large polished aluminum housings that contain the car’s power electronics. A 300 horsepower electric motor also replaces the transmission in this electric musclecar variant. At under 2400 pounds, the all-electric Cobra is still a featherweight with under 4 second 0-60 mph times and 150 mph top speed. The HST Cobra EV costs about $125,000 a copy.

In case you’re wondering where the name Ronaele comes from and why the “e’s” are reversed in the logo, here’s the answer: Spelled backward, the name is “Eleanor,” after the Mustang in the movie, Gone in 60 Seconds.

T3 Motion Zero Emission Vehicle Meets Mobilcop

To serve and protect...and drive clean. The T3 Series from T3 Motion in Irvine, California (www.t3motion.com) is a battery electric-powered personal transport that aims to fill the needs of law enforcement agencies. The T3 features a 25 mph top speed, zero-degree turning radius, flashing blue and red lights plus tilting spotlight, and a driving platform that puts the driver eight inches above the ground for visibility above crowds.

All of these are features the company expects police units and security patrols at campuses, malls, airports, and other high density areas to find highly desirable. Of course, zero emissions is a plus, too. T3 Motion claims that operating its three-wheeled personal transporter costs less than 10 cents per day. Four different lithium-ion battery options can provide a range of up to 75 miles, though with field-swappable battery modules the range is virtually unlimited. Charge time for the dual on-board lithium-ion batteries is four to six hours.

VW Conjures Up a Hydrogen Powered Microbus

Take a look at the Volkswagen Space Up! Blue concept car, and the company hopes you’ll conjure up fond memories of the 1950s VW Microbus. With four roof windows, butterfly doors, and a motor at the rear, the concept resembles a modern, 7/8th scale take on the original. But unlike the “hippy van” of yore that came to symbolize the eco lifestyle, this concept’s powerplant actually bears it out.

Replacing the boxer engine is a 60 horsepower electric motor that draws its power from a dozen lithium-ion batteries. These batteries provide enough energy for a 65 mile all-electric trip. After that the Space Up! Blue is either refueled by plugging into an electrical outlet or seamlessly powered by an on-board fuel cell for another 155 miles.

A nice touch is provided by a large solar panel on the roof that feeds up to 150 watts to the battery. Fueled by an underbody compressed hydrogen tank, the fuel cell is a new high temperature unit developed by VW’s dedicated research center in Germany. A new high temperature membrane and electrodes allow operating temperatures of up to 320 ºF, far beyond current low temperature fuel cells whose water-containing membranes are limited to water’s boiling point. VW points out that higher operating temperatures mean a much simpler cooling and water management system is needed, making the whole system more compact, affordable, and efficient.

The Space Up! Blue concept is the third variant of VW’s new small family of concept cars to appear at major auto shows in just a few months, following the Up! Concept from Frankfurt and the larger Space Up! concept from Tokyo. Despite the resulting unwieldy naming scheme, the concepts collectively offer VW’s vision for a new kind of small car that is cleverly packaged and simply styled. Now with electric drive, plug-in capability, and advanced fuel cell technology, we like where this vision is aimed.

Electric VentureOne Morphs Car and Motorcycle

Venture Vehicles says driving its three-wheel, tilting VentureOne is like "flying a jet fighter two feet off the ground." As if that isn't exciting enough, this innovative vehicle's drivetrain configurations are sure to endear it to fans of both electric and hybrid cars alike.

Though classified as a motorcycle, the Los Angeles, California-based company claims the two-passenger VentureOne is more than 30 times safer. It will be offered in three versions with two types of propulsion. The base Venture E50 and higher performing Venture Q100 have a series hybrid drivetrain with plug-in capability, while the Venture EV will be all-electric.

All three versions will use Carver Engineering's DVC (Dynamic Vehicle Control) system. Originally conceived by this Netherlands-based company in 1994, DVC is now in its 18th iteration. It allows the passenger compartment and the front wheel to automatically tilt up to 45 degrees side-to-side at a rate of 85 degrees-per-second while cornering. This maintains the ideal tilting angles under all driving conditions, including emergency maneuvers and while driving on slippery or slanting road surfaces. The hydro-mechanical system splits the driver's steering input into a front-wheel steering angle and a tilting chassis angle.
The hybrid system uses a small rear-mounted gasoline engine to drive a generator, which in turn produces electricity that powers the vehicle's electric motors. Electricity is stored in an A123Systems lithium-ion (Li-Ion) battery. The all-electric EV model has a Li-Ion battery pack and two in-wheel electric motors. Both versions feature ventilated disc brakes, ABS, and regenerative braking, but no transmission. Top speed for the 1,200 pound VentureOne is over 100 mph with acceleration pegged at 0-60 in 6 seconds.

While the VentureOne does carry a motorcycle classification because of a three wheel configuration, it's quite unlike a motorcycle because it has a fully enclosed body. Car-like features include a reinforced steel safety cell, front and side impact protection, three-point driver and passenger restraints, driver's airbag, rear bumper, engine shield, collapsible steering col

umn, safety glass, and digital traction control. A front-wheel capture collar transfers the energy of a front impact to the welded moly-steel frame.

About the same height and length as a MINI Cooper, the VentureOne measures in at an overall width of 48 inches with a length of 140 inches, and features a 106 inch wheelbase. It will have car-like standard and optional equipment including GPS navigation, cruise control, heating/air conditioning , and personal entertainment. Prices will range from $18,000 for the E50 to $23,000 for the EV model. The company says that deliveries are expected to start sometime in 2008.
This is all good news. The challenge, of course, is that the market for three-wheel vehicles has been virtually nonexistent, so there are marketing hurdles ahead. That said, a great many motorists are ready to consider new and different alternatives to today's often fuel inefficient vehicles that contribute to poor air quality, greenhouse gas emissions, and growing dependence on oil. Innovative vehicles like the VentureOne could be part of the solution.

New Models Unveiled at the Tokyo Motor Show

EVs SHOW PROMISE

From a Green Car perspective, electric vehicles are a priority awaiting technical advances. Two notable EVs debuted in Tokyo: the Subaru G4e and Mitsubishi
i-MIEV Sport.

The G4e is a sporty five-seater showcasing Subaru's "next-generation" vanadium technology lithium-ion batteries. Developed in-house by Subaru, the batteries are said to double energy density and allow the G4e to travel 200 km on a charge. A full charge requires eight hours, but the batteries can be juiced up with quick charge in just 15 minutes to bring them up to 80 percent capacity.

Mitsubishi's iMIEV Sport is the company's environmental flagship. It features an advanced 330 volt lithium-ion battery and an electric powered four-wheel-drive system utilizing three motors. Two in-wheel motors drive the front wheels and a single motor powers the rear wheels. The driver never needs to plug the iMIEV in, thanks to a wireless charging system that utilizes a microwave transmitter that can be mounted in a location like the garage floor and a receiver that's located in the underside of the car.

THE PODS HAVE LANDED

Sci-fi aficionados always feel right at home at the Tokyo Motor Show. Pod shaped bubble cars aren't a new idea because they maximize space and Tokyo was flush with them.

Honda showed the funky Puyo concept that pushes the pod design way out there. The bubble top gull-wing door design is unique in many respects, with no feature on this car more bizarre than its soft gel-like rubber body panels that are kinder to the touch. The material incorporates a special light technology that glows in changing colors to alert pedestrians of Puyo's running condition.

The Suzuki Sharing Coach (SSC) is a two-seat fuel cell powered transporter that utilizes front wheel mounted motors and a battery that can regenerate through roof and window solar panels. The Sharing Coach is a mobile garage for the Suzuki Pixy personal low-speed mobility device. The egg-shaped Pixy incorporates a fast charging capacitor and collision sensors for added safety.

Perhaps the most bizarre concept in Tokyo was Toyota's RiN, a mood

ring on wheels. RiN takes driver-vehicle interaction to new levels to promote a healthier lifestyle. The steering yoke, for example, is fitted with an electrocardiogram sensor intended to "mood-train" the driver through bio-feedback. Many other calming effects are employed so that you arrive healthier than when you left.

The somewhat more conventional Toyota Hi-CT is a plug-in hybrid that seats five with an outward form reminiscent of a diesel locomotive or cabover heavy truck. A rear truck box can be removed to reveal a functional rear deck area that can expand into the rear seat area when the rear hatch is open.




Not to be left out, Nissan took the Pivo rotating cab concept, first shown in 2005, another step with the Pivo2. The electric Pivo2 features multi-directional in-wheel motors and a lithium-ion battery pack for propulsion. A dash mounted cartoon-like robot head moves to entertain occupants and hopefully help road-rage drivers calm down. You certainly can't take the concept too seriously, although its electric drive system is no doubt the real deal.

HOT GREEN CONCEPTS

Honda pulled the cover off its latest hybrid concept, the sporty CR-Z. The CR-Z's nose hints at the Honda S2000 sports car but the lines are much crisper. CR-Z is clearly a new generation of the popular Honda CR-X compact sports coupe and while still fun, lightweight, and efficient...it's clearly much greener. Honda did not reveal many details about the hybrid powertrain, but we expect that it is a front drive four-cylinder gasoline engine with Honda's integrated hybrid drive, and it will likely use supercapacitors for added punch during hard acceleration. CR-Z could be production-ready as early as 2009.

Mazda added a fourth chapter to its recent generation of Nagare design series concepts with the unveiling of the Taiki in Tokyo. Roughly translated, Taiki means "Atmosphere" in Japanese and this aerodynamic form is sleek and slippery, if not a bit busy. Importantly, the Taiki is powered by what is said to be the next generation rotary engine that's more powerful while offering cleaner emissions. Still the only major automaker to embrace the rotary internal combustion engine, Mazda is aggressively pursuing hydrogen as an alternative fuel source and naturally Taiki makes use of H2 as a super-clean fuel.

LIGHTEN UP

One of the simplest — yet technically most difficult — ways to improve efficiency while also improving performance is to remove weight from an overall vehicle package. In modern cars, with all their mandated safety equipment and advanced technologies, that's easier said than done. To this end, Toyota showed off its latest weight-saving concept called the 1/X. Essentially, the unibody structure of the 1/X is made of carbon fiber reinforced plastic rather than steel. Toyota teases that adding plug-in hybrid and flex fuel strategies to the powertrain will make the 1/X ultra green, but only a body shell was on display here. Perhaps we'll get a further glimpse of what Toyota has in mind next time as part of the dazzling automotive spectacle that's sure to be on hand at the 41st Tokyo Motor Show

Plug-In Electric Motorcycle by Brammo Motorsports

Those who lean toward two wheels rather than four will be interested in this: A stylish, cutting-edge electric motorcycle that will be brought to market by its Oregon manufacturer in early 2008.

Brammo Motorsports’ electric motorcycle features a permanent magnet DC pancake motor with energy supplied by six Valence lithium-phosphate batteries in a 3.1 kilowatt-hour battery pack. It has a top speed of over 50 mph, range of 45 miles, and requires three hours to fully recharge. With 100 percent torque available from start, the Enertia can accelerate from 0 to 30 mph in a snappy 3.8 seconds.

The design’s heaviest components –the batteries – are cradled in the monocoque frame, down the spine of the chassis. Also, the motor sits as low as possible and directly in line with the rider’s vertical centerline. The Enertia’s motor output shaft drives the rear wheel directly through the chain to minimize noise and maximize efficiency without much of the mechanical losses inherent with gearboxes. The rear suspension swing arm, made from high strength steel tubing, directly actuates the adjustable air shock. A USB port allows the rider to download the company’s Momentum software for customizing performance – beginner, maximum range, ultimate performance, etc.

Brammo notes that the Valence Saphion battery technology is the safest available for motorcycles because the cathodes use phosphates, which are extremely stable under overcharge or short circuit conditions and can withstand high temperatures without decomposing. When abuse does occur, phosphates are not prone to thermal runaway and will not burn. The Saphion technology does not contain any heavy metals and also does not exhibit the memory effect of nickel-cadmium batteries. It also has excellent shelf life, long cycle life, and is maintenance free.

A battery management system monitors current delivered by the batteries to the controller, as well as the state of charge of each cell to keep the six modules in balance. This system also controls the charging cycle to ensure each battery module gets just the right charge for a fully charged, balanced battery pack.

ast Electric Scooters / Mopeds - ride green, ride clean, ride happy

FalconEV Electric Scooters/Mopeds, are special Hi-powered models offered nowhere else in the USA. Better quality motors and controllers are used to get the performance people want. Only LiFe batteries are used to power these E-scooters. As the Distributor of the- Matrix, Proton, Verada, Falcon and Forsen E-Scooters; ( technically mopeds ) we can offer you what is without a doubt, the finest electric propulsion machines in the market today. One year warranties, technical support and parts(if ever needed), means we stand behind our products. All Scooters are D O T Certified. We ARE out to change the way America gets around.

Remember - E-scoots pay for themselves within one year with daily use. Not paying for gasoline, oil, parts, repairs and the reduced insurance rates for driving your car less all add up to a nice return on your investment.

Some of you may wonder- why can't I find and buy a full size street legal E-scooter at a local scooter store, etc.??

Well...., that's a good question and there is a good answer...BUT..you may not be ready to hear it....A lot of you good people have to realize that gasoline suppliers and gas burning machine dealers are all trying to get your hard earned $$. From all levels of government down to your local scooter dealer.

Ok, sit down, take a deep breath...The reason 99% of scooter shops do not sell electric scooters is ; THEY DO NOT BREAK DOWN... All gasoline machines break down. Scooter shops that only sell gas scooters need those machines to break down so they can charge you to fix it ! Same reason Detroit doesn't build electric cars. It would collapse their parts and repair business. I have been told directly by a local scooter dealer that I was trying to sign up, that " our store will not and can not sell electric because our main business is repairs and parts sales."

"We have to sell scooters that breakdown so we can fix them..Now please leave before a customer see's your

E-scooter !"

W O W !

If you do know of a scooter store that is less interested in repairs and more interested in a quiet green clean air machine on wheels, please refer them to this website.

Also, contact your local electric power company and tell them to implement a power bill rebate program to get a $$ credit on your power bill if you buy electric transportation. No gov't involvement needed.!

For years, the oil companies have promoted gas engine vehicles. Now is the time for the power companies to provide the energy for tomorrows LEV'S / Light Electric Vehicles. The two wheelers come first, the 3 & 4 wheelers will come later.

The eGO Cycle - quick, safe and loaded with features

For a ride that's smooth, safe and surprisingly quick, its hard to beat the eGO electric. It's also extremely easy to ride - just twist the throttle grip and away you go.

The eGO electric scooters are built on an annodized aluminum chassis and delivers 20 - 25 miles of range at a top speed of 24 miles per hour.

The eGO Cycle Classic includes the safety equipment necessary to be registered for road use in the states that require it.

Performance Modes - Two (Go Far / Go Fast)

Top Speed - 24 / 18 MPH

Range per Charge - 25 Miles (Go Far, 150 lb rider, flat terrain)

Motor - 1.5kw (2.0 hp,) 4320W max, 24V Brushed

Motor Controller - 180 Amps (max)

Max Load Capacity - 250lbs rider + cargo, +100lbs in trailer

Drive System - eGo WhisperTM belt drive

Throttle - Right hand twist grip

Battery Monitor - 10 segment LED display

Charger - 5 Amp internal smart charger

Charger input voltage - 100 to 250 VAC, 50 - 60 Hz

Recharge Time ~ 3 hours to 80% full, ~6 hrs to 100%

Safety

Wheels - 48 spoke double wall alloy rim, alloy hub

Tires - 100PSI, 20" x 1.96

Front Brakes - Disc

Rear Brakes - Caliper

Headlight - DOT Headlight

Tail / Brake Light - DOT tail/brake (LED)

Lighting Controls - Dash

Audible alert - Bell

Rear View Mirrors - Left only

Dimensions Features

Colors - Red, Black, Light Green, Light Blue

Frame - Annodized Aluminum

Length - 64 Inches

Width - 23 Inches

Height - 44 Inches

Weight - 130 lbs / 140 lbs shipping

Saddle - Suspension

Ignition - Keyswitch for increased security

Battery System - 24V 34Ah

Other features - Rear cargo rack, kickstand

General Motors Unveils Opel Flextreme Diesel-Electric Hybrid

General Motors is aggressively rolling out variations on its E-Flex theme. In January, General Motors rocked the automotive world with the radical Volt concept car at the North American International Auto Show in Detroit. In April at the Shanghai Motor Show, GM showed a fuel cell-charged version of the Volt. Now, the General has provided an encore at the recent Frankfort Auto Show by showing a variant adapted to the European market. Here, the gasoline engine used to regenerate the U.S. Volt's battery pack was replaced with a thrifty 1.3-liter turbo diesel engine.

E-Flex architecture uses electric drive to propel a vehicle with the ability to plug into the grid to recharge its batteries, plus a flexible choice of ways to provide electricity once away from the outlet. It's a plug-in, but rather than combining an internal combustion powertrain and electric drive to move a vehicle as traditional gas-electric hybrids do, E-Flex is driven strictly by electricity. The internal combustion engine — whether fueled by gasoline, E85 ethanol, or diesel — is used exclusively to power a generator that produces electricity for electric drive. Because of this the engine can be considerably smaller than would be needed otherwise and also run at a more efficient constant speed.

Clean diesel is well established and accepted in Europe, so it makes perfect sense for General Motors to use its European Opel brand to further illustrate the adaptability of the E-Flex architecture by incorporating a diesel-electric hybrid. In this application, the electric propulsion system delivers 120 kW of peak output and 322 Nm of peak torque. Opel's 1.3-liter CDTI turbo diesel is employed only when needed to recharge the lithium-ion battery pack to power the electric motor. This advanced technology diesel uses a pressure-based closed loop technology in the cylinders to control the combustion process. Utilizing the European ECE R101 test procedure for range extender vehicles, the Flextreme is expected to emit less than 40 grams of CO2 per kilometer.

On shorter trips, the Flextreme is able to operate as a zero-emissions vehicle traveling up to 55 kilometers, or 34 miles, before the battery relies on the diesel for recharge. That range is sufficient for many commuters' daily round trip and certainly enough for local errands without the need for internal combustion. Plugging in takes just three hours to fully charge the battery at 220 volts.

Boomerang-shaped headlamps are a signature design element. Each high-tech headlamp unit incorporates crossbeams, fog lamps, and brake cooling intake ducts. The sole engine cooling inlet is a narrow horizontal grille area below the nose. Using a small and highly-efficient diesel running at a low rpm range minimized the need for frontal radiator area.

The Flextreme delivers a very aggressive stance. Hunkered down on 195/45R21 low-profile tires mounted on huge 21-inch five spoke alloy wheels, the Opel appears assertive and confident. Sizeable wheel arches and a pronounced shoulder line over the rear wheels give Flextreme a muscular look.

Flextreme's transformer-like door configuration is quite dramatic. Side doors open to allow unobstructed access to the interior thanks to a rear hinged rear door and noticeably absent center door post. Rear cargo access is even more extreme. The rear hatch is split and opens in a gull-wing fashion to each side. This design allows rear cargo access when the vehicle is parked bumper-to-bumper with another car or other obstruction. With all six doors open, Flextreme looks as though it's ready for liftoff.

Below the rear cargo floor is an innovative underfloor luggage compartment that holds a pair of Segway Personal Transporters. The below-deck Segway "garage" is part of Flexload, a structure that provides versatile cargo handling. Loading and unloading the Segways or other cargo is a snap thanks to a platform that extends and retracts electrically.

pel utilized honeycomb structures for their lightweight and high rigidity throughout Flextreme's interior. The seats are secured on a mono track for improved floor space. Complementing the large expanse of glass above, Opel designers added a full-width panoramic widescreen display to the dashboard just below the base of the windshield. Display fields are configurable and allow the driver to view images from the two side cameras and front- and rear-facing cameras, in addition to the vehicle information screens.

Another display in the center console offers touch-screen operation and can be programmed with one-touch buttons for presets or multifunction tasks like computer shortcuts. The driving experience is designed to be futuristic in many respects. Below the center touch-screen display is another touch screen for gear selection. Drive, reverse, and park are initiated by touching the corresponding area of the screen.

General Motors is delivering on the electric drive promise made when the E-Flex platform was initially announced in Detroit. The trio of concepts shown thus far certainly show great potential. Let's hope they can keep the momentum and technology moving forward toward production.

How Hydrogen Fuel Cells Work

What do batteries and fuel cells have in common? They are both electrochemical energy conversion devices that produce electricity. Also, they both have anodes, cathodes, and an electrolyte. There are also big differences. Batteries produce electricity until completely discharged, then they have to be replaced or recharged. A fuel cell continues to produce electricity as long as it is supplied with fuel and oxygen. In the typical fuel cell used in transportation, that’s hydrogen and air. A battery produces essentially no emissions and little heat, while a hydrogen fuel cell emits water and more heat.

While there are several different types of fuel cells, they all work on the same basic principle. The proton exchange membrane (PEM) fuel cell will be discussed here. With rare exception, this is the technology being developed for use in cars, trucks, and buses. PEM fuel cells appear to be the most promising for vehicles because the reactions are about the simplest of any fuel cell design. They also have a high kilowatts-per-cubic-inch power density. Their relatively low operating temperature of 140 to 176 degrees F means they start to produce electricity quickly and don’t require expensive cooling systems.

In a PEM fuel cell, pressurized hydrogen gas enters on the anode side and is forced through the catalyst. Here, H2 molecules come in contact with catalyst, splitting it into two H+ ions (protons).and two electrons. The proton exchange membrane and electrolyte let positively charged proton through and block negatively charged electrons.

Electrons are conducted through the anode and travel through the external circuit as DC (direct current) electric power, which can useful for purposes such as powering an electric motor, and then they reach the cathode. Here they combine on the cathode’s catalyst with the proton coming through the membrane and with oxygen gas, or air, forced through the catalyst, where they form two oxygen atoms with a strong negative charge. This negative charge attracts the two H+ ions, which combine with an oxygen atom and two of the electrons to form a water molecule.

The proton exchange membrane is a specially treated material that looks somewhat like ordinary kitchen plastic wrap. The membrane must be hydrated to transfer protons and remain stable. Thus, fuel cell systems must be designed to operate in sub-zero temperatures, low humidity environments, and high operating temperatures. At about 70 degrees F, hydration is lost without a high-pressure hydration system.

Catalysts play the crucial role of separating hydrogen into ions and protons at the anode and combining them, plus water, at the cathode. Typically these use a platinum group metal or alloy with platinum nanoparticles very thinly coated onto carbon paper or cloth. The catalyst is rough and porous to expose maximum surface area to the hydrogen or oxygen. The platinum-coated side of the catalyst faces the membrane.

Precious metal catalysts plus proton exchange membranes, gas diffusion layers, and bipolar plates make up about 70 percent of a current fuel cell’s cost. Because of this, plus the rarity of precious metals and competition from other uses such as catalytic converters, some critics say platinum is the PEM fuel cell’s Achilles heel. Research is under way to solve this potential impediment. For example, researchers are looking at ways to use less of the precious metals and to find alternatives. Recycling platinum, especially from catalytic converters, is already common practice. More abundant gold, reduced to nanometer size, could be used as a catalyst as well. Enhancing a catalyst with carbon silk can also reduce the amount of precious metals required.

Another problem with PEM fuel cells is that impurities can poison the catalysts, resulting in reduced efficiency and activity so more dense catalysts are required and more platinum is used. Again, research is underway to solve the problem with various promising techniques being explored, like using a gold-palladium coating that may be less susceptible to poisoning.

Since a single fuel cell produces only about 0.7 volts, many separate fuel cells are combined to form a fuel cell stack. They can be connected in a parallel circuit for higher current and in series for higher voltage.

Fuel cells are very efficient. If supplied with pure hydrogen they can convert 80 percent of the hydrogen’s energy content to electric power. If the electricity is used by an electric motor and inverter in a fuel cell vehicle – which are about 80 percent efficient – the overall efficiency is 64 percent. This compares to the approximate 20 percent energy conversion efficiency of the typical gasoline-fueled vehicle, providing yet another reason why fuel cell vehicles hold such promise for the future.

The ultimate electric car that can outpace a Ferrari

"Electric power has truly arrived in the performance market."
For drivers who want to be green but not boring, the new electric Lightning supercar could prove the ultimate eco-friendly boys' toy.

This emission free 130mph sports car - which has a hint of Jaguar, Aston Martin and TVR styling - can outpace a Porsche 911 or a Ferrari 575 - sprinting from rest to 60mph in under four seconds.

And though it will cost you a tingling £150,000, it is simply powered by 30 rechargeable batteries and doesn't use an ounce of fossil fuel.

The British-built two-seater 'Lightning' is fitted with four wheel-mounted motors that combine to power the car to 60 mph in under four seconds.

It develops 700 brake-horse-power - equivalent to about seven Ford fiestas.

The batteries have a range of 250 miles, take just 10 minutes to fully charge from home or on the road - thanks to 12ft cable which you simply plug into a socket.

The rechargeable nine inch high batteries - a sophisticated version of those used on the traditional milk float - form a system that the makers say will last 12 years.

The car's super-clean credentials mean it is exempt from road tax and London congestion charges.

Its designers claim the emission-free car could cost up to £10,000 less per year to run than a high-powered Audi RS4.

And the interior even comes complete with its own optional sat nav system and a dock to plug in your iPod.

A Ferrari 575 Maranello, which costs £150,000 , will reach 60mph in 4.1 seconds - the same time as a Porsche 911 Turbo S which sells for £100,000 pounds.

The Lightning, which is expected to be track tested later this year, began life as a petrol-driven vehicle so developers could come up with a suitable chassis.

Designers at the Peterborough-based Lightning Car Company eventually settled on an aluminium honeycomb and a structure drawn from Formula One technology.

The car is powered by four electric motors mounted in each of the hubs of the 20 inch wheels.

All four motors are revolutionary 'Hi-Pa Drive' units developed by UK firm PML Flightlink Ltd.

Because there are no gears - or even a gear-stick - the electric power is instantaneous, allowing the phenomenal acceleration.

The energy-efficient motors produce huge levels of torque - or 'pulling power' - but are still lightweight enough for a performance sports car.

The Lightning will also feature an advanced 'regenerative energy system', where the car's batteries are recharged by lost friction energy captured when the ant-lock brakes are applied.

Similar technology will be adopted into Formula One from 2008 when so-called kinetic energy recovery systems (KERS) become mandatory.

The car also has traction control to stop skidding, electric doors and windows, and high-powered halogen headlamps.

Inside, the driver will be swathed in an all-leather or leather and alcantara interior. There's also a two piece removeable hard top.

Lightning Car Company technical director Arthur Wolstenholme said: "Ten, or perhaps even five years ago, electric power was dismissed as a poor substitute for petrol, diesel or liquid petroleum gas (LPG). But the world has now moved on significantly.

"Electric motor and battery technologies have been developed that will enable the Lightning to demonstrate 700 bhp performance over a range that exceeds some of today's petrol performance cars.'

He said:"The Lightning is intended to compete with premium market sport cars, but our electric power should outstrip the response rates, torque characteristics and driveability of most exotic performance super cars.

"Electric power has truly arrived in the performance market."

Flexing Ford Mustang Muscle with an E85 Performance Car

These days, alternative fuels are getting a boost in more places than just the environmental arena. The reason is simple: We're far too dependent on imported oil, and in the minds of many, that's becoming an increasingly urgent energy-security concern. Add in all the obvious reasons why petroleum alternatives just make sense - from emissions reductions and decreased greenhouse gases to a strategic change in buying habits that finds us spending more on fuel at home than abroad - and it's easy to see why there's so much interest out there.

The effort to bring renewable fuels into the mainstream is taking many forms. One of the most high profile is their inclusion in motorsports. Last year, IndyCar racing made its move to ethanol fuel. Now, General Motors has proposed that NASCAR do the same. With the millions of fans watching these high-profile race venues exposed to the obvious and transparent use of renewable fuels, a growing use by auto enthusiasts is a certainty.

One performance-oriented driver who has taken the leap is North Carolina resident Steve Shrader, a Mustang enthusiast who prides himself on thinking outside the box. In his quest to do something proactive to embrace an alternative fuel, he found that ethanol is not only renewable, produced in America, and better for the environment, but happily it's also 105 octane. Being a self-professed performance buff interested in getting a few more horsepower out of anything with an engine, Steve decided to explore whether ethanol was a viable option for his '99 Mustang. The result is his "Brightmare"-project car.

"Cars after the late 1980s were built to withstand some amount of ethanol content in the fuel lines," says Shrader, "and ethanol can be used in an internal-combustion engine with some modifications to the computer. I also knew that an increased fuel volume of 20 percent to 40 percent more would be required for a performance machine such as mine." He upgraded to larger fuel injectors and fuel pumps after crunching numbers for injector size and fuel pumps, with the aim of keeping as many factory parts in the car as possible.

With no fuel sensor like a factory-produced FFV, he had to improvise. He uses a tool made by SCT that allows him to re-tune the car for gasoline and either summer E85 or winter E85, since the blends change by season. After nearly a year of driving his Vortech supercharged, E85 flexible-fuel Mustang, Sharder reports no negative effects, an engine that runs better than ever, and fuel lines free of corrosion. The car is also running 11.20s in the quarter-mile at 124 mph on ethanol fuel.
Converting to E85 is great for shaving off tenths of seconds when trips are measured in quarter-mile lengths, but how about vehicles used on the road? Those modifying cars for track duty are probably not concerned with passing smog tests or voiding vehicle warranties.

Hyundai i-Blue Fuel-Cell Vehicle Gets Serious About Hydrogen

Korean automaker Hyundai is no stranger to zero emission fuel cell technology. Hyundai initially demonstrated fuel cell capability to the world by packaging FCEV (Fuel Cell Electric Vehicle) technology in the Santa Fe SUV back in 2000. Five years of development led to a second generation FCEV based on the Tucson platform in 2006, with power increased to 80 kW and lithium-polymer batteries added. This automaker’s fuel cell expertise has also been demonstrated at a mass transit level with fuel cell powered buses.

While utilizing the Santa Fe and Tucson did work well to forward the company’s fuel cell development program, packaging fuel cell technology into existing vehicle platforms has limitations that require engineers to accept compromises that can get in the way of optimum powertrain design. Recently, Hyundai moved beyond this with its introduction of an all-new, purpose-built FCEV concept that’s nothing less than stunning. The new Hyundai i-Blue was designed from the start to integrate the latest third generation fuel cell technology. According to Dr. Hyun-Soon Lee, Hyundai’s president of Research and Development, the i-Blue makes a tremendous leap forward for the automaker’s R&D program, with the company’s engineering team successfully designing a more compact fuel cell vehicle while retaining the safety, comfort, convenience, and driving range of a traditional internal combustion vehicle.

The i-Blue is a small “D” segment car, which Hyundai describes as a 2+2 crossover platform. Much more compact than the existing FCEV SUVs, i-Blue required significant engineering advancements. Downsizing requirements are addressed by the third generation fuel cell technology that enables placing the new and compact 100 kW fuel cell stack beneath the floor of the cabin, rather than in the engine compartment. Placement of the fuel cell and battery mass low and in the middle of the vehicle delivers an optimum 50-50 weight distribution and a low center of gravity for optimum handling dynamics.

This location frees up space in the engine compartment for greater cooling efficiencies and also allows a more cab-forward design for improved interior room. Hydrogen storage is handled by a pair of 10,000 psi tanks nestled in the frame kick-up behind the main passenger area. The hydrogen stored on-board allows a projected range of about 370 miles before refueling. Impressive, too, is the i-Blue’s estimated top speed of better than 100 mph.

Development of the i-Blue concept was handled at Hyundai’s Design and Technical Center in Chiba, Japan. Work on the third generation fuel cell technology is ongoing at the Hyundai
Eco-Technology Research Institute in Mabuk, Korea.

Visually, i-blue has a very sleek and sculpted form. According to Hyundai, the design team considered the Ying and Yang philosophy of TaeKuk, which balances opposite forces to create something new. In this case, two distinct shapes – the square and the circle – were melded to create the rhombus form of the main structure. The design is well suited for interior comfort while being aerodynamically efficient and very pleasing to the eye. As a crossover, i-Blue draws design cues from several different platforms. Evident are elements of SUV, minivan, and sporty compact car design. The leading edge clearly offers the look of the recent Hyundai Genesis concept car.

On the inside, i-Blue delivers a very high-tech cabin that’s intended to feel organic and natural. The design aims at providing a sort of jet fighter cockpit feel rather than the feel of a traditional automobile. That cockpit theme is further enhanced by the large windshield with an expanse of glass that carries well into the vehicle’s roofline above the front seat passengers. The driver sits in a deeply contoured bucket seat and is surrounded by a wraparound form that flows from the main instrument display.

The i-Blue has an aircraft inspired control yoke with touch-scroll pads so a driver can control various audio-visual systems while maintaining a hands-on-the-wheel position. Other interior innovations include a 3D heads up display (HUD) and a full surround camera system that displays exterior images on the dash for greater driver awareness. Rear seat passengers are treated to a wide and spacious cabin with seats that appear to draw their form from comfy video gaming chairs.

While not yet a drivable concept, i-Blue is a significant step in Hyundai’s fuel cell program. The company has ongoing fuel cell verification programs around the world and has been a member of the California Fuel Cell Partnership since 2000. In 2004, Hyundai partnered with Chevron and UTC to put a 32 vehicle fuel cell demonstration fleet on the road to promote FCEV technology and public acceptance. Hyundai has ambitious goals of mass production of fuel cell vehicles in the coming decade. With a concept like i-Blue, that future seems a little closer.

MAZDA RX-8 HYDROGEN ROTARY ENGINE: A SPORTS CAR (AND ENGINE) LIKE NO OTHER

DETROIT – With a cat-like predatory stance, forward-thinking freestyle door system and enough room for four, not two, adults to enjoy all its benefits, the Mazda RX-8 has set itself apart from the pack. But if the recently introduced RX-8 production sports car truly is unique thanks, in large part, to its rotary engine, the RX-8 Hydrogen Rotary Engine (RE) concept, showcased this year at the North American International Auto Show (NAIAS), takes "unique" to all new levels.

Featuring a fuel system that consists of a high-pressure hydrogen tank, the vehicle balances the needs of the driving enthusiast and the environmentalist with a blend of alternative power and the exhilarating driving experience for which Mazda is known.

As the auto industry turns its attention to hydrogen fuel as a gasoline alternative, the RX-8 Hydrogen RE offers a hydrogen-powered version of RENESIS—Mazda’s next generation rotary engine that was introduced last year in the all-new RX-8. By virtue of its smooth performance, compact size and impressive driving characteristics, RENESIS was named International Engine of the Year in June 2003.

The RENESIS Hydrogen RE allows the RX-8 concept to run on either hydrogen fuel or gasoline and capitalizes on all the advantages of the rotary to assure RX-8’s ease-of-operation and reliability.

The RENESIS Hydrogen RE incorporates an electronically controlled hydrogen injector system, with the hydrogen injected in a gaseous state. The system draws air from the side port during the intake cycle and uses dual hydrogen injectors in each of the engine’s twin rotor housings to directly inject hydrogen into the intake chambers.

Because it offers separate chambers for intake and combustion, the rotary engine is ideal for burning hydrogen without the backfiring that can occur in a traditional piston engine. The separate induction chamber also provides a safer temperature for fitting the dual hydrogen injectors with their rubber seals, which are susceptible to the high temperatures encountered in a conventional reciprocating piston engine.

Also helping to maximize the benefits of the rotary engine in hydrogen combustion mode, the RENESIS Hydrogen RE features adequate space for the installation of two injectors per intake chamber. Because hydrogen has an extremely low density, a much greater injection volume is required compared with gasoline, thus demanding the use of more than one injector. Typically, this can be difficult to achieve with a conventional reciprocating piston engine because of the structural constraints that prevent mounting injectors in the combustion chamber. However, with its twin hydrogen injectors, the RENESIS Hydrogen RE is both practical and able to deliver sufficient power.

In addition to the revolutionary hydrogen-powered RENESIS rotary engine, the Mazda RX-8 Hydrogen RE concept benefits from improved aerodynamics and optimized tires and weight-saving measures. A fast-fill tandem master cylinder reduces brake drag and friction hub carriers help cut power losses.

The vehicle also incorporates a host of other technologies for exceptional environmental compatibility. Three-layer, wet-on water-based paint on the RX-8 Hydrogen RE dramatically reduces the emission of organic solvents, saves energy by shortening the drying process and reduces carbon dioxide emissions. Moreover, the plant-based plastics used for the vehicle’s interior parts provide an attractive alternative to plastics derived from fossil fuels such as petroleum.

The Mazda RX-8 Hydrogen RE illustrates Mazda’s dedication to the future environment without abandoning true Zoom-Zoom and soul-of-a-sports-car thinking.

The Toyota FCHV: The future of the Hybrid Electric Vehicle

Toyota's Hybrid Synergy Drive, the backbone of Toyota's hybrid powertrain, was a significant component in the development of the Toyota FCHV, or Toyota Fuel-Cell Hydrogen Vehicle.

Built upon the Highlander platform, which will include a Highlander hybrid later this summer, the Toyota FCHV was developed utilizing technologies honed by the Prius "to precisely regulate power flow from the fuel-cell stack and battery to achieve high efficiency, excellent acceleration and a smooth quiet ride," according to Toyota

According to Toyota, "Although discussion of hybrids often center around the unison of gasoline or diesel-powered engines and electric motors, Toyota's stance is that fuel cells will eventually replace internal combustion engines in this arrangement to create fuel cell hybrid vehicles, or FCHVs."

Currently, the FCHV has a top speed of 96 mph. An aluminum roof, fenders and other components, make the body shell of the Highlander FCHV lighter than a conventional hybrid. The FCHV is one of the world's most aerodynamic SUVs, according to Toyota, thanks to its flat, well-sealed underbody.

Not only has the Toyota FCHV been certified by CARB as a zero-emissions vehicle, its environment-friendly air conditioning system uses CO2 rather than CFC as a coolant.

At this time; however, the real problem with fuel cells is simply cost. Therefore, hybrids, particularly those that are full hybrids, i.e. - more reliant upon electric power - can gradually integrate the components necessary for fuel cell automobiles into their platforms.

Gas-electric hybrids, such as the Toyota Highlander hybrid, Lexus RX400h hybrid, or Ford Escape hybrid, are just the first stage in the evolution of the hybrid vehicle.

Get ready, the future is here.

FUELS AND TECHNOLOGY ARE MOVING THE AUTOMOBILE TOWARD A MORE SUSTAINABLE FUTURE

CONSIDER THIS CHALLENGE : With 35 percent of the world’s energy needs currently being met by petroleum products and demand expected to increase by an average of two percent per year through 2030, the imperative for change is immediate, and real. Rather than viewing this as an obstacle, GM is approaching the need as an opportunity to lead the market with a diverse range of advanced technologies and vehicles.

The drive to bring better and more environmentally compatible vehicles to our highways begins by optimizing the internal combustion engine, with the aim of achieving maximum fuel economy and performance with the lowest possible emissions. This goes beyond focusing on just one or two high-profile models. Rather, higher fuel economy across the fleet can make substantial progress toward lessening petroleum dependency. While many extraordinary technologies are in development at GM and destined for future models, an ongoing focus on the here-and-now has brought meaningful advances to today’s powertrains and established GM as a leader in fuel efficient vehicles.

MAKING TODAY’S TECHNOLOGY BETTER

ANSWERS THAT SEEMED DISTANT NOT SO LONG AGO ARE UPON US. AT GM, MORE ADVANCED DRIVE SYSTEMS, GREATER EFFICIENCIES, AND ALTERNATIVE FUELS HAVE BECOME TODAY’S REALITY.

EXPLORING ALTERNATIVES

Alternative fuel sources are critical as we move away from dependence on petroleum energy sources. Today, GM has over two million E85 ethanol FlexFuel vehicles on the road in all 50 states and is committed to the production of over 400,000 FlexFuel vehicles per year. In 2007, GM offers 16 different E85 ethanol-capable models.

E85 ethanol – a blend of 85 percent plant-based ethanol and 15 percent gasoline – offers benefits including fewer greenhouse gas and smog-forming emissions than gasoline. To make E85 ethanol more readily available to consumers, GM is actively working with state governments, fuel retailers, and others to raise awareness of the benefits of E85 ethanol and increase availability to make fueling more convenient

This mostly renewable alcohol fuel is but one of the fuel alternatives that will propel vehicles toward a cleaner tomorrow. Other biofuels, including biodiesel, show considerable promise. Hydrogen is another answer that’s being aggressively pursued by GM.

DRIVING ON NON-PETROLEUM FUELS IS AN IMPORTANT GOAL. GM VEHICLES DESIGNED TO USE RENEWABLES LIKE E85 ETHANOL AIM TOWARD A MORE SUSTAINABLE FUTURE.

MANY HOUSEHOLDS IN INDUSTRIALIZED NATIONS have two or more vehicles, while increasing numbers of consumers in developing nations are eagerly acquiring their first. This is easily understood since mobility brings with it many things, including convenience and opportunity. The challenge is that with ever-growing numbers of automobiles comes mounting pressure on our environment and natural resources.

Automobiles powered by an internal combustion engine emerged well over a century ago and are still very much with us today. Vehicles are more efficient now, of course, and at GM they continue to evolve in important ways for the better. Yet, with almost all of the world’s 830 million cars based on mechanical drive and 98 percent of these operating on petroleum, it’s clear that a new direction is needed

ELECTRIC DRIVE, INTELLIGENTLY APPLIED, STANDS TO HAVE A HUGE IMPACT ON THE CHALLENGES THAT LOOM LARGEST IN OUR FUTURE: FUEL EFFICIENCY, ENVIRONMENTAL COMPATIBILITY, AND ENERGY DIVERSITY

CHEVROLET VOLT CONCEPT

The need to create new products and technologies that go beyond incremental improvements in addressing sustainability is well understood. It is the focus of a great deal of research and development at GM. The result of this thinking is exemplified by the widely-acclaimed Chevrolet Volt concept car and the innovative E-Flex system that powers it.

We live in a world where diverse options are being explored and different markets may have their own unique needs, so the ability to maintain a flexible approach to powertrains and fuels is a requirement. As you might gather, flexibility is what E-Flex is all about.

GM’s Volt responds to the growing desire for an electrically-driven automobile offering the best of all worlds. It draws from GM’s considerable engineering and technical expertise developed over many years with its EV1 and hydrogen fuel cell electric car programs. The Volt continues GM’s path toward highly-efficient electric drive, but with important differences.